DEPARTMENT OF COMMERCE U. S. COAST AND GEODETIC SUKVEY O. IT. TITTMANIST SUPERINTENDENT INSIDE ROUTE PILOT NEW YORK TO KEY WEST (SECOND EDITION) 1913 N 9 (PRICK SO CENTS) WASHINGTON GOVERNMENT PRINTING OFFICE 1913 r/ K Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924015545548 DEPARTMENT OF COMMERCE U. S. COAST AND GEODETIC SURVEY O. H. TITTMANN SUPERINTENDENT INSIDE ROUTE PILOT NEW YORK TO KEY WEST (SECOND EDITION) 1913 (PRICK SO CENTS) WASHINGTON * GOVERNMENT PRINTING OFFICE 1A13 DEPARTMENT OF COMMERCE, United States Coast and Geodetic Survey, Washington, July 1, 1913. This volume covers the inland water route from New York to Beaufort entrance and New River Inlet, N. C, the seacoast and inlets between Beaufort entrance and Winyah Bay, S. O, and the inland water route from Winyah Bay to Key West, Fla. It also includes direc- tions for reaching the most important cities near the inland route, but does not cover the rivers and other Waterways not necessarily traversed in making the through passage or in going to these cities, except that, when there are two practicable routes between the same points, both are described. It also contains information as to where supplies and fuel can be obtained, where pilots can be found, where repairs can be made, and various other subjects usually included in a Coast Pilot. The publication is intended primarily for use on small power boats, and for that reason the sailing directions .through the deeper waters, as for instance between Norfolk and Beaufort and again between Savannah and Fernanduia, are not given as minutely as would be necessary for vessels of the maximum draft that navigate these waters. It is believed that this volume, with the accompanying charts, will be found a sufficient guide for boats up to about 3 feet draft; but for vessels of greater draft it should be supplemented by a set of the larger scale charts enumerated in the list to be found in the back of the book. The information contained herein is derived from surveys by the U. S. Coast and Geodetic Survey and by the United States Engineers, and from special investigations by the U. S. Coast and Geodetic Survey. The first part of the volume, from New York to Norfolk, was prepared by Herbert C. Graves, Nautical Expert, and the remainder by W. E. Parker, Assistant, Coast and Geodetic Survey. Valuable information was obtained from the United States Engineers in charge of the several engineering districts and from local pilots and boatmen. Navigators are requested to notify the Superintendent of the Coast and Geodetic Survey of any errors or omissions they may find in this book, or of additional matter which they think should be inserted. O. M. TITTMANN, Superintendent. ^TOTE. Distances are given in nautical miles and may be converted approximately to statute miles by adding 15 per cent to the distances given. Currents are expressed in knots, which are nautical miles per hour. Courses and bearings given in degrees are true, reading clockwise from 0° at North through East to 360°, and are followed by the magnetic equivalents in points and fractions in parentheses. All depths, unless otherwise stated, are at mean low water, except in the nontidal waters, where the depths are at mean water level. TABLE OF DISTANCES AND DRAFTS, INLAND WATERWAYS. From- NewYork, N. Y Philadelphia, Pa Baltimore entrance, Md Norfolk, Va Morehead City, N. C Beaufort entrance, N. C. (outside) Winyah Bay, S. C Charleston, 8. C St. Johns River, Fla Miami, Fla,. To- South Amboy, N. J New Brunswick, N.J Bordentown, N. J Philadelphia, Pa Delaware City, Del Chesapeake City, Md Baltimore entrance, Md Baltimore, Md Annapolis entrance, Md Patuxent Biver, Md Cape Lookout, Potomac River Old Point Comfort, Va Norfolk, Va Elizabeth City, N. C *Roanoke Marshes light, N. C * Adams Creek, N. C * Beaufort or Morehead City, N. C * Beaufort entrance, N. C Bogue Inlet, N. C Bear Inlet, N. C New River Inlet, N. C Frying Pan Shoals, N. C Southport, N. C Winyah Bay, S. C Georgetown, S. C Charleston, S. C Beaufort, S. C Savannah, Ga Brunswick, Ga Fernandina, Fla St. Johns River, Fla Jacksonville, Fla St. Augustine, Fla Daytona, Fla Mosquito Inlet, Fla New Smyrna, Fla Titusville, Fla Cocoa, Fla Eau Gallie, Fla Fort Pierce, Fla St. Lucie Inlet, Fla Jupiter Inlet, Fla West Palm Beach, Fla New River Inlet, Fla Fort Lauderdale, Fla Miami, Fla Bahia Honda Harbor, Fla. (northward of keys) Key West (through Hawk Channel from Bahia Honda) Key West (through Gulf of Mexico from Bahia Honda) Distance in nautical miles. 19 29 68 93 35 47 84 94 15 55 72 138 148 44 82 162 179 180 23 27 38 89 117 162 174 70 75 118 206 231 256 274 34 80 91 94 125 141 156 201 220 235 250 287 289 310 100 133 149 Maximum draft in feet. 21 10 7 7 9 9 9 9 30 30 30 30 30 9 9 9 9 9 4 4 3 15 15 15 15 7 9 9 9 9 5 5 5 4 4 4 4 4 4 4 4 4 41 4 4 4 5 5 5 * Distances are via Albemarle and Chesapeake Canal route. Tor distances via Dismal Swamp Canal route add 2 miles. 4 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. INLAND PASSAGE FROM NEW YORK BAY TO CHESAPEAKE BAY. From New York Upper Bay the generally used passage is through Kill van Kull and Arthur Kill, and thence around Great Beds lighthouse to the entrance of Raritan River; but strangers frequently take the more open passage through New York Lower Bay and Raritan Bay to Raritan River. Thence the passage leads up Raritan River to New Brunswick, and thence through the Delaware and Raritan Canal to Bordentown. Thence down Delaware River to Delaware City, and thence through the Chesapeake and Delaware Canal to Chesa- peake City. Thence down Back Creek and Elk River to the head of Chesapeake Bay at Turkey Point. A draft of 7 feet can be taken through the passage from New York Bay to Delaware Bay, and 9 feet from Delaware Bay to Chesapeake Bay; the greatest speed permitted in the canals is 43^ statute miles per hour. A vessel with a speed of 10 miles, running in daytime only, can make the passage in two to two and one-half days under favorable conditions. It is advisable to inquire beforehand whether the Delaware and Raritan Canal is open for navigation. Coal in limited quantities can be obtained at numerous places, but the best and most convenient coaling places are Perth Amboy, Philadelphia, and Baltimore. Pilots can be obtained on inquiring at Perth Amboy, New Brunswick, Bordentown, Dela- ware City, Chesapeake City, and Baltimore, for either the whole or parts of the passage. A fisherman or pilot may be obtained at the mouth of Back Creek competent to pilot a vessel to Chesapeake City. The fees are not.prescribed by law. KILL VAN KULL AND ARTHUR KILL. These passages have a combined length of 17 miles from Robbins Reef lighthouse to Ward Point, the southern end of Staten Island, and a width varying from 600 yards to less than 200 yards. There is considerable shipping, especially through Kill van Kull. Strangers should have no difficulty in making the passage with a draft of 10 feet, with the aid of the chart and the directions. The Baltimore & Ohio Railroad crosses Arthur Kill about J^ mile southward of Elizabethport. There is a clear width of 206 feet on each side of the center pier of the draw; the eastern channel has the deeper water and is generally used. Anchorage is not permitted in the channel of Kill van Kull and Arthur Kill, anchorage limits being prescribed by regulation. The anchorage on the western side of Arthur Kill off Perth Amboy is good and convenient; its eastern limit is a line running northward from the horizontally striped buoy to the Lehigh Valley coal docks. Tides. — The mean rise and fall of the tides at Shooters Island is 4.6 feet; high water occurs 17m. later than at Governors Island. At South Amboy the mean rise and fall is 5.3 feet, and high water occurs 8m. later than at Sandy Hook. RARITAN RIVER has a length of 103-^ miles from South Amboy to New Brunswick, a width varying from X A mile to 125 yards, and is crooked in places. Dredging has been done to obtain a channel 200 feet wide and 10 feet deep to a point 34 n^ 6 above the mouth of South River, and thence 100 feet wide with the same depth to New Brunswick. At high water the marshy banks are generally covered, making it difficult for a stranger to follow the channel. Two drawbridges cross the river near its entrance at South Amboy. 6 INSIDE BOUTE PILOT, NEW YORK TO KEY WEST. New Brunswick is an important city at the entrance to the Delaware and Raritan Canal from Raritan River. The canal forms a basin abreast the city, which is the harbor of New Brunswick. At high water of spring tides a draft of 8 feet has been taken into the basin through the entrance lock of the canal, but 7 feet is the deepest draft for which the canal company will be responsible. The size of vessels entering the basin is limited to the size of the canal lock Coal, water, and provisions can be had in the basin. Sailing vessels, which are not going to tow down the Raritan River, are advised to remain in the basin at New Brunswick until the wind serves for them to sail down the river. There is no place for some distance below New Brunswick at which a vessel of 7 feet draft can make fast outside of the basin without lying aground at low water, and the river channel is too nar- row for vessels to anchor. Towboats. — A towboat can be obtained at Perth Amboy and South Amboy and some- times at New Brunswick, and can always be had at New Brunswick by telephoning to Perth Amboy. Tides. — At New Brunswick high water is 49m. later and low water lh. 33m. later than at Sandy Hook; the mean rise and fall of tides is 6 feet. DELAWARE AND RARITAN CANAL. This canal is 38 miles long from its eastern entrance at New Brunswick on the Raritan River to its western entrance at Bordentown on the Delaware River. The principal places on the canal and their distances, in miles, from New Brunswick are, Bound Brook 7, Millstone 12, Kingston 21, Trenton (Coalport Basin) 32, Bordentown 38. There are 13 locks in the canal, the dimensions of which are 210 feet long, 23 feet 4 inches wide, and 7 feet deep. The deepest draft permitted through the canal is 7 feet. Masted vessels are limited to masts less than 50 feet above canal level by the arched stone bridge at New Brunswick, which has a clear height of 50 feet in the middle. Coal in limited quantities may be obtained from local dealers at the principal places on the canal, but steamers will find it more convenient to coal at Perth Amboy and Philadelphia than along the canal. The water in the canal is fresh, but is not good for drinking purposes. Toll rates, which are subject to change, are charged by the canal company, and are collected at the entrance where the vessel is given clearance. Towage through the canal can be arranged at either entrance. The following information is taken from the Rules and Regulations governing the Delaware and Raritan Canal published by the company, and which will be furnished by them at the canal entrance on application: When underway at night, a small green signal light shall be carried on the stem ; a steamer shall carry in addition a white light at the end of her flagstaff, or if towing other boats two white lights at the end of her flagstaff; no other lights or reflectors shall be carried. No vessel shall carry sail in the canal. The speed shall not exceed 4^ miles (statute) per hour. When a vessel overtakes another, the slower shall give the inner track to the faster, unless within 300 yards of a lock or bridge. When in danger of meeting at a bridge or where both can not pass, the one going westward shall lie-to. Everything towed by horses or mules, and rafts, on meet- ing steamboats, shall keep on the side next the towpath ; in all other cases, everything meeting shall keep to the right. When approaching a lock or bridge, notice shall be given on arriving within 300 yards of the same by a horn, bell, or whistle. Steamboats passing other boats or vessels, either in motion or at stopping places, shall "slow-up" till entirely past, especially in passing Coalport. Steamboats must not check headway by backing while in the locks, nor blow out their boilers while passing locks or bridges. The signal at night that a lock is ready will be two whistles from the lock engine for boats bound west and four for those bound east. No stones, rubbish, dead carcasses, or other offensive matter shall be thrown or dropped in the water. DELAWARE RIVER, FROM BORDENTOWN TO DELAWARE CITY. The distance is 60 miles from Bordentown to Delaware City, and the channel generally has ample width and is easily followed; but extra caution is required in the first J^ mile from INSIDE KOUTE PILOT, NEW YORK TO KEY WEST. 7 Bordentown, where there is a depth of 7 feet in a narrow channel. This is the shoalest place in the channel. Many of the shoals in the river are bare at or before low water, and are generally covered with marsh grass, which makes them usually well denned. The water in the river above Chester is fresh and suitable for boilers; above Bristol the water is ordinarily suitable for drinking purposes, except in dry seasons. Coal can be obtained at Philadelphia, either at the wharves or by lighters; it can also be obtained at Chester and Newcastle and in limited quantities at Delaware City, but the facilities are not so good as at Philadelphia. Anchorage. — Except for J^ mile below Bordentown there is a sufficient width at most places in the channel for anchorage, for which the chart must be the guide. The anchorage limits at Philadelphia are prescribed by regulation. Below Marcus Hook suitable anchorage may be selected off the ranges. Delaware City, at the entrance of the Chesapeake and Delaware Canal from Delaware River, has little commerce except that passing through the canal. Provisions may be obtained. The wharves have a depth of 8 to 9 feet in Delaware River at their ends. There is a depth of 9 feet on the northern side at the entrance to the canal lock, and vessels usually lie here when waiting to lock in. Tides. — The mean rise and fall of tides at Bordentown is 4.7 feet; Burlington, 5.4; Phila- delphia, 5.3; Chester, 5.8; and Delaware City, 5.9. High water occurs at Bordentown 2h. 25m. and at Burlington lh. 32m. later than at Philadelphia, and at Chester lh. 24m. and Delaware City 2h. 53m. earlier than at Philadelphia. CHESAPEAKE AND DELAWARE CANAL. This canal is 12 miles long from its eastern entrance at Delaware City, on Delaware Bay, to its western entrance at Chesapeake City, on Back Creek. There are three locks in the canal, the dimensions of which are: 220 feet long, 24 feet wide, and 9 feet deep. The deepest draft permitted through the canal is 9 feet. All bridges over the canal have draws. The water in the canal is fresh, but is not suitable for drinking purposes. Toll rates, which are subject to change, are charged by the company, and are collected at the entrance, where a pass bill is given the vessel. Towage through the canal can be arranged at either entrance. Strangers passing through this canal are advised to inquire at the entrance whether there are any shoal places which require attention. The following information is taken from the Regulations governing the Chesapeake and Delaware Canal, published by the company, and which will be furnished by them at the canal entrance on application: The pass bill must be shown to each lock keeper before passing through. No vessel shall carry sail in the canal, nor shall the speed exceed 4J^ miles (statute) per hour. Vessels passing shall keep to the right, but shall give the inner track to vessels in tow of horses or mules. Masted vessels when meeting unmasted boats shall take the outer track. Rafts shall always keep the outer track. When a vessel overtakes another, the slower shall give the inner track to the faster, unless within 300 yards of a lock or bridge. When approaching a lock or bridge, notice shall be given on arriving within 300 yards of the same by a horn or bell. When passing through at night a light shall be carried on the bow. Vessels lying in the canal at night shall carry a light on the bow and at the stern. No earth, stone, timber, or other material shall be placed or put in the canal. BACK CREEK AND ELK RIVER. Back Creek has a length of 3M n^ 68 fr° m Chesapeake City to Elk River. The channel is crooked and narrow, with shoals on both sides, but is marked by buoys. The deepest draft using the creek is 9 feet. For a distance of \% miles below Chesapeake City the depth is 9 feet or over in a channel 120 to 150 feet wide, and below that point to the entrance the channel has a width of 200 to 400 feet. A pilot may be obtained on inquiry at Chesapeake City or the entrance to the creek. The channel in the creek is too narrow for anchorage. 8 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. Elk River has a length of nearly 8 miles from Back Creek to the entrance of the river at Turkey Point. The channel is wide and easily followed. Tides.— At Back Creek entrance high water occurs about 2h. 20m. after high water at Baltimore, and the mean rise and fall of tides is 2.6 feet. SAILING DIRECTIONS, INLAND PASSAGE FROM NEW YORK BAY TO CHESAPEAKE BAY. These directions are good in the daytime for a draft of 7 feet to Philadelphia and for a draft of 9 feet from Philadelphia to Chesapeake Bay. Strangers are advised not to run at night. /i ( . Through Kill van Kull and Arthur Kill to South Amboy, 19 miles. — Enter Kill van Kull between Robbins Reef lighthouse and the north end of Staten Island, giving the lighthouse a berth of 600 yards and the shore of Staten Island a berth of 300 yards, and follow a mid-channel course for about 2J^ miles from Constable Point. Then pass about 100 yards southward of the red buoy eastward of Bergen Point lighthouse, and pass 220 yards south of the lighthouse. Then steer 267° true (W^N mag.) and pass about 75 yards southward of the wharves on the southern side of Shooters Island (which will be recognized by the shipyard on it) . When the western end of Shooters Island is abeam, steer about 308° true (NW 3€ N Diag.), and leave a black buoy on the port hand and two horizontally striped buoys on the starboard .hand; the two horizontally striped buoys mark a middle ground which is being removed. Then steer about 269° true (W ^ N mag.), leaving a red buoy on the starboard hand, and then follow a mid-channel course past Elizabethport. Vessels of 7 feet draft can pass through either of the wide openings of the railroad drawbridge southward of Elizabethport, although the eastern opening has the deeper water. When J^ mile southward of the bridge, steer 185° true (S by W J| W mag.), and pass in mid-channel eastward of Buckwheat Island (small and grassy) and westward of Pralls Island. From the southern end of Pralls Island follow the western bank at a distance of about 150 yards, except for a distance of % mile northward of Tufts Point, where that bank should be given a berth of 200 yards. Pass about 150 yards southward of Tufts Point, steer about 270° true (W % N mag.), and pass about 150 yards northward of Smoking Point. Then follow the northwestern bank at a distance of about 300 yards, passing northward and westward of the white anchorage buoys and the red buoy at Storys Flats. When past the latter buoy follow the western bank at a distance of 200 yards to Perth Amboy. Anchorage can be had on the western side of the channel at Perth Amboy. Pass 100 yards eastward of the horizontally striped buoy off Perth Amboy, steer about 153° true (S by E % E mag.), and pass 100 yards westward of Ward Point, and eastward of the horizontally striped buoy southward of the point. Pass 200 yards eastward and southward of Great Beds lighthouse, and steer 268° true (W Y s N mag.) for black buoy No. 9. Pass about 100 feet northward of this buoy arid steer 304° true (NW y % W mag.), heading for the left draw in the railroad bridge. Anchorage can be had on the north side of the channel, about 150 yards from the wharves below the bridge. New York Lower Bay and Raritan Bay to South Amboy. — Pass eastward and south- ward of the black bell buoy lying % mile northward of West Bank lighthouse, and steer 239° true (WSW y s W mag.) for 7% miles, passing H mile. northward of West Bank and Old Orchard Shoal lighthouses, passing southward of Old Orchard Shoal red buoy, and to a position J^ mile northward of Conaskonk Point Shoal buoy (can, black, No. 3). Then steer 269° true (W % N mag.) for 3% miles, passing between buoys Nos. 7 and 8 and to a position 200 yards southward of Great Beds lighthouse as in the preceding paragraph. Raritan River to New Brunswick, 103^ miles. — Except at high water, when the marshy banks are covered in places, vessels of 7 feet or less draft, with the aid of the chart, should have no difficulty in going up the Raritan River to New Brunswick. INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 9 From the railroad drawbridge at South Amboy pass about 200 feet off Sandy Point, and then go through the draw in the second bridge. Then follow the northern bank, giving the ends of the wharves a berth of 200 to 300 feet, to light No. 1, which is on the lower end of a dike on the northwestern side. Follow this dike and the northwest bank above it at a distance of 200 feet until above the opening in the dike on the southeast side of the channel 3^ mile above light No. 2. Then keep in mid-channel as defined by the dikes until 34 mile above light No. 3, and then pass the point on the north bank, lying opposite the western end of the dike on the southern side, at a distance of 200 feet. In making the bend around Crab Island follow the dike on the northwest side of the channel at a distance of 300 feet. Then cross over and follow the eastern and southern bank, at a distance of 200 feet, past Sayreville and the canal leading to Washington. From the canal entrance, keep in mid-channel northward through Long Reach for a distance of 34 mile, and then gradually favor the eastern bank and follow it at a distance of 125 feet in the northern part of this reach. When the river begins to bend northwestward, edge out gradually to mid- channel, and so continue around the bend until approaching the entrance of South River. Then favor the southern bank past the entrance of South River and the dock 34 mile west- ward. When past this dock, edge over gradually and favor the eastern bank northward through Rocky Reach. When the river begins to bend northwestward, edge out gradually to mid- channel, and so continue around the bend to Lawrence Creek (on southern bank) and also in the next reach northwestward to Martins Landing. There is a stone dock on the north bank 400 yards westward of Martins Landing; favor the north bank between them until 300 yards westward of the stone dock, and then keep in mid-river around the next bend until up with the rocky bluff on the southern bank. Then favor well the southern bank to the lock at New Brunswick. Delaware River from Bordentown to Delaware City, 60 miles. — A stranger, proceeding with caution in the narrow parts of the river and using the lead, should have little difficulty in making the passage from Bordentown to Delaware City with the aid of the chart and the directions. Extra caution is required in the first % mile below Bordentown. Bordentovm to Florence. — On leaving the lock at Bordentown, head so as to pass about 125 feet westward of the old wharf ruin on the east bank just south of the entrance to the creek; and then head about 212° true (SW % S mag.), with Bordentown light, on the south bank % mile distant, a little on the starboard bow. Leave a black buoy 50 feet on the star- board hand, and then haul westward so as to follow the curve of the channel, and pass about midway between the light and a horizontally striped buoy. When below Bordentown light steer 229° true (SW byW^W mag.), following at first the southeastern bank at a distance of 100 yards, to a mid-channel position 600 yards above Newbold Island. Then haul westward gradually, giving the northern bank a berth of over 150 yards, and pass in mid-channel northward of Newbold Island until past Penn Manor light; this light is on the north bank westward of a small wharf, and will not be seen from eastward until nearly up to it. Bring this light astern on a 228° true (SW by W mag.) course, heading for the outer end of a sand wharf on the southern bank, and pass between the red buoys and black buoys which mark the dredged channel at Kinkora Bar; Kinkora light may be seen behind and a little to the left of the shore end of the sand wharf. When through the dredged cut and about 34 mile from the sand wharf, haul westward so as to pass about 150 yards northward of it; and then follow the southern bank at a distance of 150 yards to Florence (large pipe works). Florence to Torresdale. — Keep in mid-channel in making the bend northward of Florence and then follow the western bank at a distance of 150 yards, drawing in to 100 yards from that bank while passing the shoal which extends 450 yards northeastward from the eastern end of Burlington Island. Then follow a mid-channel course between Burlington Island and Bristol, and when up with the ferry landing (Bristol) bring it astern on a 201° true (SSW %, W mag.) course and be guided by the buoys in the channel westward of Burlington Island. 10 INSIDE BOUTE PILOT, NEW YOBK TO KEY WEST. Favor, if anything, the southern bank in passing Burlington until abreast the large brick works at its western end, and then steer 253° true (W % S mag.) to a position 175 to 200 yards off College Point light (northern bank). Then steer about 248° true (WSW % W mag.) for the standpipe in the town of Beverly (southern bank); the black buoy near Beverly should be a little on the starboard bow.. Pass about 200 feet southward of this buoy and 300 feet off the northerly wharves of Beverly on a 282° true (WNW \i W mag.) course, with an old wharf on the northern bank a little on the starboard bow. Pass 150 yards southeastward of this wharf, and steer 238° true (SW by W Y% W mag.) with the wharf at Torresdale a little on the starboard bow and a concrete tower and high chimney a little on the port bow. On this course favor the northern bank; pass between the red buoys and black buoys which mark the dredged cut along the southeast side of Mud Island, and pass about 200 yards southeastward of the wharf at Torresdale (marked by Torresdale light). Torresdale to Philadelphia. — When 200 yards southeastward of Torresdale wharf (marked by a light), steer 225° true (SW M W mag.) with the prominent clubhouse and flagstaff on the end of the pier at Riverton a little on the port bow; Riverton light is also on the end of the pier. On this course pass about 100 yards southeastward of the two black spar buoys which lie near the northwestern bank % and 1 mile below Torresdale, and about 200 yards northwestward off the red spar buoy which lies near mid-river, 1J^ miles below Torresdale. Pass 200 yards north of Riverton light (end of pier), and bring the light astern on a 262° true (W mag.) course; on this course pass 150 yards north of the red spar buoy 1 mile westward of Riverton. Then follow the western bank at a distance of about 300 yards and pass 150 yards westward of the red spar buoy off Bridesburg. Then steer 202° true (SSW % W .mag.) for the draw (draw is 40 feet above high water), and when through the bridge follow a mid-river course in passing Philadelphia. Anchorage can be made on the eastern side of the river, either at Petty Island, 2 miles "below the bridge, or from Kaighns Point to Gloucester, 5 to 7 miles below the bridge. Philadelphia to Chester. — Keep in mid-river in passing Philadelphia, and when up with the ferry landing at Gloucester steer 207° true (SW %, S mag.) about 1 mile on the Horseshoe east group upper range (ahead). Pass about 200 yards eastward of gas buoy No. 37, and steer 240° true (WSW mag.) on the Eagle Point range (ahead). Pass about 200 yards northward of buoy No. 46 and steer 274° true (WNW % W mag.) about 1% miles, and when up with buoy No. 44 haul southward and pass about 200 yards westward of it. Then steer 234° true (SW by W % W mag.) on the Fort Mifflin Bar range (may be seen over the ferry landing ahead); this course follows the northern bank at a distance of about 300 yards, passes about 300 yards westward of a ruined pier (with white daymark) near mid- river, and leads north of a red nun buoy and south of a black can buoy. Then steer 251° true (W by S mag.) for 1}4 miles, giving the southern bank a berth ot about 300 yards, to a position 100 yards northward of a red nun buoy. Then steer 272° true (W Ji N mag.), keeping the Tinicum Island range astern, and pass about midway between the nun and can buoys off the western end of Tinicum Island. When nun buoy No. 2 T is on the port beam distant 100 yards, steer 235° true (SW by W Y % W mag.) with the Schooner Ledge range astern. Chester to Delaware City. — Continue on the 235° true (SW by W y% W mag.) course for 7 miles, passing between the red buoys and black buoys which mark the edges of the channel on the Schooner Ledge range. When Grubbs Landing light (crib in water) is about abeam, steer 215° true (SW y% S mag.) nearly 3 miles on the Bellevue range which is ahead. When abreast of Edgemoor Rolling Mill and nun buoy No. 2 B is on the port beam, steer 197° true (SSW y% W mag.) for 4% miles with the Cherry Island range astern until at the intersection with the Deepwater Point range and abreast gas and bell buoys No. 2 C. Then steer 234° true (SW by W % W mag.) for 3% miles, passing about 300 yards eastward of black buoy No. 27 and the same distance westward of the horizontally striped buoy at the north- eastern end of Bulkhead Shoal; red spar buoy No. 6 should be on the port bow, and as it is INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 11 approached should be left 200 yards on the port hand. When abreast of red spar buoy No. 6, steer about 195° true (SSW mag.) for iy 2 miles, and leave two black spar buoys 150 yards on the starboard hand. Then haul southward, pass 100 yards westward of gas buoy No. 4, and steer 147° true (SSE \i B mag.) about \% miles to a position about 300 yards off the wharves at Delaware City. Anchorage may be made on the eastern side of the channel, about \i mile off the wharves, in 15 to 17 feet. If going into the canal, whistle when % to y 2 mile away and slow down. The entrance lock is on the south side of the southernmost wharf, and vessels make fast to the wharf, on the starboard side at the entrance to the lock, until the lock is open and ready to enter. The current in the river setting past the ends of the wharves must be considered and allowed for when turning in for the canal wharf. Through Back Creek and Elk River to Turkey Point, 11 miles. — A stranger should proceed slowly in Back Creek, and keep the leads going on both sides, as the slope on either side is sufficient to make the difference in depth, obtained with the two leads, a warning of the approach to the flats. Vessels must slow down when passing other vessels. In Back Creek the buoys are in a depth of 6 feet on the edges of the channel. From the lock at Chesapeake City favor the northern bank for a distance of % mile, leaving a red buoy on the port hand, and a black buoy on the starboard hand, at a distance of 25 yards. When past the latter buoy keep near the middle of the creek until approaching the next point on the southern bank, and pass 50 yards northward of it. Then steer 285° true (WNW mag.) and leave a black buoy about 25 yards on the starboard hand. Then follow mid-creek, leave a red buoy about 30 yards on the port hand, and then pass 50 yards north- ward of the next point on the south bank. Emilys Point, the next point on the north bank, should be passed at a distance of 60 yards, and the next point on the south bank should be passed at the same distance. Then steer for a position in mid-creek a little westward of the marshy opening on the north bank, and then steer 271° true (W % N mag.) for \i mile to a position 100 yards from the north bank just westward of a marshy opening. Then steer 260° true (W \i S mag.) for a little over J4 mile until a black buoy is about 40 yards on the starboard beam. Then steer 273° true (W % N mag.) and pass northward of a red buoy and 70 yards northward of Randall Wharf light. Randall Wharf light to Turkey Point. — Round the light at a distance of 70 yards, and steer 218° true (SW mag.), with the south point at the entrance to the creek ahead. Leave buoy No. 1 about 30 yards on the starboard hand, and when past it edge a little westward and bring Randall Wharf light astern on a 230° true (SW by W mag.) course, passing northward of a red buoy, at the entrance of Back Creek, and 275 yards northward of Courthouse Point, which is the prominently projecting point on the south bank % mile from the entrance to Back Creek. Continue the 230° true (SW by W mag.) course nearly J^ mile past Courthouse Point, and when Oldfields Point light (pile structure in water off prominent point of north bank) bears 286° true (WNW m&g.), distant nearly }i mile, steer 256° true (W % S mag.) so as to pass about 225 yards southward of it. Continue the course for % mile past the light to a position 350 yards northward of Old Town Point Wharf light, and then haul southward to a mid-channel position westward of it. Then steer 225° true (SW % W mag.), keeping in the middle of the river, for 5 miles to the entrance of the river at Turkey Point. CHESAPEAKE BAY. The channel in Chesapeake Bay is well marked and easily followed by the class of vessels using the inland waterway. Coal, gasoline, repairs, and supplies of all kinds can be best obtained at Baltimore and Norfolk. Some supplies and gasoline can be had at numerous places on the tributaries of the bay, the best places near the sailing route being Annapolis, Solomons on the Patuxent River, and Cockrells Creek (Reedville) on the Great Wicomico River. There are small marine railways at Solomons, Reedville, and Carter Creek on the Rappahannock River. 12 INSIDE KOTJTE PILOT, NEW YORK TO KEY WEST. Anchorage can be had at numerous places on the shores of the bay and its tributaries, depending on the direction of the wind. Those most frequently used and easiest of access are : Severn River, at Annapolis in the mouth of Spaw Creek, depth 13 feet, also in Annapolis Eoads southeastward of Greenbury Point Shoal lighthouse. Patuxent River. — Small vessels usually anchor on the north side, between Drum Point lighthouse and the horizontally striped buoy ^ mile westward of the lighthouse, and small craft frequently anchor in the cove on the north side of Solomons Island {\% miles westward of Drum Point lighthouse). Cornfield Harbor, on the west side of Point Lookout, entrance of Potomac River, is occasionally used; it is sheltered only from northerly and northeasterly winds. Great Wicomico River and the mouth of Cockrell Creek is a good and convenient harbor. The fish stakes off the entrance may give trouble at times to vessels entering. The depths at the anchorage are 15 to 20 feet. Rappahannock River. — Anchorage, exposed to southeasterly winds, can be selected in the entrance. Mobjack Bay is exposed to southerly and southeasterly winds, and except toward its head or in the arms it is exposed to northwest winds also. Hampton Roads. — Small craft usually anchor in what is locally known as Mother Hawkins Hole, on the north side of the eastern part of Hampton Bar; the entrance is between the wharf at Old Point Comfort and the horizontally striped buoy close westward of it. Small vessels frequently anchor on the northerly part of Craney Islands Flats westward of the dredged channel leading to Norfolk, also on the shoals eastward of that channel between the Virginian Railroad pier and Bush Bluff light vessel. Tides. — The mean rise and fall of tides at Baltimore is 1.2 feet; Rappahannock River entrance, 1.2; Old Point Comfort, 2.5; and Norfolk, 2.8. SAILING DIRECTIONS, CHESAPEAKE BAY. The following directions are intended for vessels of 9 feet or less draft that use the inland route, but are good for vessels of greater draft in most places. With westerly winds small vessels can follow with advantage the western shore more closely, being guided by the chart, but care should be taken at night to avoid the fish traps which extend long distances from shore in places on the shoals between Great Wicomico River and Old Point Comfort. Turkey Point to Baltimore, 35 miles. — From the middle of the entrance of Elk River abreast Turkey Point, steer 235° true (SW byW^W mag.) for 11 miles, passing % mile off Howell Point, a little over J£ mile southeastward of spar buoy No. 5 lying near the middle of the bay off Still Pond, and to a position % mile northwestward of Worton Point Shoal gas buoy. Then steer 209° true (SW % S mag.) for 3^ miles to a position M mile eastward of bell buoy No. 3. Then steer 252° true (W by S mag.) for the south end of Pooles Island, and pass 150 yards southward of the bell buoy and to a position 100 yards northwestward of nun buoy No. 4. Then steer 229° true (SW % W mag.) for \y 2 miles to a position 150 yards southeastward of Pooles Island Flats gas buoy No. 1. Then steer 238° true (SW by W % W mag.) for 9 miles to bell buoy No. 19 (to be replaced by a gas-buoy), Brewerton Channel. Then follow the dredged channels to Baltimore, courses: 291° true (NW by W y% W mag.) on the Brewerton Channel range, following the line of red spar buoys, to nun buoy No. 30 (to be replaced by a gas-buoy) ; then steer a little more northward to nun buoy No. 34 (to be replaced by a gas-buoy) ; and then steer 320° true (NW by N mag.), following the buoys which mark the Fort McHenry Channel to Lazaretto Point. Then steer more northward into Balti- more Harbor between Lazaretto Point lighthouse and Fort McHenry, passing eastward of the two black buoys on the northeast side of Fort McHenry. The anchorages in Baltimore Harbor are marked by white buoys; they are on the northeasterly side of the harbor between Canton and Fells Point, and in the cove on the southerly side eastward of Federal Hill. INSIDE ROUTE PILOT, NEW YOEK TO KEY WEST. 13 Baltimore to Sandy Point, 20 miles. — Follow the dredged channels as described in the preceding paragraphs to bell buoy No. 19 (to be replaced by a gas buoy), Brewerton Channel, and then steer southeastward to buoy 15 (to be replaced by a gas buoy). Then steer 149° true (SSB J4 E mag.) on the Cutoff Channel range astern, and follow the buoys to can buoy No. 7 (to be replaced by a gas buoy), nearly 1 mile southward of Seven Foot Knoll lighthouse. Then steer 161° true (S by E J^g E mag.) for \% miles to can buoy No. 3 (to be replaced by a gas buoy). Then steer 180° true (S ^ W mag.) on the Craighill Channel range astern, and follow the buoys to a position 350 yards eastward of Baltimore lighthouse. Then steer 154° true (S by E % E mag.) for 2% miles to a position % mile eastward of Sandy Point lighthouse. Turkey Point to Sandy Point Direct, 32 miles.— From the middle of the entrance of Elk River abreast Turkey Point steer 235° true (SW by W J^ W mag.) for 11 miles, passing % mile off Howell Point, a little over 34 mile southeastward of spar buoy No. 5 lying near the middle of the bay off Still Pond, and to a position % mile northwestward of Worton Point Shoal gas buoy. Then steer 202° true (SSW J^ W mag.) for 7}4 miles, passing nearly % mile westward of a red spar buoy, nearly J4 mile eastward of spar buoy No. 3, and to a position 300 yards eastward of spar buoy No. 1, lying westward of the summer resort of Tolchester Beach. Then steer 218° true (SW mag.) for 3J^ miles until Craighill Channel front range lighthouse bears 286° true (WNWmag.). Then steer 198° true (SSW K W mag.) for 9}4 miles, passing over M mile westward of the red spar buoy off Swan Point, and to a position % mile eastward of Sandy Point lighthouse. Sandy Point to Norfolk, 138 miles. — From a position % mile eastward of Sandy Point lighthouse steer 197° true (SSW % W mag.) for 7}4 miles to a position 1 mile eastward of Thomas Point Shoal lighthouse. Then steer 186° true (S by W % W mag.) for 9 miles, passing 1 }4 miles westward of Bloody Point Bar lighthouse, and to Poplar Island Shoal gas and bell buoy. Then steer 178° true (S % W mag.) for 12 miles, passing 2 J^ miles westward of Sharps Island lighthouse, and to Sharps Island gas and bell buoy. From Sharps Island gas and bell buoy make good a 163° true (S by E mag.) course for 42 14 miles, passing a little over 1 mile eastward of Cove Point lighthouse, 2 miles eastward of Cedar Point lighthouse, 2J^ miles westward of Hooper Island lighthouse, 1J^ miles eastward of Point No Point lighthouse, and to a position % to 1 mile eastward of Smith Point lighthouse. Then make good a 180° true (S J^ W mag.) course for 29 J^ miles, passing close to Tangier Island Shoal Lump gas and bell buoy, 3J4 miles eastward of Windmill Point lighthouse and 1 J4 miles eastward of the black buoy at the end of Rappahannock Spit, and to a position 1 mile eastward of Wolf Trap lighthouse. Then make good a 186° true (S by W mag.) course for 23 miles, passing 1 mile eastward of New Point Comfort Middle Ground buoy, 3 miles eastward of York Spit and Back River lighthouses, and in a depth of about 15 feet across the Horseshoe about 1 mile eastward of Thimble ShoaL lighthouse. On approaching Thimble Shoal lighthouse haul westward and pass 300 yards southward of it. Then steer 251° true (WSW % W mag.), pass about 34 mile northward of Willoughby Spit gas and bell buoy, and pass about midway between Old Point Comfort and Fort Wool. Then steer 234° true (SW by W )4 W mag.) for Newport News Middle Ground lighthouse and pass northward of Sewall Point Shoal gas buoy No. 3. Pass about 200 yards westward of this buoy and stand southward in the dredged channel to Norfolk, being guided by the buoys, some lighted, and Bush Bluff light vessel, which mark the edges of the channel. The courses are, 185° true (SJ^W mag.) to abreast Bush Bluff light vessel, then 172° true (SME mag.) until abreast the southerly piers at Lambert Point, and then 131° true (SE y% S mag.) to the city wharves. The anchorages for small vessels near Norfolk are on the northeast side of the channel opposite Hospital Point, on the west side of the channel between Hospital Point and Ports- mouth, and on the south side of the eastern Branch between Norfolk and Berkley. 14 INSIDE BOUTE PILOT, NEW YOEK TO KEY WEST. CHESAPEAKE BAY TO BEAUFORT ENTRANCE. From the Southern Branch of Elizabeth River to Albemarle Sound there are two routes that are used — one through the Albemarle and Chesapeake Canal, North Landing River, Coanjock Canal, and North River, and the other through Deep Creek, Dismal Swamp Canal, and Pasquo- tank River. Thence the route leads through Albemarle, Croatan, and Pamlico Sounds, Neuse River, Adams Creek, canal to Core Creek, and Beaufort Harbor. The passage is good for a draft of 9 feet by the way of Dismal Swamp Canal, and about 8 feet by the way of Albemarle and Chesapeake Canal. The distance from Norfolk to Beaufort is about 180 miles by either route. Boats of 4 feet draft, on the latter part of this route, can go through Core Sound and connecting waters to Beaufort Harbor. Tides are experienced only in the Southern Branch of Elizabeth River, in Beaufort Harbor, and in Core Creek and canal to Core Creek. In Albemarle and Pamlico Sounds and tributaries winds have considerable effect in raising and lowering the water, as mentioned in the following description. Pilots for the inland waters can be obtained at Norfolk, Va., and Beaufort, N. C. Coal, fresh water, gasoline, and supplies can be had at Norfolk, at Elizabeth City, and at Beaufort, and in small quantities at several other places along the route. The following rules and regulations, governing the navigation and use of the inland water- way from Norfolk, Va., to Beaufort Inlet, N. C, have been authorized by the Federal statutes, and apply to the canals owned by the United States and to the public waterways that have been improved under authority of Congress. For violation of these regulations, the penalty is a fine or imprisonment. RULES AND REGULATIONS. 1. Authority op canal ob waterway officers. — The movement of all boats floating things in the dredged cuts of the natural waterways, in canal cuts, and in the lock shall be under the direction of the officers of the Corps of Engineers, United States Army, detailed in charge of these works and their authorized assistants. 2. Signals. — All boats desiring to use the lock shall signal for the same by two long and two short blasts of the whistle. Boats desiring to pass a bridge shall signal by three long blasts of the whistle. Boats approaching other boats shall give the signals required by the "Rules and regulations for the government of pilots of vessels," adopted by the board of supervising inspectors. 3. Precedence at lock.— Ordinarily, the boats or tows arriving at the lock shall take precedence in the order of their arrival, but in all cases boats and barges belonging to the United States, or employed on public work, shall have precedence over all others; passenger boats shall have precedence over freight boats; individual boats over tows; and vessels over rafts. Small craft will not be granted separate lockage when larger boats are awaiting lockage, and they will be required to lock through with other boats. Rafts shall have one lockage in their turn, except where there are two or more rafts together at a lock, in which case no part of a raft shall pass the lock until the whole of the raft or rafts preceding it shall have passed. In all cases the order of actual entry shall be determined by the lock keeper. 4. Entrance to lock.— No boat or floating craft shall enter the lock from either direction without permission. 5. Draft.— No boat, barge, or vessel of any kind shall be allowed to enter the lock drawing more water than is shown, by gauge, on the miter sills; and any boat making such attempt shall not delay other boats, by lightering cargo, but, if directed by the lock keeper, shall withdraw so as to leave the entrance unobstructed. 6. Loss op turn.— Boats that fail to enter the lock with reasonable promptness, after being authorized to do so, Bhall lose their turn. 7. Protection op lock gates.— Boats will not be permitted to enter or leave the locks until the lock gates are fully in the gate recesses, and the lock keeper has ordered the boat to start. 8. Moorings in lock.— Steamboats when in the lock shall be securely moored by bow and spring lines to the Bnubbing posts provided for that purpose. 9. Damages to walls or fixtures.— The sides of all craft passing through the canal must be free from projec- tions of any kind that might injure the walls. All vessels must be provided with suitable fenders. 10. Handling gates.— No one not employed by the United States for the purpose will be allowed to move any gate or valve belonging to the canal. 11. Delays in canal.— No boat, barge, raft, or other floating craft shall tie up or in any way obstruct the canal or its approaches or delay entering the lock except by permission from proper authority. Masters and pilots will be held to strict accountability that the approaches to the lock are not at any time obstructed by barges or rafts awaiting lockage or that have passed through the lock. No boat, barge, or raft will be allowed to tie up for some hours or days in the narrow parts of the waterway without proper authority obtained from the officer in charge, through the lock INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 15 keeper. Boats so using the canal must be securely moored in the places assigned them, and, if not removed promptly on due notice, will be removed at the owner's expense by the officer in charge. 12. Speed. — No vessel shall proceed through any part of the Virginia and North Carolina cuts of the canal at a greater speed than 5 miles per hour. All boats approaching others shall slacken speed so as to pass in safety. 13. Handling op tows. — Tows must be strung out for passage through the lock before entering. While thus engaged in preparing for passage they must leave room for boats to enter or leave the lock. All boats engaged in towing through the canals vessels that are laden or partially laden, or in towing any vessel not equipped with a rudder, whether light or laden, shall use two tow lines and shorten them to the greatest extent, so as to have full control of their tows, and thereby avoid accident while meeting or otherwise passing other craft. Boats that are towing vessels without cargo and provided with rudder need use but one tow line, but the line between the towboat and the first vessel or barge of the tow, or between subsequent barges or vessels, must not exceed 100 feet in length. 14. Rafts. — Rules for the construction and operation of rafts on the waterway are contained in a separate set of rules and regulations, to which attention is invited. 15. Right of way. — Rafts and tows must give to packets the side demanded by a proper signal. 16. Refuse in canal. — The placing of any ashes or refuse, or of any material liable to cause an obstruction in the canal, on the canal banks, in the locks, on the walls thereof, or in any part of the natural waterways, U prohibited; nor shall any person clean flues in the lock. 17. Trespass on canal property. — Trespass on canal property, or injury to the canal banks, locks, bridges, piers, fences, trees, houses, shops, or any property of the United States pertaining to the canal, is strictly forbidden. No business, trading, or landing of freight or baggage will be allowed on or over canal piers, bridges, or lock walls. 18. Commercial statistics. — Masters or clerks of boats shall furnish the lock keeper, at the canal office, in writ- ing, upon blanks furnished for the purpose, such statistics of passengers and cargo as may be required. Boats will not be allowed to proceed through the canal until these statistics shall have been furnished. 19. Sunken or wrecked boats, vessels, craft, etc. — In case of any boat, vessel, or other craft, or raft sinking or grounding in one of the canal cuts or other narrow channel, or otherwise obstructing it, the officer, or agent, of the United States in charge of the waterway shall have the right to take such possession of such vessel, boat, or other craft, or raft, as shall be necessary for the purpose, and remove it, and clear the obstruction caused by it; and no one shall interfere with or prohibit him from doing so, or do anything that will tend to interfere with or prohibit him from doing so; provided, that the officer or agent of the United States may, in his discretion, give notice in writing to the owners of any vessel, boat, or other craft, or raft, obstructing the canal or waterway as aforesaid. Elizabeth River, Southern Branch. — Two branches of the Elizabeth River join at Norfolk and empty into Chesapeake Bay through one deep dredged channel, well marked by lighted buoys, spars, and other aids. The Southern Branch extends 10 miles southward of Norfolk to the entrance to the Albemarle and Chesapeake Canal, and is navigable at low tide for a draft of 5 feet to the canal and 9 feet to Deep Creek. Improvements already authorized will give a depth of 12 feet to the Albemarle and Chesapeake Canal. On the west bank, just above the junction with the Eastern Branch, is the city of Portsmouth and the navy yard, and opposite, between the two branches, is the town of Berkley. Three railroad drawbridges cross the Southern Branch between the navy yard and Deep Creek, and one railroad and one high- way drawbridge cross above Deep Creek. Spar buoys mark the channel above the navy yard to the Albemarle and Chesapeake Canal; but they are liable to be dragged out of position by tows of logs, and are sometimes scarred so that their distinguishing colors are unrecognizable. Deep Creek empties into the Southern Branch about 6 miles above Norfolk, and extends in a general westerly direction for 2J/£ miles to the Dismal Swamp Canal. A dredged channel 90 to 100 feet wide and 10 feet deep at low tide follows the center line of the creek from river to canal. On the right bank of the creek, at its confluence with the river, there is a large lighted signboard directing the way to the Dismal Swamp Canal. Norfolk, on the eastern bank of the Elizabeth River, 7 miles above Sewell Point, is an important shipping port for foreign, coastwise, and bay vessels. It has communication by ferry with Portsmouth and Berkley and steamboat connections with Newport News, Old Point Comfort, Washington, Baltimore, and other bay ports. Several lines of coastwise steamers ply between Norfolk and the important commercial ports north and south. There is railroad connection to all parts of the country. The usual anchorage for large vessels is on either side of the channel between Lambert and Pinner Points; smaller vessels anchor west of the channel above Hospital Point; and yachts and small craft anchor east of the channel in the shallow water off the yacht club. Dock facilities are ample and suitable for vessels of all sizes. Coal may be taken at the wharves 16 IHSIDE BOUTE PILOT, NEW YORK TO KEY WEST. or from lighters, and fresh water at the wharves or from water boats. Gasoline can be taken conveniently from oil barges anchored in the stream, or at the wharves. There are several ship yards at Norfolk and Berkley, where repairs to hulls and machinery can be made. The marine railways here haul out vessels up to 1,600 tons; and there are several smaller marine railways. Dismal Swamp Canal connects Deep Creek with the Pasquotank River; it is about 19 miles long, 60 feet wide, and 9 to 10 feet deep. There are two locks 250 feet long by 39 feet wide; one at the northern end, just inside the canal, and the other at the southern end, about }i mile below South Mills. There are turnouts, about 3 miles apart, where vessels may pass each other. Two drawbridges cross the canal, one at Deep Creek and one at South Mills. The settlements on its banks are the post village of Deep Creek, at the northern entrance, Wallace- town, about 8}4 miles from the northern entrance, and South Mills. Toll is collected at the northern lock. Turners Cut is a canal Z% miles long, 100 feet wide, and 10 feet deep, which extends in nearly a straight line from the Dismal Swamp Canal to Pasquotank River. One drawbridge crosses Turners Cut. Pasquotank River has a length of 12 >£ miles from the southerly end of Turners Cut to Elizabeth City, and thence 15 miles to Wade Point lighthouse, at the entrance from Albemarle Sound. The river has been improved by dredging and is good for a depth of 10 feet from Turners Cut to Albemarle Sound. Drawbridges cross the river, one about 3 miles above Eliza- beth City and the other at the city. Elizabeth City is on the west bank of the Pasquotank River, 15 miles above Wade Point Lighthouse. It has railroad communication with Norfolk and Edenton, and launch or steam- boat connection with most of the towns on the inland waters of North Carolina. Anchorage may be had just below the city, on the north side of the channel, eastward of red buoy No. 6, in 7 to 12 feet of water. The bulkheads forming the water front have a sufficient depth alongside, and a vessel can usually find a berth there. Provisions, some ship chandlery, coal, gasoline, and water can be obtained. There are facilities for repairing wooden hulls and machinery of vessels and marine railways, the largest of which has a capacity of 800 tons. Pilots for the Dismal Swamp Canal and connecting waterways can be taken here. Albemarle and Chesapeake Canal connects the Southern Branch of Elizabeth River with the North River, emptying into Albemarle Sound. There are two sections of this canal, one to the upper waters of the North Landing River, about 7% miles long, and the other, about 3 miles long, between Coanjock Bay and North River. Between the two sections is a natural waterway, improved by dredging, of about 25 ^ miles. The surface width of the canal is 80 feet and the average depth of water about 9 feet; but 8 feet is all that can be taken safely through under normal conditions. There is one lock, 220 feet long by 40 feet wide, near the Elizabeth River end of the canal. This canal is now a part of the United States inland water- way and is free of toll. Eventually it will be improved and deepened to 12 feet. North Landing River empties into Currituck Sound from northward, and forms one of the connecting waterways of the Albemarle and Chesapeake Canal route. From a width of 2 % miles at the mouth the river narrows gradually to a width of about 200 feet, 9 miles above Currituck Sound, and then trends in a general northward direction 9% miles to the mouth of the canal. This stretch of the river is from 100 to 200 feet wide and is very crooked; but the bends are as a rule easy, and there is but one place where a stranger could mistake the main stream. About 3 miles below the canal a branch stream, nearly as wide as the main river, leads off to eastward; it can be recognized by a line of piles along its left bank. A channel 80 feet wide and 8>£ to 9 feet deep has been dredged through the wider part of the river; it is marked by lighted beacons and brush stakes. Currituck is a small village and steamboat landing on the west bank, opposite the mouth of the river. Munden is a post village and terminal of the Norfolk & Southern Railroad on the east bank, 7 miles above the mouth. INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 17 Currituck Sound is a narrow and shoal body of water extending from Albemarle Sound in a general north-northwest direction for 25 miles, separated from the ocean by a narrow strip of sand beach. The western part, through which there is a dredged channel from 8 to 9 feet deep, connects the North Landing River Channel with the lower section of the canal; but east- ward of the channel, shoals, over which the depths vary from 2 to 4 feet, extend completely across the sound. The lower part of the sound is navigable for boats of 4 or 5 feet draft for a distance of 1 1 miles above the entrance from Albemarle Sound ; but the entrance is partly choked by shoals, and shoals extend far off the shores on each side, making navigation difficult for a stranger. There are no tides in these waters, and the water level depends on the force and direction of the wind. Northerly winds lower the water and southerly winds raise it, and long-continued strong winds may cause a difference of 2 feet from the mean level. Coanjock Bay, 5 miles long by J^ to 1 mile wide, lies west of Currituck Sound and south of North Landing River, and is connected with the former by a narrow passage. The lower part of the Albemarle and Chesapeake Canal cuts in a southerly direction across the point of marsh at the southern side of the opening to Currituck Sound; thence traverses the southern part of the bay, and through the marsh south of the bay for a distance of J4 mile, where it bends sharply south-southwestward to North River. The canal is dredged to a depth of 9 feet and is marked by lighted beacons, on the marsh, at the entrance to Coanjock Bay, and at the turn south of the bay. On the west bank of the canal, at the first beacon, is a depot of the Lighthouse Service. North River is narrow and crooked for a distance of 5 miles from the canal to beacon No. 10, below which for &% miles to North River lighthouse, in the mouth, the river is wide and nearly straight. The mouth, which opens into Albemarle Sound, is obstructed by a shoal, through which a channel 70 feet wide and 9J^ feet deep has been dredged. Albemarle Sound has a least depth of 10 feet along the tracks from North River and from Pasquotank River to Croatan Sound and less water eastward of there. During strong westerly winds the passage is uncomfortable, and even dangerous for small open boats. Careful lookout should be kept for stakes and fish nets, which often extend long distances from the eastern shores, especially near Croatan Sound. Croatan Sound, west of Roanoke Island, connects Albemarle and Pamlico Sounds and has a navigable depth of 9 feet through a narrow but well-marked channel. Stakes and fish nets are numerous and troublesome, especially near Roanoke Marshes. Roanoke Marshes is the name applied to a small point of marsh and fishing station westward of Roanoke Marshes lighthouse, at the lower end of Croatan Sound. A crooked slough, from 50 to 100 yards wide, cuts in a general north and south direction across the point; and the fishing station, consisting of 20 to 30 huts and as many small wharves, is on the shores of this slough. A small vessel may enter at either end of the slough and find perfect shelter inside from all weather. The least depth at either entrance is 7 feet, and the depth inside varies from 12 to 16 feet. On account of the narrowness of the passage there is no anchorage inside; but small vessels can make fast to the steep banks or at the wharves. Directions. — The northern entrance is between the little islet, north of the island on which are the huts, and the mainland. To enter here from the main channel, stand westward from the channel until the passage between the little islet and the marsh on the mainland opens; then steer southward on a mid-channel course. When the passage between the southern end of this islet and the larger island south of it opens, haul westward and round the western point of the larger island; the village will then open up ahead; keep in mid-channel till up to the wharves. To enter by the south end of the slough, stand westward until the slough opens, keeping 100 yards off the south end of the island, and then steer in on a mid-channel course, about north-northeast. Both entrances are nearly blocked by fish weirs and stakes, but there is a narrow, clear passage through to each. Roanoke Sound lies between Roanoke Island and a narrow strip of sand beach, which separates it from the ocean; it is about 12 miles long and from 1 to 3 miles broad. A depth of 1948°— 13 2 18 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 6 feet can be carried from Albemarle Sound through the northern part of Koanoke Sound and through a dredged channel into Shallowbag Bay, in the east side of Roanoke Island, 3J^ miles southeastward of its northern end. A depth of 4 feet can be carried from Shallowbag Bay through the southern part of the sound to Pamlico Sound, but this channel is very narrow and is marked only at its southern end by a few brush stakes. Fish traps and stakes, at the southern end of the channel, are difficult to avoid. Shallowbag Bay is a safe anchorage for small craft; the town of Manteo and wharves are at the head of the bay. Nags Head is a summer resort on the east side of the bay; there is a hotel and wharf (4^ feet of water at end of the pier) east- ward from the northern end of Roanoke Island. Tides in Croatan and Roanoke Sounds depend entirely upon the winds, which may, under exceptional conditions, lower or raise the level as much as \y% feet from the normal; easterly winds tend to lower the level and westerly winds to raise it. Strong northerly or southerly winds produce perceptible currents, which are especially marked when the wind shifts suddenly to the opposite point. Manteo is a small village on the west bank of Shallowbag Bay, in the northern half of Roanoke Island. There are several wharves, at which there are depths of 7 feet at the outer ends, in the northwest corner of the bay and along the west side of a narrow slough running north from this corner of the bay. A depth of 6 feet at normal tide can be carried from the northern part of Roanoke Sound through a dredged channel, 100 feet wide, into Shallowbag Bay and to the wharves; but the western part of the bay outside of the channel and the eastern part of the slough are shallow. There is daily communication by power boats with Elizabeth City and with neighboring villages. There are facilities for repairing wooden hulls and for hauling out vessels of 20 tons weight and 4 feet draft. Directions from Albemarle Sound. — Pass northward of Collington Island Shoal light at a distance not greater than M mile and steer 101° true (ESE % E mag.) for 5 miles to Nags Head light, giving Roanoke Island a berth of over y% mile. Pass northward and close eastward of Nags Head light and steer about 163° true (S by E % E mag.) for l^ miles to Dolbys Point light, passing eastward of and close to a line of bush stakes. Pass 50 feet eastward of the light and steer about 216° true (SW y& S mag.), passing eastward of a line of bush stakes. Pass northward of and close to a bush stake about % mile east of the public wharf at Manteo, and head for the wharf, passing about 50 feet from the point on the east side of the slough. A channel 100 feet wide has been dredged along the wharves. Pamlico Sound is the largest body of water in North Carolina, and is separated from the Atlantic by a narrow beach extending from Bodie Island. lighthouse to Cape Hatteras, a distance of about 35 miles, and thence in a general west-southwest direction for about 35 miles. From Croatan Sound, the northern outlet of Pamlico Sound, to Core Sound, the southwestern outlet, the distance, following along the middle of Pamlico Sound, is about 60 miles; the greatest width of the sound taken in a northwest direction from Cape Hatteras is about 24 miles. Four inlets, namely, Oregon Inlet, New Inlet, Hatteras Inlet, and Ocracoke Inlet, pierce the narrow beach, giving access to the ocean; but all are blocked by inside bars over which the depth of water is too shallow for any but very small vessels to pass. The northern and western shores of the sound are irregular, being broken by numerous small bays and by two large rivers, Pamlico River and Neuse River, emptying into the western part of the bay. The general depth of water in the middle of the sound is between 3 and 4 fathoms, but shoals in many places extend miles from the shore; northward of Ocracoke Inlet, Bluff Shoal, with 7 to 10 feet over it, extends completely across the sound in a general north and south direction. Strong winds from any direction raise, in the exposed parts of the sound, a short, choppy sea, uncomfortable for small craft and even dangerous for open boats; but protected anchorages for small craft may be found in the many bays along the northern side and along the southern side in several sloughs, which lead to sheltered berths in the lee of high shoals. Tides, except at the inlets, where there is a rise and fall of about 2 feet, are due entirely to winds and are small except under the influence of very strong winds. Easterly and westerly INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 19 winds produce the greatest change in water level, which rarely exceeds 2 feet. There are no noticeable currents beyond the shoals at the inlets. Oregon Inlet, about 2 miles south of Roanoke Sound, is used by small fishing boats and occasionally as a harbor of refuge by small coasting vessels. In 1910 a depth of 10 feet at low water could be carried in from the sea to a sheltered anchorage in the lee of the southern side of the entrance; but 4 feet at high water is all that can be carried across the bulkhead into the sound. The channel is not marked, and is said to shift frequently. Royal Shoal Anchorage. — Royal Shoal is the name given to the hook-shaped shoal extending northwest from Ocracoke Inlet; a lighted beacon marks the point of the hook and an old abandoned beacon marks the northwest extremity of the shoal. Inside of the hook comparatively smooth anchorage may be had in 10 to 11 feet of water. Neuse River empties into the western end of Pamlico Sound from westward and is one of the important rivers in North Carolina. Its mouth, which is 5 miles wide, is reduced to a navigable width of a little over 2 miles by shoals, extending offshore from each side. Neuse River lighthouse marks the outer end of the shoal on the northern side; and the southern shoal, off Point of Marsh, is marked by a lighted beacon at its outer end. Garbacon Shoal, 10 miles above the mouth of the river, extends halfway across from the southern shore, leaving a clear navigable width of % mile; the outer end of the shoal is marked by a lighted beacon. The principal route to the sea is through this river. Adams Creek, canal, and Core Creek.— The deepest outlet to the sea from Pamlico Sound, and hence the principal inside route from Chesapeake Bay to the ocean south of Cape Hatteras, is by way of Adams Creek, Core Creek, and the intervening canal. A dredged channel 10 feet deep extends from the mouth nearly to the head of Adams Creek, where it connects with a canal of the same depth to the head of Core Creek; a dredged channel, 10 feet deep at mean low water, completes the passage through Core Creek and Newport River to the deep water of Beaufort Inlet. Adams Creek empties into Neuse River about 12 miles above its mouth and just west of Garbacon Shoal. A lighted beacon in the mouth of the creek marks the approach to the channel, and lights or buoys mark the channel at every turn. The passage varies in width from 90 feet in the dry-land cuts to 250 feet in the dredged channels through the wide parts of creeks and river. Passage through the canal is free of toll, and there are no locks. (See "Canal regulations," p. 14.) One drawbridge crosses the canal about a mile north of Core Creek. The distance from the entrance beacon in Adams Creek to the canal is 5^ miles, and the distance through the canal to Core Creek is about 5 miles. The channel through Core Creek is 2)4: miles long, and is marked by a lighted range and by a light in the upper part of the creek. Newport River is a broad, shallow stream, emptying into Beaufort Harbor between Beaufort and Morehead City; its mouth is nearly choked by shoals and marshy islands, through which are several shallow passages. The dredged channel from Core Creek crosses the eastern part of the river and follows the eastern side of Newport Marshes to a draw in the railroad bridge near Morehead City railroad wharf. The channel is marked at its turns by lights which must be followed carefully, as the water outside the channel is very shallow and shoals rapidly. A dredged cut, 60 feet wide and 10 feet deep at mean low tide, connects the town of Beaufort, via Gallants Channel, with the main channel in Newport River at Russels Creek beacon. This cut is marked by unlighted range beacons to Gallants Point, where it follows the natural bed of Gallants Channel to the draw in the railroad bridge at Beaufort. Core Sound is a narrow and shoal body of water extending along and just inside the beach for a length of 27 miles from the southwest end of Pamlico Sound to a point inside Cape Lookout. At its western end Core Sound joins a similar body of water known as Back Sound and a narrower body north of Harkers Island known as The Straits, both of which connect with Beaufort Harbor and Inlet. Core Sound varies in width from 2 to 3 miles and has a general southwesterly trend. It is nearly filled with shoal banks, over which the depth ranges from 2 to 4 feet; but a channel from 7 to 10 feet deep winds through the sound and is continuous except at three places, where bars of 5 feet depth must be crossed. These bars are situated as follows: Harbor Island Bar, at the entrance from Pamlico Sound; Piney Point Bar, off Piney 20 INSIDE BOUTE PILOT, NEW YORK TO KEY WEST. Point, about 15 miles down the sound; and Yellow Shoal, off Bells Point, 6 miles farther south- ward and westward. Back Sound trends westward from Core Sound for 6 miles to Beaufort Harbor and varies in width from over 2 miles to 34 mile; passage to Core Sound, except for very light-draft boats, is blocked by a shoal at the junction of the two sounds, over which there is but 3 J4 feet of water. The Straits parallel Back Sound north of Harkers Island and Middle Marshes, and offer a through, deeper passage from Core Sound to the western end of Back Sound. The width is from % to % mile, but the clear channel is only 100 yards wide at places. Tidal currents of 1 to 2 knots may be found in the lower part of Core Sound. Beaufort Harbor, N. C, is the main outlet for the inland waters of North Carolina, and at the present time is the only passage used to any extent; it is also the most important harbor on the coast between Cape Henry and Cape Fear. The entrance is about 8 miles west-northwestward from Cape Lookout Lighthouse; it is obstructed by a shifting bar which extends nearly 1J4 miles seaward and in April, 1913, had a least depth of 17 feet in the channel across it. Buoys and lighted range beacons mark the channel over the bar and into the harbor, but they can not always be depended upon to indicate the best water. The most prominent and easily recognized objects from seaward are the large yellow buildings of the Marine Biological Station and the wireless telegraph poles on Pivers Island, close to and just west of Beaufort, and the tall standpipe in Morehead City. The harbor is nearly filled by shoals, dry or covered by a foot or two of water at low tide; but there is a good anchorage about 3€ mile wide just inside and close to the western side of the entrance, where the depth varies from 234 to 534 fathoms. A deep channel runs close under this shore and to the railroad wharf at Morehead City where it connects with the dredged channel to Neuse River and Albemarle Sound; the channel is marked by buoys. Shark Shoal, between Beaufort and Morehead City, is encroaching on this channel and had, up to April, 1913, reduced the navigable width at Fishing Creek to about 100 yards. Pilots can be had at Beaufort and they will come out to a vessel if the sea will permit them to cross the bar. Tides. — The mean rise and fall of tides is 2.6 feet. High water occurs 7 minutes after and low water 10 minutes after high and low water at Charleston, S. C. Currents. — The tidal currents in the entrance run with considerable velocity, especially during spring tides. They generally follow the direction of the channel, but on the last quarter of the flow and first of the ebb they are apt to set across the shoals in the entrance. Beaufort, N. C. — The town of Beaufort is situated on the shore at the southwestern extremity of the land between North and Newport Rivers and faces the mouth of Beaufort Harbor. It is the terminal of one division of the Norfolk & Southern Raiboad, which crosses Newport River over a long trestle bridge from Morehead City, and has power-boat communi- cation with Morehead City and the villages along Core and Pamlico Sounds. The town is reached from Beaufort Harbor by a channel 100 feet wide and (at present) 6 feet deep at mean low tide, and from Newport River by a channel 60 feet wide and 10 feet deep at mean low tide. There is no anchorage near the city, but there are several small wharves to which a depth of 7 feet can be taken. Coal, gasoline, fresh water, and some supplies (provisions and ship chandlery) can be obtained. Minor repairs can be made to small craft and vessels of 50 tons and 5 feet draft can be hauled out. Pilots for the inland waters can be had here. Storm warning signals are displayed here and at Morehead City. Directions for going to Beaueort from Beaufort Harbor. — Leave the black and red beacon on Shark Shoal about 30 yards on the port hand and steer 356° true (N mag.) for the black beacon west of Town Marsh; when about 100 yards from this beacon haul to 41° true (NE mag.) and then to 86° true (B mag.) to pass the northwest end of Town Marsh at a distance of about 40 yards; then follow the southern and eastern shores of the marshy islet north of Town Marsh at about the same distance off (there is a small building and wharf on the southeastern side of this islet). Hold up for the passage between Pivers Island (the small island on which there is a wireless telegraph station and several large yellow buildings) and Beaufort until nearly up to the small wharf at the western end of the town; then, to go to the raiboad wharf, continue up INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 21 this passage, keeping about 100 yards from the western shore of the town; or, to go to the wharves on the southwest shore, hold down for them, keeping within 50 yards of the outer wharf. A depth of 5 feet at low water can be carried to the wharves by following these directions; but the channel is narrow and the water on each side is shallow. Directions for going to Beaufort via Gallants Channel. — See latter part of directions "From Long Shoal through Pamlico Sound, Neuse Eiver, Adams Creek, and Canal to Beaufort Harbor," page 23, for directions, either from Pamlico Sound or from Beaufort Harbor, as far as Russells Creek light. From a position 125 feet east of Russells Creek light steer 167° true (S J4 E mag.) for J4 mue on Gallants Channel range No. 2, marked by two slatted piles north of Gallants Point. Then steer 212° true (SW % S mag.) for nearly % mile on Gal- lants Channel range No. 1, marked by similar piles south of Russells Creek (rear range). Then steer 137° true (SE ^ S mag.) for little over 3^ mile with Newport Marshes upper light nearly over the stern (a little on the starboard quarter) and the wharf at the fish factory a little on the port bow. From the wharf steer 185° true (S % W mag.), heading for the draw in the railroad bridge. (See directions above for the remainder of the route.) Morehead City, on the west side of Newport River, is a distributing and railroad ship- ping point for Bogue Sound and tributaries. The railroad wharf extends to deep water of Newport River near the railroad bridge to Beaufort. A dredged channel ,100 feet wide and 10 feet deep at mean low tide, leads from the entrance to Bogue Sound, about opposite buoy No. 3, past the long hotel pier to the sea wall, where it widens to 200 feet for a distance of 750 feet along the sea wall. Provisions, some boat supplies, gasoline, coal, and fresh water can be obtained here. Directions. — From buoy No. 3 steer for the cupola of the hotel until a spindle is abeam, about 75 feet on the port hand, and then steer to clear the end of the hotel pier about 50 feet. Continue this course to the wharves at the sea wall. DIRECTIONS FOR THE INLAND WATERS FROM NORFOLK, VA., TO BEAU- FORT, N. C. Through Albemarle and Chesapeake Canal. — Entering the Southern Branch between Portsmouth and Berkley, follow a mid-river course until through the first bridge. Just above the bridge pass westward of a black buoy, steer about 199° true (SSW y% W mag.) and pass about 200 feet off the lumber wharves on the western side and westward of a black buoy above them. Then steer 168° true (S ^ E mag.) and pass about 150 feet eastward of a red buoy. Then steer 201° true (SSW \i W mag.) through the draw of the second bridge. From the first to just above the second bridge the channel has been dredged 300 feet wide. When above the second bridge, pass southeastward of a red buoy and steer 247° true (WSW Yi W mag.) for % mile, passing the buoy at a distance of about 100 feet. When between a red and a black buoy, which mark the turn, steer 184° true (S % W mag.) and pass about 200 feet off the wharves of the creosote works on the eastern side. Then pass between a red and a black buoy, which mark the turn, steer 230° true (SW % W mag.) and pass westward of the black buoys. Pass about 200 feet off the magazine wharf and haul southward and eastward, leaving the black buoys on the port hand, and pass about 200 feet off the lumber wharves on the southern side. When abreast the black buoy above them, steer 89° true (E % S mag.), heading midway between a red buoy and a small wharf on the northern side. When past the buoy, haul gradually southward for the draw of the third bridge, leaving the buoy about 100 feet on the starboard hand. From just above the second to the third bridge the channel has been dredged 200 feet wide. From the draw of the third bridge favor slightly the eastern bank for \i mile, then favor the western bank for a distance of y% mile, and then cross over so as to favor the eastern bank when abreast the mouth of Deep Creek. Thence to the Albemarle and Chesapeake Canal, at the head of Southern Branch, the channel is very narrow and is not easily followed. 22 INSIDE BOUTE PILOT, NEW YOBK TO KEY WEST. Pass eastward of the red and black horizontally striped buoy off the mouth of Deep Creek and eastward of the red buoy above it and then change course gradually to 187° true (S. by W. mag.), heading for the draw in the railroad bridge. Favor the western side above this bridge, passing close to a small wharf on that side and westward of a black buoy off the wharf. Then haul gradually over to the eastern bank, favor the western bank at the next wharf on that side and until 150 yards above this wharf, and then steer for the draw in the fifth bridge. When past the fifth bridge, favor the southern bank to the first bend, then the northern bank to the second bend, passing northward of a red buoy in this bend, and then the southern bank to the third bend, passing southward of a black buoy nearly to the third bend. From the third bend to the fourth bend keep close to the northern bank, then about in mid-river, leaving three black buoys on the port hand. From the last buoy haul gradually northeastward and keep in mid-river until around the next bend. Follow the western bank for 200 yards from this bend and then the eastern bank until nearly to the bulkhead of the Richmond Cedar Works, on the western bank. Pass westward of a black buoy here and follow closely the western bank until past the bulkhead and a stream opens southward. Then steer eastward, about in mid-river, for % mile to the canal entrance. From the eastern end of the canal follow the windings of the North Landing River in a general south by east direction for about 10 miles to beacon No. 1, keeping in general a mid- channel course and avoiding the points at turns. At beacon No. 1, which is near the entrance to Blackwater Creek, the North Landing River begins to widen rapidly; but the dredged channel, which has a general width of 80 feet and least depth of 8 feet, is marked by lighted beacons at the turns. Between beacons Nos. 7 and 9 the western edge of the dredged channel is marked by bush stakes; but between beacons Nos. 2 and 7 the bush stakes are on the eastern side. The beacons are cylindrical tanks, painted black or red to indicate the side on which to pass them, and support lanterns showing fixed white lights. Leave beacon No. 1 on the starboard hand and steer 107° true (ESE mag.) for J4 mile. Leave beacon No. 2 on the port hand and steer 155° true (S by E % E mag.) for 234 miles. Leave beacon No. 3 on the starboard hand and steer 164° true (S by E mag.) for 5 miles, passing beacons Nos. 4 and 5 on the port hand. From beacon No. 5, steer 133° true (SE 34 S mag.) for 2% miles. Leave beacon No. 6 on the port hand and steer 163° true (S by E mag.) for about 2 % miles. Leave beacon No. 7 on the starboard hand and steer about 188° true (S by W 34 W mag.) for 1 mile to the entrance of the cut, leaving beacon No. 8 on the starboard hand. Entering the cut the course is 171° true (S % E mag.) for 2% miles to abreast the beacon among the trees on the eastern side of the cut ; here the course should be changed to 204° true (SSW ^ W mag.), following the cut for 2 34 miles to North River, thence to beacon No. 9, % mile farther. From this beacon, which is left on the starboard hand, stand southward for about 434 miles, keeping near the middle of the river until southward of beacon No. 10. Here the North River broadens rapidly, is free from dangers, and a 146° true (SSE y% E mag.) course for nearly 6 miles should lead to the front range light at the entrance to the dredged cut leading from the river into Albe- marle Sound. This cut is straight, about 70 feet wide, 934 feet deep, and 134 miles long; it runs in a 186° true (S by W mag.) direction and is marked by range beacons and buoys. Through Dismal Swamp Canal. — Follow the directions given above for the Albemarle and Chesapeake route as far as Deep Creek. The channel in Deep Creek is about 90 feet wide and is not marked. For a distance of 300 yards from the mouth to the first bend it favors the north side, and then, from the first bend half way to the second bend, it favors the west side. The channel then follows the middle of the creek, except in its widest part, where the channel follows the northwestern side. The creek is 2*4 miles long to the canal entrance. From the canal the course is through Turners Cut for a distance of about 3 J4 miles, and then down the Pasquotank, following the windings of the narrow river on a general mid-channel course for a distance of about 12 miles to Elizabeth City. Several branch streams empty into Pasquotank River on its west side, and the rule is, when in doubt, take the port-hand opening, going south. Pass through the drawbridge about 3 miles above Elizabeth City. INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 23 From Elizabeth City hold a mid-channel course down the river, passing through the draw- bridge at the lower part of the city and leaving the buoys on the side indicated by their colors. Leave the red beacon (white light) off Poquoson Point on the port hand and steer to pass 400 yards northeast of Wade Point Lighthouse. From Pasquotank or North Kiver, Through Albemarle and Croatan Sounds, to Long Shoal Lighthouse, in Pamlico Sound. Pasquotank River. — From a position 400 yards northeast of Wade Point lighthouse steer 143° true (SSE % E mag.) for 15 miles to black buoy No. 9, off Caroon Point; leave the buoy 50 yards on the starboard hand and steer to pass 250 yards west of Croatan lighthouse and to leave buoy No. 7,50 yards on the starboard hand. North River. — From red buoy No. 2, lying % mile 168° true (S % E mag.) from North River lighthouse, steer 155° true (S by E % E mag.) for 13)4 miles to a position 250 yards west of Croatan lighthouse, leaving Caroon Point black buoy No. 9 about 200 yards on the starboard hand and buoy No. 7 about 50 yards on the same side. For directions to Manteo and Roanoke Sound, see page 17, "Roanoke Sound," and page 18, "Manteo." From a position 250 yards west of Croatan lighthouse steer about 133° true (SE Yv S mag.) for 3% miles to a position about 200 yards east of Blockade Shoal beacon (black frame, white light), leaving buoys Nos. 6 and 4 on the port hand and Nos. 5 and 3 on the starboard hand. Then steer 169° true (S J^ E mag.) for 5% miles and pass 50 to 100 yards eastward of Roanoke Marshes lighthouse. For directions to Roanoke Marshes, see page 17, "Roanoke Marshes." Bring Roanoke Marshes lighthouse astern and steer 175° true (S mag.) for 1)4 miles; then steer 167° true (S % E mag.) for 6 miles until Stumpy Point is abeam. Then steer 180° true (S Y W mag.) for 9J4 miles to a position 2L| miles southeast of Long Shoal lighthouse. Vessels of 6 feet draft can steer 181° true (S J^ W mag.) from Roanoke Marshes lighthouse to Long Shoal lighthouse, crossing the shoals between, and over Long Shoal on either side of the lighthouse; but a sharp lookout should be kept for stakes and fish traps, and this route should not be followed by night. The distance between lights is 15 ^ miles, and the course passes the shore north of Stumpy Point at a distance of about 900 yards. From Long Shoal, Through Pamlico Sound, Neuse River, Adams Creek, and Canal, to Beaufort Harbor. From a position 2\i miles southeast of Long Shoal lighthouse steer 225° true (SW Yl W mag.) for 27Y miles to a position 200 yards south of Bluff Shoal lighthouse; then steer 247° true (WSW % W mag.) for 11% miles to a position 300 yards south of Brant Island Shoal lighthouse. Then steer 263° true (W Y S mag.) for about 9 miles to black buoy No. 1, off Point of Marsh shoals, passing this buoy about 50 yards on the port side; and change course to 237° true (SW byW^W mag.) for 11 miles, passing Point of Marsh lighted beacon at a distance of Y mile, and arriving at a position Y mile north of Garbacon Shoal lighted beacon. Then steer 213° true (SW % S mag.) for 2J^ miles and, when the lighted beacon in the mouth of Adams Creek bears 154° true (SSE mag.), head into Adams Creek on a course that will leave the beacon 175 yards on the starboard hand and clear the fish stakes on the east side of the creek. When the beacon is abeam, distant 175 yards, steer 168° true (S^B mag.), heading for a water tank, until nearly up to a black buoy. Leave the buoy about 125 feet on the port hand and steer 125° true (SE % E mag.) for 1 mile to the first light. Leave this and all other lights close-to on the starboard hand and steer the following courses, changing course at the lights: 142° true (SE by S mag.) for 1 mile, 207° true (SSW Y % W mag.) for 1% miles, and 241° true (SW by W % W mag.) for % mile. From the last light steer midstream courses for Y mile to the canal. (See "Canal regulations" on p. 14.) 24 INSIDE BOUTE PILOT, NEW YORK TO KEY WEST. On leaving the canal steer 192° true (S by W % W mag.), with two white slats on the east bank of the canal on range astern, until 250 yards from Core Creek upper light. Then steer 177° true (S % W mag.), leaving Core Creek upper light 75 feet on the starboard hand and heading for Core Creek range lights (front red, rear white). Leave the red buoy 75 feet on the port hand and steer 147° true (SSE ^ E mag.) on Newport River range No. 2, marked by two beacons in the eastern part of the river, and with Russells Creek light a little on the starboard bow. For directions to Beaufort, see page 21, "Directions for going to Beaufort via Gallants Channel." Leave Russells Creek light 125 feet on the starboard hand and steer 200° true (SSW y% W mag.) on Newport River range No. 1 (beacons in line astern) and with Newport Marshes upper light a little on the starboard bow. Leave this light about 125 feet on the starboard hand and steer 226° true (SW % W mag.). Pass midway between Newport Marshes lower light and the red buoy and steer 201° true (SSW \i W mag.) for the end of the wharf house which shows over the bridge, a little to the right of the draw, and steer for the draw when less than 300 yards from it. From the bridge the channel curves south and southeast to and along the southern shore of the bay to the entrance, and is marked by a red and black horizontally striped buoy on the starboard hand at the channel into Bogue Sound and by a red buoy (No. 6) on the point of Shark Shoal. When approaching Fishing Creek, 1 mile from the draw- bridge, steer to pass the shore on the starboard hand at a distance of 100 yards. Vessels up to 6 feet draft can shorten this track 2 miles by crossing the shoals in Pamilco Sound as follows: From Long Shoal lighthouse steer 227° true (SW y s W mag.) for \%% miles to Gull Shoal lighthouse; passing it 200 yards on the starboard hand, steer 238° true (SW by W Yl W mag.) for about 15 % miles to Lower Middle Ground black and red horizontally striped buoy, leaving Hog Island Lump buoy (No. 2A) % mile and Bluff Point Lump buoy (No. 2) % mile on the starboard hand. Then steer 249° true (WSW y 2 W mag.) for 8>g miles, heading for Brant Island Slue light. Pass about 250 yards southward of this light and steer 230° true (SW % W mag.) for 6% miles to black buoy No. 1 on Point of Marsh shoal. From Long Shoal, Through Pamlico and Core Sounds, to Beaufort Harbor. This route is about 75 miles long and is navigable for boats of 4 feet draft. The channel in Core Sound is well marked by lights, shown from single red or black slatted piles. A few stakes, painted red or black, with pointers mark the edges of the channel. Going west, the red lights and red day marks are left on the starboard hand and the white lights and black day marks are left on the port hand. From Long Shoal lighthouse steer 224° true (SW J£ W mag.) for 32 % miles to a position Y 2 mile northwest of Royal Shoal northwest beacon (old tower), passing Gull Shoal lighthouse at a distance of iy miles on the starboard hand and Bluff Shoal lighthouse at a distance of 1)4 miles on the port hand. Then steer 194° true (S by W y s W mag.) for 9J4 miles to Harbor Island Bar entrance buoy (black and white perpendicularly striped) with Harbor Island Bar light a little on the starboard bow. As the buoy is approached, look for small stakes which, when in place, mark the channel across Harbor Island Bar; they are renewed as often as is practicable, but may be down at any time. If the stakes have not been made out when about 100 yards from the buoy, steer 259° true (W^S mag.) until the light bears south and Harbor Island opens westward of the light. Then come around slowly with a starboard helm so as to pass 175 yards westward of the light. Go slowly, sounding continuously until across the bar. Then steer 186° true (S % W mag.) for 3^ miles, heading for East Drum Shoal light. Leave this light 50 yards on the port hand and steer 253° true (WSW % W mag.) for 1J^ miles to leave West Drum Shoal light 50 yards on the port hand. Then steer 214° true (SW y% S mag.) for \y % miles to leave Lewis Creek light 50 yards on the port hand. Then steer 226° true (SW y 2 W mag.) for 3% miles to White Point light. Leave this light close-to on the starboard hand and steer 223° true (SW % W mag.) for 2 % miles, passing 50 yards southeast of Steep Point INSIDE BOUTE PILOT, NEW YORK TO KEY WEST. 25 light and the same distance northwest of Mill Point light. Then steer 268° true (WJ|N mag.) for % mile and, leaving Nelsons Bay light 50 yards on the port hand, steer 221° true (SW mag.) for 2 miles to Piney Point light. Leave this light close-to on the port hand, Bretts Point light 50 yards on the port hand, Bretts Bay light close-to on the starboard hand, and Kings Point light 50 yards on the port hand, steering about 249° true (WSW J^ W mag.) for % mile, then 284° true (WNW y s W mag.) for % mile, and 221° true (SW mag.) for % mile. From Kings Point light steer 203° true (SSW % W mag.) for 2 J^ miles to leave Davis Shore light 50 yards on the starboard hand. Then steer 207° true (SSW % W mag.) for nearly 1 */£ miles, heading for Davis Island light. Leave this light 50 yards on the port hand and steer 246° true (WSW J4 W mag.) for 1}4 miles to leave Jarretts Bay light 50 yards on the port hand. Bounding this light, steer 154° true (SSB mag.) for 1% miles to Bells Point light. Leave this light about 50 yards on the port hand and steer 246° true (WSW % W mag.) for nearly 1 mile to leave Straits Entrance light 50 yards on the port hand. From there steer 252° true (WSW % W mag.) for Y% mile and then 275° true (W % N mag.) for % mile to a position 50 yards south of Marshallberg light. Then steer 296° true (NW by W % W mag.) for % mile to a position 100 yards north of Harkers Island light. From there steer 279° true (WNW % W mag.) for little over J4 mile and then 241° true (SW by W % W mag.) for little over % mile to a position 100 yards south of Crab Point light. Then steer 284° true (WNW % W mag.) for % mile to a position 100 yards north of Westmouth Bay light. From there steer 259° true (W % S mag.) for % mile, heading for the end of Harkers Island, and then 267° true (W^N mag.) for % mile, heading for North River light. Leave this light 50 yards on the starboard hand and steer 215° true (SW J^ S mag.) for % mile, leaving Shepherd Shoal light 50 yards on the star- board hand and holding this course 175 yards beyond the light. Then steer 261° true (W 3^ S mag.) for 1 mile to leave Middle Marshes light 50 yards on the port hand, and then steer 237° true (SW by W % W mag.), heading for a prominent white building on Shackleford Point. The channel across the entrance to Beaufort Harbor is between shifting shoals, and should be navigated cautiously. It is marked by buoys, but they may be out of position. In April, 1913, the channel crossed about 500 yards northeast of Shackleford front range beacon, and there the width between 6-foot contours was not over 50 yards. Directions for Beaufort Harbor. — The entrance to Beaufort Harbor, which is about 1 \i miles wide between points, is blocked by a shifting shoal, extending about 1 J^ miles sea- ward. A channel has been dredged across the bar; and in April, 1913, it had a least depth of 17 feet at mean low water. A bell buoy marks the approach to the seaward end of the channel, about 1 % miles offshore. From the buoy, Fort Macon, on the western point of entrance, bears about 8° true (N by E mag.) and Cape Lookout Lighthouse about 106° true (BSE \i E mag.); the large yellow buildings and wireless telegraph poles west of Beaufort show just to the right of Fort Macon. From the bell buoy Shackleford Point range (two white lights) leads onto the bar, where a second range (two red lights), to the left of the former, leads up the channel and into the harbor; the channel is also marked by buoys. Inside the points of land a buoyed channel runs each way close to the north shores of these points. The channel to the northwest leads to Beaufort, Morehead City, and the canal to the inland waters. The eastern channel, narrow and not over 6 feet deep, leads to Core Sound. BEAUFORT ENTRANCE, N. C, TO CAPE FEAR RIVER, N. C. Westward of Beaufort, N. C, there is an inside passage as far as Bear Inlet for boats of 4 feet draft and as far as New River for 3 feet draft; 2 feet can be carried at high tide as far as WrightviUe Inlet. There are several inlets between Beaufort and Cape Fear, where 6 or 7 feet at high tide may be taken in to sheltered anchorages, but all are obstructed by shifting bars, on which the sea breaks heavily when at all rough. From the sea buoy off Beaufort entrance to the light vessel off Frying Pan Shoals the distance is about 87 miles, and the distance from the light vessel to smooth water in Cape Fear River is 25 miles, making a total distance of 112 miles between ports open to vessels of moderate draft and over the shortest 26 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. course that a stranger could follow safely. Pilots for the inland and open waters and for the inlets between Beaufort and Charleston can be had at Beaufort. Bogue Sound is a shallow body of water extending westward along the coast from Beaufort Harbor for 21 miles to Bogue Inlet and separated from the ocean by a wooded beach less than J^ mile wide at one place. The sound has a maximum width of about 2 miles for one-third of its middle length but narrows at each end; its western end is partly closed by marshy islets. A channel, improved in places by dredging, extends through to the inlet, and is navigable at low tide for a draft of 3 feet. The channel has a least width of 40 feet and is well marked along the dredged cut by lighted beacons; buoys and channel stakes mark the eastern part of the channel. Tides in Bogue Inlet vary from about 3}i feet average rise and fall at each end, near the inlets, to about 1 foot where the tides meet, near the middle. Strong south or southwest winds may raise the tide a foot or even more, and north to northwest winds lower it a corre- sponding amount. Directions for Bogue Sound. — From Beaufort Harbor nearly to Carolina City the channel is marked by black and red buoys; a large fertilizer plant (fish factory) stands on the north shore at Carolina City. West of Carolina City the channel follows the north shore at a distance of little over % mile, and is marked by a few stakes with black or red hand boards pointing to the best water. Ked stakes are left on the starboard hand and black on the port, going west. About 2 miles west of Carolina City there is a short dredged cut through a shoal; the spoil bank on the south side of this cut can be seen for a distance of about a mile. Between the fertilizer plant and this cut there are several stakes on shoals south of the channel; these must be given a wide berth. Leaving the dredged cut, the north shore is followed at a distance of from % to x /i mile for about 5}4 miles to a black beacon off the mouth of Gales Creek; 1% miles farther is a black, lighted beacon, visible from the former. White lights on black struc- tures are left on the port hand, and red lights on red structures are left on the starboard hand, when going westward. From here to Shelly Point, £% miles westward, the channel follows close under the north shore and is well marked by black and red lighted beacons; dredge piles on one or both sides in many places define the channel. At Shelly Point the channel curves up into the bight west of the point, following close under the west shore of the point until north of the little islet, then runs out into the sound close to the west side of the beacon in the bight. The next beacon (red), off Guthries Point, is passed on the starboard hand, and the next, the last large beacon, on the port hand. From here the channel, marked by red and black stakes, passes close under the south end of Hunting Island, thence over to the marshy islets west of the former, and thence northward between these marshes and the woods on the north side of the sound. From here on through Burthen Channel there are no stakes, but the passage through the marshes is easily recognized. Near the western end of Burthen Channel, where it bends south- ward, there is a dredged cut through the north bank to a channel leading into Main Channel to Swansboro. To go to Bogue Inlet or to the inside passage to New Eiver Inlet, continue past this cut and follow the right-hand side of Burthen Channel into Main Channel, keeping about 50 yards distant from the marsh on the north side and north of two little islets which are connected by sand bars with Bogue Island. From the southwest point of this marsh cross over to the marsh on the west side of Bank Channel, passing northward of a shoal in this channel; then haul southward for the life-saving station on the east side of Bogue Inlet, passing between two shoals marked by small stakes. Bogue Inlet is 22 miles westward of Beaufort Entrance, and is connected with Beaufort Harbor by Bogue Sound and connecting passages. The mouth of the inlet is about % mile wide between low, bare, sand spits; there is a life-saving station on the inside shore of the eastern spit, about % mile from the end. The town of Swansboro, 3 miles inland, bears about 354° true (N M W mag.) from the middle of the opening. The entrance is obstructed by a shifting sand bar, extending about % mile seaward, through which the channel depth varies INSIDE BOIJTE PILOT, NEW YORK TO KEY WEST. 27 from a minimum of 4 feet at low tide in some years to a maximum of 14 feet at high tide in other years. In February, 1912, there was 5 feet at low tide on the bar and 6 feet and over just inside. The average rise and fall of tide is about 3^ feet; high water occurs on the bar 2 hours earlier than inside. The channel is marked by a sea buoy J^ mile outside of the bar, and by fourth-class buoys on the bar and in the entrance. There is no shipping out of Bogue Inlet at present, but it is used considerably by pleasure craft and fishing boats. Inside the entrance channels lead to Swansboro, at the mouth of White Oak River, to Bogue Sound, and to the inside passage to New River; but the inlet outside of these channels is very shallow, and the channels through the shoals are not easy for a stranger to follow. Small craft may find anchor- age, in Bank Channel, off the life-saving station, or in the lee of and close to the western side of the entrance. The channel to Swansboro is obstructed by a bulkhead, over which there is but 4J^ feet at low tide; and at high tide the marshes on each side of the channel are submerged and no channel can be seen. Directions. — On account of frequent shifting of the channel no definite directions for entering can be given. There are no licensed pilots stationed near the inlet, but sometimes one can get a fisherman or member of the life-saving crew to act as pilot. A stranger should wait for a rising tide and should never attempt to enter when the bar is breaking; the bar buoys can not be seen when there is any sea on. The coast is safe 1 mile off shore on either side of the inlet; and the sea buoy is placed in about 6 fathoms of water. Having made this buoy, be guided by the channel buoys until inside the sand spits. Then, to go to Bogue Sound, after passing the red buoy, haul eastward and follow the inside of the spit as far as the life-saving station; then cross over to the marsh on the north side of the inlet, passing between two sand bars that are marked by small stakes; then round the bar on the starboard hand, passing north of it, and cross over to the marsh on the east side of Main Channel, following this channel east- ward about 50 yards from the north shore. To go to the inside passage to New River Inlet, from the red buoy at the entrance haul westerly and pass close under the inside shore of the western point of entrance. Follow this wooded shore to the bend, where a dredged channel will be seen beside a small hammock of scrub trees northwest of the woods. Bear, Brown, and New River Inlets are, in the order given, respectively, 253^ miles, 28 }/i miles, and 35 miles westward of Beaufort entrance. All open on a continuous inside passage and have openings about M mile wide, obstructed by shifting sand bars extending about ]/2 mile seaward. Channels of various depths lead into the inlets from the sea, and are used to some extent by small craft in search of anchorage and as entrance to the inside passage. None of these channels are marked in any way. Bear Inlet is considered the safest along this coast, and is used considerably by pleasure craft bound to or from the inside waters. It has a narrow, nearly straight channel between well-defined shoals. In May, 1912, there was 6 to 7 feet at low tide on the bar. At that time the channel had a north and south direction; and a clump of low trees and a house, on the marsh north of the inlet, bearing 357° true (N mag.) led over the bar. Brown Inlet is shallow and should not be used by a stranger. New River Inlet is considered by local pilots to be dangerous, and should not be entered by a stranger except under the most favorable conditions. A strong ebb current sets out here, sometimes as long as 3 hours after low tide, and causes a heavy break on the bar when there is any sea outside. In May, 1912, there was 4 feet at low tide on the bar, 4 to 6 feet in the channel, inside the bar, and 8 feet in the inlet; the bar was broad and showed no well-defined channel. On the western side of the opening there is a small wooded hammock on which there is one house, partly concealed among the trees. Tides. — The mean rise and fall at these inlets is about 3.5 feet; but freshets, particularly in New River, may raise the level a foot more inside. High water occurs 29 minutes before and low water 19 minutes before high and low waters at Charleston, S. C. 28 INSIDE EOUTE PILOT, NEW YOEK TO KEY WEST. INSIDE PASSAGE FROM BOGTTE SOUND TO NEW RIVER INLET. A passage, mostly natural but improved at many places by dredging, and at some places by cuts through dry land, extends along just inside the beach between Bogue Inlet and New River Inlet and, at the former, connects with Bogue Sound. This passage has a minimum width of 40 feet in the cuts and a minimum depth of 4 feet at mean high tide ; it is not marked in any way; but the evidence of dredging is, at present, a sufficient guide to a stranger, except through the marshes between Bear and Brown Inlets, where a stranger may encounter some difficulty. Tides in this passage vary from an average rise and fall of about 3 y% feet at the inlets to \ x /2 feet at the more remote places. Strong southerly winds increase the rise to 2 feet at places most distant from the inlets. Directions for the inside passage. — See directions for Bogue Sound and for Bogue Inlet. From opposite the life-saving station in Bogue Inlet, cross over to the west side of the inlet, passing close to the red channel buoy, and keep close under the wooded shore on the west side. Follow this shore to an opening in the marsh beside a small hammock of scrub trees northward of the woods. Enter here, passing through a short dredged channel to natural passages running approximately parallel to the coast line; take the left-hand passage where there are passages of about the same width and be guided by evidence of dredging. When approach- ing Bear Inlet keep close to the sand beach to avoid shoals extending well off the marshes. Strangers are advised to leave the inland waters and pass out at Bear Inlet (see description of Bear Inlet) ; but, if the tide is high and they are willing to risk getting aground, they can con- tinue on to New River Inlet. Cross Bear Inlet and then follow the sand beach until it ends at the marsh. Here the channel turns northwestward and winds through the marsh at a distance of % mile from the coast. This is the most difficult place for a stranger; there are evidences of dredging in places, but one must be guided principally by the trend of the passages and by two or three small stakes (passed on the port hand). Passing through this marsh, the channel trends southward for the beach at Brown Inlet. Keep close under the beach and across the inlet to the beach on the west side, following it into the next passage, which turns northwestward opposite several huts on the sand. From here on to Crag Point the channel is easily followed; it runs approxi- mately parallel to the seashore at a distance of about J/jj to % /% mile dfod passes through one pond a little over % mue long. The shallowest place is just east of Crag Point, where some care is necessary to keep in the best water. From Crag Point the channel enters a dredged cut across the end of Salliers Bay and runs westward through the marshes and north of Wrights Island to New River; the entrance in New River is about % mile above the inlet. INSIDE PASSAGE BETWEEN NEW RIVER INLET AND WRIGHTSVILLE INLET. There il a continuous passage through here said to be navigable for a draft of 2 feet at high tide. It is used to some extent by fishermen in small power boats, but is said to be difficult for strangers. New Topsail Inlet is 18 miles westward of New River Inlet and 53 miles westward of Beaufort entrance. The opening is about % mile wide between low sand spits, and is obstructed by a shifting sand bar which extends nearly % mile seaward. A small house stands on the eastern sand spit, about % mile from its end. This inlet is used sometimes as an anchorage by small pleasure craft; the channel is not buoyed. In May, 1912, there was, at low tide, a least depth of 6K feet in the channel over the bar, l x /i feet inside the bar, and from 3 to 4 fathoms inside the inlet, close to the western side. At that time shoals, dry at low tide, extended nearly across the mouth from the eastern side, leaving a narrow, deep channel close to the western side of the entrance. This channel crossed the bar in a general northwest and southeast direction and ran in close to the western sand spit, where it branched, one part following close under the northern shore of the spit and the other, turning northward, skirted the northern side of the shoal, which blocked the entrance, to the eastern sand spit opposite the house. Both channels were very narrow and varied in depth from 8 to 24 feet. INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 29 Tides. — The average rise and fall is about 3 feet. High water occurs 11 minutes before and low water 9 minutes after high and low waters at Charleston, S. C. Strong ebb currents are found in the mouth of the inlet, especially after heavy rains. Old Topsail, Rich, and Queens Inlets, are respectively, 2 miles, 5 miles, and 8J^ miles westward of New Topsail Inlet, and all have about the same depth, 4 feet at mean low tide, on their bars. They are used to some extent as anchorages by small pleasure craft, but are not recommended to strangers. Wrightsville Inlet is 11 3^ miles southward of new Topsail Inlet and 23% miles north- northeast from Cape Fear lighthouse. Lying 2)4 miles south westward is Masonboro Inlet, and between the two inlets, along the seacoast, is the summer resort of Wrightaville Beach, the large hotels and buildings of which are visible from far offshore. Wrightsville Inlet is easily entered and is used to a considerable extent as an anchorage for small yachts. The opening is a little over % mile wide, between low sand spits, and is from % to X A mile northeasterly of the most northern hotel on the beach. A bar extends less than Yi mile seaward from the opening, and in May, 1912, the minimum channel depth on it was 6 feet at low water. At that time shoals extended seaward on each side of the channel, from the spits at the opening, and a shoal reached more than halfway across the opening from the southern spit, leaving a narrow channel close under the northern spit. Vessels can find anchorage in the lee of either spit or can go southward as far as the bridge, carrying from 5 to 7 feet. An electric railway connects Wrightsville Beach with Wilmington, crossing from the mainland on the bridge referred to above. Tides. — The average rise and fall is about 4 feet. Corncake Inlet, 5 miles northward of Cape Fear, is connected with Cape Fear River by a shallow passage north of Smith Island, known locally as Cedar Creek or The Thoroughfare; it is used much by small craft to avoid rough water on Frying Pan Shoals and is a short cut from the northward into Cape Fear River. In May, 1912, there was, at mean low tide, 3% feet on the bar and 1 J^ feet in the shallowest part of the channel through to Cape Fear River. The bar was short and close to the entrance and the channel over it was narrow and well defined by shoals on each side, the shoal on the northern side nearly bare at low tide; the entrance was Y % mile wide between low sand spits. Boats often enter the inlet as soon as the height of tide permits and anchor just inside, close to the southern spit, until able to go through into the river. Directions from seaward. — The bar and entrance are subject to changes, and no direc- tions that could be depended upon can be given. Having entered the inlet, haul sharply southward and follow the western shore of the southern spit at a distance of 50 to 100 yards; anchor anywhere along the shore northward of the marsh until the tide has made enough to continue into the river. If able to get through, continue along the sand beach to within 50 yards of the marsh, and then cross Buzzard Bay on a course about 245° true (WSW mag.). This is the shallowest place, and when past here there should be little difficulty in getting into the river. Follow the marshy islets on the western side, going southwestward and southward, 50 to 100 yards off the islets, until down to the last little islet (showing at high tide only as a few tufts of grass above water). Round this islet and steer about 324° true (XW by N mag.) ; when abreast of a concrete pile on the starboard hand, steer about 245° true (WSW mag.) and follow the northern shore of Smith Island. Pass close to a narrow point of marsh on the starboard hand and steer 285° true (WNW ^ W mag.) until abreast of a small hammock of cedars on the marsh near Cape Creek; then steer 268° true (W mag.) for the water tower at Fort Caswell. When Smith Island rear range beacon is in line with Gape Fear lighthouse, steer about 223° true (SW mag.) into the river. Tides. — The average rise and fall is about 4 feet, and high water occurs 19 minutes before and low water 30 minutes before high and low waters at Charleston, S. C. Cape Pear Swash is a narrow channel across Frying Pan Shoal about y 2 miles southward of the tip of Cape Fear. It is used to a considerable extent by local craft, and vessels up to 9 30 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. feet draft have gone through on high tide; but the shoals shift so frequently that no directions that would be of any assistance to a stranger can be given. Local pilots and fishermen, who use this swash, depend entirely upon soundings and the appearance of the breakers to find the best water. There is a high shoal south of the swash on which the sea usually breaks, and the channel is said to run in a general west-northwest direction close under the lee of these breakers. SAILING DIRECTIONS BEAUFORT ENTRANCE TO CAPE FEAR RIVER. From the sea buoy off Beaufort entrance, a 220° true (SW J^ S mag.) course for 87 miles leads to the light vessel off Frying Pan Shoals, crossing the outer shoals in 4 J^ to 5 fathoms of water. From the light vessel a 291° true (WNW mag.) course for 4 miles followed by a 328° true (NNW y% W mag.) course for 17 miles leads to the whistling buoy off Cape Fear River and passes close to red whistling buoy No. 2, 5 miles from the turn. The bell buoy at the mouth of Bald Head Channel is 2 miles 30° true (NNE % E mag.) from the whistling buoy; and from there in the channel is marked by buoys and lighted range beacons. (See "Cape Fear River.") The above courses give the shortest passage for a vessel obliged to go outside the entire distance and around Frying Pan Shoals; but light-draft boats may find an advantage in fol- owing the coast more closely and be in position to go into the inlets if desired. For their use the following courses are given: From the sea buoy at Beaufort entrance, a 264° true (W 34 S mag.) course for about 21 miles leads to the sea buoy off Bogue Inlet; thence 237° true (SW by W % W mag.) for 30 J^ miles to a position 1 mile southeast of New Topsail Inlet; thence 221° true (SW J^j S mag.) for 11 miles to a position 1 mile southeast of Wrightsville Inlet (this inlet can be recognized by the large hotels and buildings on the beach just southwestward of it); thence 202° true (SSW 34 W mag.) for 19 miles to a position a little over a mile eastward of Corncake Inlet. Boats up to 5 feet draft can enter here and go through into the Cape Fear River, but must wait for high water (see description of Corncake Inlet) ; and boats up to 6 feet draft can cross Frying Pan Shoals via the swash channel, providing the tide is up and the sea is smooth enough. Strangers should not attempt to take a draft of more than 6 feet across the shoals inside of the light vessel, and even this draft will involve some risk. CAPE FEAR, N. C, TO WINYAH BAY, S. C. Southwestward of Cape Fear River there is another stretch of open water for about 73 miles to Winyah Bay; there is no inside passage along this coast, but there are three inlets open to light-draft vessels, one of which can be entered easily by a stranger. Cape Pear River enters the ocean just west of Cape Fear and is navigable for a draft of 26 feet to Wilmington, 27 miles above the mouth. The main channel over the bar, known as Bald Head Channel, is well marked by buoys and lighted range beacons as follows: From the bell buoy off the mouth of this channel the first course is 59° true (NB by E Yi E mag.) on the New Channel range (two white lights on white frame structures, the front range beacon on the shoal westward of Bald Head lighthouse and the rear range near the marsh northward of this lighthouse). Black buoys Nos. 1 and 3 and red buoys Nos. 2 and 4 are passed on this range. When red buoy No. 4 is abeam, the course changes to 85° true (E 34 N mag.) on the Bald Head range (two red lights on white structures on the shore southward of Bald Head lighthouse). Black buoy No. 5 is passed, and at red buoy No. 6 the course changes to 34° true (NE % N mag.) on the Smith Island range (two red lights on red structures on the shoal northward of Bald Head lighthouse) . This range is held until the red beacon (red light) north- northwestward of Bald Head lighthouse and close to the shore on that side is in range with the lighthouse, when the course is changed to 335° true (NNW mag.) and the beacon and light- house kept in range astern. This course is held past black buoy No. 7, past Fort Caswell, on the west bank at the mouth of the river, and about 300 yards past the beacon (red light) south- westward of Battery Island, when the course is changed gradually to starboard to pass close to the wharves at Southport. INSIPE ROUTE PILOT, NEW YOBK TO KEY WEST. 31 Western Bar Channel, close to Oak Island at Fort CasWell, is used considerably by small craft bound westward along the coast. It is good for about 4J^ feet at low tide, but is not buoyed. The best water lies from 100 to 150 yards offshore south of Fort Caswell; and from there the channel through the shoals runs about 256° true (W by S mag.). Abreast the life-saving station the shore should not be approached closer than \i mile. Southport, on the west bank of the Cape Fear River, 1J^ miles above Fort Caswell, is a small town of little commercial importance. There is good anchorage in the river abreast the town and deep water at the wharves. A railroad connects with Wilmington; and there is also connection by river steamboat. Fresh water and gasoline can be had at the wharves. Weather Bureau storm signals are displayed at Southport and at the life-saving station west of the river mouth. Lockwoods Folly Inlet is about 11 miles westward of the Cape Fear River. The depth on the bar is from 3}4 to 4 feet at low tide, and there are no aids for entering; the passage into the river is said to be difficult for a stranger. There are several small towns on Lockwoods Folly River that are reached by small sail and power boats. S hallo tte Inlet is about 18 J^ miles westward of Cape Fear River. It is said to be comparatively easy for a stranger to enter, although there are no aids to navigation, and changes have occurred at the mouth since the survey on which the chart is based. The depth on the bar at low water is about 4 feet; but sailing vessels of 5^ feet draft are able to cross at most stages of the tide. Shallotte, an incorporated town on this inlet, has considerable trade with Wilmington by means of small sailing and power craft. Little River Inlet, S. C, about 27 miles westward of Cape Fear River, is the outlet for Little River and for several small creeks eastward of the river. The opening, about 1 }4 miles wide between sand spits, is partly filled by Bird Island, which is % mile wide. The main channel is westward of and close to Bird Island, and is well marked by a sea buoy and by three fourth-class red buoys. Little River enters the western part of the inlet and trends north- ward for 1J^ miles, and thence westward for about 5 miles. There is a large sawmill on the right bank, about 2 miles above the mouth, and another on the left bank, about 1 mile farther up; the town of Little River is about 3K miles above the mouth. In May, 1912, there was 8>6 feet on the bar at low tide and 5 feet up to the town; but above the lower sawmill the river was so obstructed by shoals as to be difficult for a stranger to navigate. Steamboats of 6^ to 7 feet draft go regularly to the wharf just below the town. Directions. — The most prominent landmark from offshore is a very high, yellow sand dune on Waiters Island, just west of the entrance; there are several huts on the beach in front of the dune. The sea buoy (second class) is about 1 mile offshore southward of Bird Island, in about 4 fathoms of water. The channel runs about 336° true (NNW mag.) from this buoy, and then curves northward, passing close to the western side of Bird Island; it is marked by fourth-class red buoys along the eastern side, and along the western side by a shoal on which the sea breaks. From the inside red buoy on the west end of Bird Island, follow about a mid- channel course up the river to Battery Island, where there are some buildings on a bluff on the west bank. Above Battery Island, keep to the outside of the bends up to the sawmill on the right bank, above which a stranger should not attempt to go. Tides. — The mean rise and fall of tides is 4.8 feet. High water occurs 16 minutes before and low water 29 minutes before high and low waters at Charleston, S. C. North Inlet, S. C, about 7 miles northward of Georgetown lighthouse, is connected by creeks with Winyah Bay. At present there are two inlets here, separated by about % mile of beach; both are connected with the same inside passages. The high sand dunes on the beach between the two inlets are the most conspicuous along this section of the coast and are the only prominent landmarks. Shifting sand bars extend a mile seaward at both inlets and southward of the lower inlet for a distance of 2 miles. The mouth of the northern or old inlet is nearly blocked by a shoal on which the sea breaks continuously; but there is a narrow channel inside of this shoal, close under the north spit. This channel begins about y 2 mile northward of the entrance, close to the beach, and follows the beach at a distance of about 100 feet to the 32 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. entrance, then crosses the mouth to the sand spit on the southern side; in May, 1912, there was from 3 to 5 feet at mean low tide in this channel. A stranger should not use this channel, as for over a mile he would have to run broadside to the breakers with the beach close aboard, and, in case of grounding, would be in a dangerous position. The southern or new inlet had in May, 1912, a short bar, close in, with a least depth over it, at mean low tide, of 3 feet ; the only danger then was a shoal that extended northward about 100 yards from the southern side of the opening; shoals extended seaward a short distance on each side of the channel. Winyah Bay may be reached from either inlet by going westward and southward through Town and No Mans Friend Creeks or by going southward through Jones Creek; the latter route is easier for a stranger and is good for 6 feet at high tide, but care is necessary to keep in the best water. Directions. — From the northward follow the coast, at a distance of 1 mile off, past the old inlet and the prominent sand dune just north of the new inlet, until this inlet opens and a prominent clump of trees on a hammock west of the entrance is made out. When inside haul southward to pass midway between the sand spit and the marsh, and follow the marsh on the starboard hand southward through Jones Creek. One mile below the inlet, Jones Creek bends west-southwest, then south; beyond this last bend keep to the left at all openings. From the southern end of the creek, steer about 218° true (SW ^ S mag.) for red buoy No. 4 in Winyah Bay. Tides. — The average rise and fall is 4.5 feet. High water occurs 18 minutes before and low water 16 minutes before high and low water at Charleston, S. C. Winyah. Bay is the first harbor southward of Cape Fear Biver navigable for vessels of mod- erate draft. It is the northern limit of the continuous inland waterways of the south Atlantic coast. The opening is between North and South Islands, and is marked by Georgetown light- house, near the southern end of North Island. The channel into the mouth of the bay is main- tained by jetties, extending eastward from the southern tip of North Island and from a point on South Island southwest of the former. A depth of 15 feet at low tide can be carried, through a dredged channel, 11 miles up the bay to the city of Georgetown, at the junction of the Sampit and Peedee Rivers. Jones Creek enters the bay 3 miles north of Georgetown lighthouse, and the entrance to Estherville and Minim Creek Canal is on the opposite side of the bay, a little north of the creek. Pilots for the bar and bay are stationed on North Island, and may be had by making the usual signal while outside. Directions. — The end of the south jetty is marked by a white occulting light and there is a bell buoy at the approach to the channel. From the bell buoy bring South Jetty Channel range (two white lights on pyramidal structures on South Island) on and steer 270° true (W % N mag.) for them until Middle Ground Channel range (two white lights on similar structures, northward of the former) closes, bearing 311° true (NW \i Fmag.). Steer this range until the beacon (red light) on North Island southward of the lighthouse is in range with it; then haul slowly to 336° true (NNW mag.) to pass the lighthouse at a distance of yi mile. Continue this course 1 mile above the lighthouse, until nearly up to the quarantine station on South Island; then follow the western shore at a distance of % mile until it turns westward and the black beacon (white light) close to this shore bears 280° true (Why N mag.). Then steer 288° true (WNW }£ W mag.) for about 2 miles, passing this beacon at a distance of 150 yards and arriving at a position 75 yards north of a similar beacon (No. 1) . For the next 4 miles the channel is marked on its southern and western side by black beacons (white lights), about 3^ mile apart, which should be left 75 yards on the port hand. From the last beacon (No. 15) steer 6° true (N Ys E mag.) for 1% miles, leaving beacon No. 2 (white light) 100 yards on the starboard hand, to a position 150 yards west of red buoy No. 10. Then steer 30° true (NNE % E mag.) for beacon No. 4 (red with red light) until on Sampit River range. The beacons for this range are white structures, the front a red light and the rear a white light, in the river north of Rabbit Island. With these beacons in range over the stern, steer 335° true (NNW }/% W mag.) until up to red buoy No. 14; then follow the east bank of the river to Georgetown. INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 33 Georgetown, S. C, is at the head of Winyah Bay, about 11 miles above Georgetown lighthouse. It has railroad connections, and steamboat communication with Baltimore and New York. There is sufficient depth at the wharves for vessels able to enter the bay; and there are convenient, sheltered berths for small craft. Provisions, ship chandlery, coal, gasoline, and fresh water can be obtained. Facilities for making repairs are limited; there is one marine railway of about 100 tons capacity. Pilots for the inland waters can be found here at times. Storm-warning signals are displayed at Georgetown and near the lighthouse. SAILING DIRECTIONS, CAPE FEAR TO WINYAH BAY. From the light vessel off Frying Pan Shoals, a 251° true (WSW Y 2 W mag.) course for 67 miles leads to the whistling buoy off the entrance to Winyah Bay, and a 257° true (W by S mag.) course for 3 miles from there leads to the south jetty. From the bell buoy at the mouth of Cape Fear River, a 234° true (SW by W mag.) course for 66 miles leads to the sea buoy, 1 x /i miles off the south jetty; the course in is 270° true (W % N mag.) from this buoy. The above are the most direct courses, but for those who prefer to run closer to the coast, the following courses may be substituted. From the bell buoy at the mouth of Bald Head Channel, a 268° true (W mag.) course for a little over 25 miles leads to the sea buoy off Little River Inlet. Or, by way of the Western Bar Channel, from a position 150 yards off shore south of Fort Caswell, a 251° true (WSW y 2 W mag.) course for 1% miles followed by a 264° true (W % S mag.) course for 2b}i miles leads to Little River Inlet sea buoy. From Little River Inlet sea buoy a 239° true (SW by W % W mag.) course for 19 miles leads to a position 1 mile southeast of Myrtle Beach, a summer resort (hotel and several cottages on the seashore). Thence a 213° true (SW % S mag.) course for 24 )4 miles leads to a position 1 mile east of the new North Inlet; or a 204° true (SSW \i W mag.) course for 31 ^ miles leads to the bell buoy at the end of the south jetty, mouth of Winyah Bay. WINYAH BAY, S. C, TO CHARLESTON, S. C. The distance from Winyah Bay to Charleston is about 70 miles through inside waterways and passages; the shortest distance outside, over navigable waters, between the same points is about 62 miles. The inside route is navigable at mean low tide for a draft of 4 feet, and, with good local knowledge, a draft of 6 to 7 feet can be carried through by taking advantage of high tides. The channel past the most difficult places is marked by piles on one side of the cuts and by ranges. Tides and tidal currents are found at all parts of this inside passage. The mean rise and fall of tides vary from 3.5 to 5 feet, depending upon the distance from the inlets. During freshet conditions there are ebb currents in the Santee Rivers and Six Mile Creek amounting to 3 or 4 knots in strength. DIRECTIONS FOR THE INLAND PASSAGE FROM WINYAH BAY. The Estherville and Minim Creek Canal enters the southwestern part of Winyah Bay between beacons 3 and 5, about 6^ miles below Georgetown. See directions for Winyah Bay, page 32, and follow these directions until the canal opens; then steer straight in, about 229° true (SW Y 2 W mag.). The canal is 4K miles long, 70 feet wide, and about 5 feet deep at mean low water; it leaves Winyah Bay in southwesterly direction, thence curves south to Minim Creek; the southern entrance, in Minim Creek, is marked by a black and white striped beacon on the east bank of the canal. A ferry crosses the canal at Smithville, 1 % miles from the northern entrance. Leaving the canal, go southward in Minim Creek past the first passage on the west side and enter Big Duck Creek, between Crow and Little Crow Islands. Give the eastern end of Little Crow Island a berth of 50 yards in turning, and follow the shore of Crow Island to its western 1948°— 13 3 34 INSIDE KOUTE PILOT, NEW YOEK TO KEY WEST. end (there are two large cedars in the water off this point). The distance from the canal to this point is 1 % miles, and the least depth is 5 feet at low water. Cross over to the south bank of the North Santee River and follow the track of the ebb current about 3y miles up river to Six Mile Creek, a stream 50 to 100 yards wide and 10 to 20 feet deep, entering the south side of the river. Follow this creek for a distance of 1 y miles to a place where the creek branches, and there take the left hand (southern) branch, which is known as Pleasant Creek. It resembles Six Mile Creek, but trends in a southeasterly direc- tion for 2y miles and enters South Santee River nearly 2y miles below the mouth of the other creek. Leaving Pleasant Creek, favor the north bank of South Santee River for \y miles, until north of the entrance to Alligator Creek, passing northward of Brown Island. Alligator Creek extends, from the south bank of South Santee River, % mile below Brown Island, %y miles westward and southward to the ocean near Cape Romain Harbor; it is about 4 feet deep at low tide. The banks, in general, are steep and well denned, but at a few places mud flats reach out for a few yards. A small beacon (white boarded tripod, No. 1) marks the end of an oyster rock at the western side of the entrance from the sea. A broad sand bank extends southward from the point at the other side of the mouth of the creek. Cross over from the north bank of South Santee River and enter Alligator Creek close to the eastern side (about 10 feet from the bank), to avoid a mud flat extending nearly across from the western side at the entrance. Then take mid-channel courses, keeping clear of the points at bends; and, when down to an island, take the passage eastward of it. Avoid the eastern shore near the mouth and pass out close to the beacon, leaving it on the starboard hand. From the beacon steer about 151° true (SSE y E mag.) for % mile, and then haul south- westward, passing red buoy No. 2 close-to on the starboard hand, and round the low sand spit at the north end of Cape Island, passing into Cape Romain Harbor. Cross the harbor in a _201° true (SSW mag.) direction and enter the short passage north and west of Marsh Island. Through this passage favor the western shore, avoiding Marsh Island after first passing it close-to at the northern entrance. Entering Romain River, favor the southern side until the river branches; then, taking the western branch, favor the northern side past a wide opening on the port hand. When past this opening, favor the southern and western side of the river for about \y miles to a creek running northward, leaving one creek on the port hand. There turn westward and keep about in midstream until this river, which now has become quite narrow, empties into a wider body of water extending southward. Cross this water, keeping close to the northern shore, and take a northwest direction up river, favoring in general the eastern side and leaving three streams on the port hand. The river trends about northwest for y mile, then about northeast by east for y mile, and then about north-northeast for % mile to a place where several streams and sloughs join; favor the eastern side in the second reach and then the western side. Here a dredged cut, 60 feet wide and 4 feet deep at mean low tide, extends northward through Town Creek for 1 mile to McClellanville; the cut is marked by piles along its western side. At the place mentioned above, the junction of several streams and the mouth of Town Creek, a cut of the same width and depth bears northwestward, and then westward, through Mathews Creek to Harbor River, a distance of 2 miles. Take this passage, unless intending to go to McClellanville. From Mathews Creek turn southward into Harbor River and pass west of a mid-channel shoal halfway down this reach. In the second reach pass south of an island and then keep about in midriver to Owendaw Creek (here the river bends sharply eastward). Go up Owendaw Creek about 2 miles, passing east of an island near the river, to a short canal through the south bank to Graham Creek. Pass through this canal and down Graham Creek nearly to its mouth. At the last bend, where the creek turns southeastward to Bull Bay, a canal bears southwestward to Saltpond Creek. Pass through this canal and down Saltpond Creek to the head of the first reach above the bay; thence through a canal to Belvedere Creek and down to the mouth of that creek. Turn southwestward here and enter a short canal to Vanderhost Creek, leaving a pile on the port hand. Go up Vanderhost Creek to a canal bearing southward to Van Ross Creek. There is a driven well on the north bank of Van Ross Creek, INSIDE EOUTE PILOT, NEW YORK TO KEY WEST. 35 just above this canal, and boats can get water here conveniently. Follow Van Ross Creek west-northwestward to its head in Sewee Bay, keeping to the starboard hand at branch passages. The channel through Sewee Bay is marked by piles, which are left close to on the port hand. From the last pile, steer eastward into Sewee Creek and continue downstream until Bull Bay can be seen between the banks of the creek. Then turn southward into a passage leading to Hickory Bay. The channel through Hickory Bay is marked by piles, which should be left close to on the port hand. From the last pile, turn eastward, following the marsh on the starboard hand; then southward into a creek and leave two small creeks on the starboard hand and a wide creek on the port hand. Turn westward after passing the wide creek and follow the trend of the bank on the port hand past a pile, which is left on the starboard hand, and into a cut across a bend of Bull Narrows. Leaving this cut, hold westward and south- westward to Price Creek, a broader stream trending southeastward to the ocean. Cross Price Creek and enter Santee Pass, ^ mile upstream on the opposite side. Santee Pass makes several sharp bends, but is easily followed; at the end of the first reach there is a stream leading northward; at the end of the third reach the channel is separated from Mark Bay by little islets, and just west of here are streams, one leading eastward and one westward. After leaving Santee Pass and entering the broader stream leading to Caper Inlet, keep close to Caper Island (on the port hand) ; round the western end of this island at a distance of 50 yards from the bank and follow this bank southeastward at this distance until opposite the eastern end of the other bank (Dewees Island) . The distance from Price Creek to this position is 4)4 miles. Cross over to the eastern point of Dewees Island and turn westward, following the north side of the island at a distance of 30 feet until well into the creek; then keep about in midstream to Bullyard Sound. The channel through Bullyard Sound is marked by piles, which are left at a distance of 30 feet on the starboard hand. The second and third courses in this sound are marked also by range beacons on the marsh, the first set on the little island west of Dewees Island and the second set on the marsh west of the former. Leave the second range when about 50 yards from the western shore and turn southward into Dewees Creek. The distance from Caper Creek to here is 3 miles, and the least depth is 4 feet at mean low water. Entering Dewees Creek through the above-mentioned passage, follow a mid-channel course westward up this creek to Hamlin Sound, thence along the southern side of the sound and out between this sound and Gray Bay, through a dredged channel to Hamlin Creek. The channel through the sound is denned by islets and oyster banks on the northern side, separating it from the open water of the sound. The channel is marked by piles, which are left at a distance of 30 feet on the port hand. In Hamlin Creek, below the second bend, there is a small mid-channel islet that should be passed on the starboard hand. Continue down Hamlin Creek to the Isle of Palms, a summer resort on a narrow strip of beach between this creek and the ocean, favoring the northern or marsh shore westward of this resort. Cross Breach Inlet and follow the direction of the railroad into and up Conch Creek. Take the left branch of Conch Creek to the canal which cuts off the southern loop of Sullivans Narrows; and, leaving the canal, continue through the narrows to The Cove. The passage through The Cove is marked by a black and a red beacon (white and red lights, respectively), and by range beacons south of the mouth of Sullivans Narrows. Pass the black beacon on the starboard hand and hold down for the red beacon; when nearly to it hold up for the drawbridge. Go through the northern opening in the drawbridge, passing, on the port hand, a small spindle which marks a rock pile, 100 yards southeast of the southern abutment of the bridge. The pas- sage out of The Cove is marked by a red beacon (red light) on the point of Sullivans Island, and by a white beacon (white light) on the shoal north of the channel. Leave the latter on the starboard hand. The distance from the entrance into Dewees Creek to this beacon is about 10^ miles, and the depth is 4 feet at mean low tide. 36 INSIDE ROTJTE PILOT, NEW YORK TO KEY WEST. From the last beacon steer about 275° true (W % N mag.) for Folly Channel to Charleston, passing black buoys Nos. 1 and 3 on the port hand and Castle Pinckney (buoy depot) red light on the starboard hand. If intending to stop at Charleston, hold up for the wharves on the west bank of the Cooper River, passing red buoy No. 14 on the Starboard hand; but, to continue southward by the inside route, haul southwestward when abreast of Castle Pinckney light, leaving black buoy No. 3 and red buoy No. 12 on the port hand, and, crossing the shoal southward of Charleston just inside the black and red striped buoy, go up the Ashley River, west of the city, to Wappoo Creek. The distance from The Cove entrance beacon to Charleston is 3 miles and to Wappoo Creek 4J^ miles. Charleston, S. C, is at the junction of Cooper and Ashley Rivers, and has water front and wharves on each; but the wharves on Cooper River are more convenient to the city. There are railroad connections with all parts of the country, and communication by steamboats with New York, Baltimore, Savannah, and Jacksonville. River boats give communication with the towns and plantations along the numerous rivers and inland waterways. Yachts and small craft usually anchor in the Cooper River below the coal wharf. There is good landing for boats at the customhouse dock (the stone piers in front of the customhouse), where there are steps leading up from the water. The wharves along the Cooper River are most convenient for small vessels. Pilots for the inside waters can usually be had here. Provisions, ship chandlery, coal, gasoline, and fresh water can be obtained here. Facilities for hauling vessels out are not good; but all repairs to hulls and machinery, not requiring dry docking, can be made. Storm- warning signals are displayed from a tower in the customhouse yard and at Moultrieville. CHARLESTON, S. C, TO FERNANDINA, FLA. Between Charleston and Fernandina there is a continuous inland waterway, navigable at low tide for a draft of 6 feet. Parts of this waterway are narrow and crooked, and only by careful steering can this depth be carried; but at the more difficult places there are ranges or other aids, and by close attention to them and to the charts one should have no difficulty in getting through. All of these streams and passages are tidal and are subject to a mean rise and fall of from 5 to 7 feet. The bottom is soft, or at most sandy, unless covered by oyster shells; there is no hard rock. Charleston to St. Helena Sound, 55 miles. — Wappoo Creek enters Ashley River through its west bank about 1 mile above the Battery, the south water front of Charleston, and is marked by red beacon No. 2 (red light) on the north side of the entrance. The creek runs westerly and is connected by Elliott Cut with the Stono River, giving a through deep passage 3 miles long. One bend of the creek is cut off by New Cut, a dredged passage; the creek is crossed by a drawbridge just east of the first bend. The west end of Elliott Cut is marked by a lighted beacon (white light) on the shore south of the cut, close to the bushes. From the mouth of Ashley River stand upstream until abreast of the beacon, keeping well over to the city side, and then steer fair into the creek, passing close to the beacon on the star- board hand. Keep about in mid-channel through Wappoo Creek; two openings in the north bank will be passed after rounding the fourth bend. From the west end of Elliott Cut cross Stono River on about a 273° true (W % N mag.) course, and keep close to the south bank for a distance of 1 mile, nearly to the bend. Then favor the north side as far as the phosphate works and wharf at the next bend; then favor the southern side nearly to the wharf, which is just below the next bend. Favor the north side at this bend and the south side at the bend K mile above. Favor the south side for a distance of Yi mile above the last bend, and then the north side nearly to the wharf and phosphate works on the north bank. From opposite this wharf favor the southern side for % mile to Rantowles Creek; there are two branches here, both narrow streams. Enter the southern opening and steer midstream courses for about 4 miles to Church Flats, where the creek widens. The channel through Church Flats is very narrow, but is good INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 37 for 6 feet at low tide; it is marked by two beacons, square white targets, numbered 1 and 2, on single piles. Tides meet about 1 mile eastward of Church Flats. Leave beacon No. 2 close to on the starboard hand and beacon No. 1 close to on the port hand, and then favor the eastern side to the next bend. For the next 2 miles, to Wadmelaw River, the best water is near the outer sides of the bends and about in midstream between the bends. Follow the direction of ebb tide, and give the points a wide berth when turning at the bends. The upper waters of Wadmelaw River are broad and are filled with small islands and shoals, between which the channel winds. The channel, though narrow, is a good 10 feet deep and is marked by three lighted beacons, two white lights on black day marks (Nos. 1 and 3) and one red light on red day mark (No. 2) . Leaving New Cut, from Stono River, hold to the south bank in the bend ; then pass midway between two small islands on the starboard hand and one on the port and steer a little southward of beacon No. 3. Pass this beacon at a distance of about 50 yards on the starboard hand and haul down to pass beacon No. 1 at the same distance on the starboard hand; when past the latter haul around slowly to pass beacon No. 2 at a distance of 50 yards on the port hand. Then haul down for the wooded east bank and follow this bank past two wharves in the bend, leaving them at least 50 yards off; and then turn west-northwest- ward and follow the other bank to Youngs Village. The distance is about 4 miles. Youngs Village is a small settlement and railroad terminus on the west bank of Wadmelaw River. It is connected with river towns and settlements by steamboats. Gasoline and some supplies can be obtained here. Storm-warning signals are displayed. Depth of 7 to 8 feet can be taken alongside the wharf. At Youngs Village favor the west bank down to the wharf; pass north of the little wooded islet south of the village, keeping 75 yards off this islet to avoid a shoal south of the wharf; then head for Martins Point, on the south bank at the turn. At Martins Point hold over to the west bank and keep close under this bank until down to the houses on the opposite bank, % mile from Martins Point; then favor the east bank to a long wharf southeast of a mid-river island, passing the end of this wharf at a distance of about 50 yards. From there steer 251° true (WSW % W mag.) for % mile and then 217° true (SW % S mag.) heading for White Point, west side of North Edisto River. The distance from Youngs Village is b% miles. Dawho River enters North Edisto River south of White Point, 6J^ miles above the ocean, and winds through the marshes in a general west-northwest direction 11% miles to South Edisto River, 16 miles above its mouth. It varies in width from about 75 yards to over 700 yards, and has a deep, well-defined channel, except through the broader waters near the North Edisto, where a depth of over 6 feet, at low water, can be taken through a narrow channel. This channel is marked by 6 beacons — piles with white or red square targets, on which are the numbers of the beacons; the white beacons are left on the port hand and the red on the star- board hand, going westward; frequently some of these beacons are down. The entrance from South Edisto River is so narrow and, as approached from that river, resembles so closely some of the small drainage streams, that a stranger might pass it by mistake; an old shack and wharf on the south bank, just inside the opening, serve to mark this entrance. Tides meet Dawho River about 2 miles from the South Edisto entrance. From North Edisto River enter the Dawho River, passing White Point at a distance of 150 yards, and steer to pass beacon No. 1 (northwestward of and close to a little marshy islet) at a distance of at least 75 yards on the port hand. Pass beacon No. 2 at a distance of 75 yards on the starboard hand, and haul up slowly to round beacon No. 4 at a distance of 75 yards on the starboard hand, and then steer to pass beacon No. 6 at a distance of 50 to 75 yards on the same side. When beacon No. 6 is abeam, haul sharply westward to pass beacon No. 3 at a distance of 50 yards on the port hand and hold this direction for 500 yards beyond No. 3, passing a shoal on the starboard hand, sometimes marked by a beacon, and a shoal opposite on the port hand. From the last position come slowly to about a northwest course and follow the marshes on the starboard hand (northeast) at a distance of 100 yards off until up to the first bend; then steer mid-channel courses and, at the bends, favor the outside shore. At North Creek, about 5 miles above the last beacon, take the starboard-hand passage; and at the cut-off, 1M miles farther up 38 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. stream, avoid turning too soon into the new passage, as a shoal makes well off the point on the northern side of the passage. Entering South Edisto River, turn downstream (southward), keeping close to the left bank until abreast of the western end of a little mid-channel island; then bring a low bushy tree on the right bank to bear 244° true (SW by W % W mag.) and steer for it, crossing over to the right bank through a narrow channel, 6 feet deep at low water, between mid-river shoals. Keep close to the right bank as far as the bend; then favor the left bank nearly to the next bend, the right bank around this and the next bend, and the left bank at the bend below; then work over slowly to the right bank and follow it closely nearly to the next bend. Cross over to the left bank at an old house and some outbuildings and favor this side for a distance of 1 mile; then cross to the right bank and follow it to the canal. This canal cuts through the narrowest part of Fenwick Island, affording passage from South Edisto River to Ashepoo River. It is about 700 yards long, 60 feet wide, and 8 to 1 1 feet deep ; its high, reddish slopes are visible from a distance of half a mile or more in both rivers. After passing through the canal into Ashepoo River, turn southward down this river, keeping about a mid-channel course to red buoy No. 2 in the mouth. Pass this buoy on the port hand and black buoy No. 1 (farther down) on the starboard hand; and haul down to round, at a distance of 300 yards on the starboard hand, a small black and white horizontally striped beacon in St. Helena Sound. The distance from the canal to this beacon is 4*^ miles. St. Helena Sound to Port Royal Sound, 31J^ miles. — There are two inside routes between St. Helena Sound and Port Royal Sound; one by way of Coosaw River, Brickyard Creek, and Beaufort River, past Beaufort and Port Royal; and the other by way of Harbor River, Story River, and Station Creek. The distance by the former, or inland route, is about 31 3^ miles, and the least depth at low tide is 7 feet, while the distance by the latter, or coast route, is about 26 miles, and the least depth about 4 feet. The former is decidedly easier for a stranger, but the latter route can be used by drafts of 3 or 4 feet and, at high water, may be shortened 3 to 4 miles by crossing a shoal in St. Helena Sound. Inland Route. — After rounding the beacon referred to above, stand up Coosaw River 13 miles to Brickyard Creek, being guided by the buoys, and leaving black buoys on the port hand and red buoys on the starboard. The buoys are located as follows: Black buoy No. 5 on the edge of Pelican Bank, % mile westward of the beacon, red buoy No. 4 on the edge of the same shoal as the beacon and west-northwest from it, black buoy No. 7 on shoal northeast- ward of Morgan Island, red and black striped buoy at the mouth of.Combahee River, and red and black striped buoy at mouth of Bull River (both on starboard hand) , red buoy No. 2 in mouth of Parrots Creek, black buoy No. 1 at next bend in Coosaw River, black buoy No. 3 and red buoy No. 2 near the west bank below the next bend, red buoy No. 4 at this bend, black buoy No. 5 and red buoy No. 6 half way from the last bend to Brickyard Creek, and red and black striped buoy marking the entrance to the creek. The entrance to Brickyard Creek is between marshy shores, but the marsh on the southern side is narrow and terminates just inside the creek in a red, eroded bank leading up to somewhat higher ground; this eroded bank is visible from the Coosaw River at the entrance buoy. From the entrance buoy steer to pass the marsh on the port hand at a distance of 75 yards, and follow this shore, at about this distance, around the eroded point and nearly to the head of the bight south of it, keeping off about twice that distance when opposite the creek at the head. Then steer about mid-channel courses through the creek, following in general the curves of the port- hand shore (eastern) . West of the eroded bank, on the other side of the creek, is a high wooded point fringed by a narrow belt of marsh land; a prominent white house stands among the trees. At Mulligans Creek, 1 mile southward of this point and on the same side of Brickyard Creek, there is a short stretch of dry land along the creek bank and several shacks and a couple of palmettos close to the bank. Otherwise the western shore of the creek is marshy. The eastern side is higher land, especially at the points, and presents a more definite shore line. The eastern side, at the entrance from Beaufort River, is high, sparsely wooded land, on which IKSIDE BOUTE PILOT, NEW YORK TO KEY WEST. 39 there is a white house seen readily from down river. The distance through Brickyard Creek is 3% miles. Tides meet about midway through the creek. Leaving Brickyard Creek at Beaufort River, turn eastward down river, favoring the right bank and passing southward of a wrecked river boat, stranded on a shoal in mid-channel. At the next bend cross over to the left bank and follow it down to the point of marsh; then run down to the point of marsh on the other side, from there working over to the marshes southeast of the city of Beaufort. Hold to this side of the river (southeast) until the wharves bear north, when they may be approached. Beaufort, S. C, is on a point of land stretching out from the right bank of Beaufort River, 10 miles above its mouth and 3 miles below Brickyard Creek. It is on the Charleston & Western Carolina Railroad, and has steamboat connections with Savannah, Ga., and with the United States naval station near the mouth of this river. The wharves are at the southern extremity of the point on which the city is located, and are at the only part of the point that may be approached by a vessel of any draft; depths of 14 to 16 feet are found at the wharves. Fresh water, coal, and gasoline can be had at the wharves. Provisions and some other ship stores are obtainable here. There is fair anchorage in the stream off the wharves. Leaving Beaufort, favor the left bank until red buoy No. 10 is picked up; pass it on the port hand and hold down along the right bank nearly to black buoy No. 13; pass it on the starboard hand and continue down about in mid river to black buoy No. 11 at the mouth of Battery Creek. Port Royal, on the left bank of Battery Creek, 1 mile above buoy No. 11, is the terminus of the Charleston & Western Carolina Railroad. It has a large wharf, at which coal can be obtained. United States Weather Bureau storm-warning signals are displayed from a tower here, visible from the river. From buoy No. 11 continue down river, past red buoy No. 6 on the port hand, black buoys Nos. 9 and 7 on the starboard hand, to black and red striped buoy on the end of Paris Island Spit, in Port Royal Sound, at the mouth of Beaufort River. Coast Route. — From a position 700 yards northeastward of the black and white beacon in St. Helena Sound, at low tide steer 146° true (SE by S mag.) for 2%, miles to cross Pelican Bank in 6 feet of water; then steer 224° true (SW mag.) for 500 yards to clear the shoal, and steer 298° true (NW byW^W mag.) for 2 miles. Egg Bank, a sand pile awash at high tide, will then be seen about % mile southwestward of this position. Haul westward and south- westward to round the western end of Egg Bank at a distance of about 150 yards. The above courses may be modified considerably, depending upon the draft of the boat, the stage of the tide, and condition of the sea on the bank; at high tide 4 or 5 feet can be taken across Pelican Bank on a course about 213° true (SW by S mag.) from the beacon. Pelican Bank is a narrow ridge of sand extending 118° true (SE by E y 2 E mag.) from Morgan Island, through St. Helena Sound, to the ocean; at low tide it is dry for a distance of 3% miles from the island, and covered to a depth of 6 feet at 1 mile farther out. In crossing this bank one should go very slowly and sound continuously, as depths decrease very rapidly after the edge of the bank is reached. The passage through the shoals west to south of Egg Bank is marked by iron rods, the first of which is left on the starboard hand and all others on the port, westward bound. The passage is very narrow and should be navigated cautiously by a stranger. At the last iron rod on the shoals, steer about 219° true (SW }4 S mag.) into Harbor River, and keep about in mid-channel to the first bend. Keep close to the north bank at the bend and until the river opens into a wide, shallow lagoon; and then cross this lagoon in a general southwest direction to an opening in the marsh west of a wide bight extending southward, passing eastward of a line of small islets that stretch across the mouth of this bight. The chan- nel across the lagoon is narrow and somewhat crooked, and must be navigated cautiously, especially at high tide. Having crossed the lagoon to the opening, turn south-southeastward into a narrow passage, on the eastern side of which, % mile distant, there is a small but prom- 40 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. inent hammock of palms and other trees. Follow this passage 1J^ miles to Fripps Inlet, which opens straight to seaward, and then turn to westward into Story River. The channel through Story River is easily followed ; it holds straight through past several sloughs on the northern side. The mouth of the river at Trenchards Inlet is obstructed by a sand bar, over which there is 4}^ feet at low tide. When down to the mouth of Story River hold straight out, about 247° true (WSW mag.), across the bar and over to the western shore. Follow this shore northward to the point and then westward into Station Creek. Steer a mid-channel course to the first bend in Station Creek, leaving a creek of nearly the same width on the starboard hand, and then follow the trend of the southern bank until the creek turns southward. Then keep close to the islets on the western side of the creek for a distance of 1 mile, until the creek turns westward. After making this turn (westward) keep close to the south bank, to avoid a mid-stream shoal (dry at low tide), and follow the trend of this shore around the next bend, passing eastward of an islet south of the bend. After rounding the next bend, below the islet, keep close to the northern shore, to avoid a shoal, and when the stream turns southward again, keep close to the east shore, for the same reason. Past the latter shoal the channel is easily followed. At the mouth of Station Creek, hold down southward along the shore south of the creek, at a distance of about 200 yards off, until Horse Island Creek opens, bearing about 101° true (E by S mag.) ; then haul out into Port Royal Sound. A shoal, partly dry at low tide, extends southwesterly from the shore north of Station Creek, and half way between the creeks there is a depth of but 3 feet on it at low tide; the channel is eastward of this shoal and is good for about 8 feet. On the shore, north of and close to the mouth of Station Creek, are four tall trees, three of them palms, standing in a row. Port Royal Sound to Savannah, Ga., 32 miles. — From Paris Island Spit buoy (red and black striped), steer 270° true (W mag.) for red buoy No. 2, and, leaving it to starboard, steer for the white beacon (white light) north of the entrance to Skull Creek. When about 300 yards from the beacon, haul in for the creek, and, passing Bobbs Island on the port hand at a distance of 150 yards, follow the marsh on the starboard hand at a distance of 75 to 100 yards until beacon No. 1 opens. Then be guided by the beacons (five in all) , leaving the black (odd numbers) on the port hand and the one red (No. 2) on the starboard hand. After leaving the fifth beacon (No. 7), hold over for the cannery on the north end of Jenkins Island, and favor this side until around the bend. The western entrance to Skull Creek is between a dry, wooded point (palmetto trees) on the northern side and small, marshy islets on the southern side; south of the marsh, on Jenkins Island, is a wooded bluff, on which there is an old house that can be seen from Calibogue Sound. From Skull Creek steer southward down Calibogue Sound, leaving red buoy No. 2, westward of Jenkins Island, on the port hand, and then following mid-channel courses for 5 miles to Cooper River, on the west side of the sound. There are two lighted beacons, the northern one on a building, south of the mouth of Cooper River. Enter Cooper River favoring the south bank; cross over to the north bank at Bulls Creek (the second creek on that side) ; and return to the south bank at the western end of the marsh on that side. Then follow mid-channel courses to Ramshorn Creek, the first opening in the southern bank, where the river bends from a westerly to a northeasterly direction. The channel through Ramshorn Creek is unmistakable, and is good for about 6 feet at low tide; tides meet north of Pine Island, a wooded hammock on the west side, and run with considerable strength each way. Leaving Ramshorn Creek, continue southward down New River, past a cannery and several wharves, % rnile below on the left bank, and a broad creek farther down on the same side, to the first opening in the right bank, 2J4 miles below Ramshorn. A narrow passage, about % mile long, runs straight through from there to Wrights River. Take this passage to Wrights River, and follow up the northern bank (starboard) of this river nearly % mile to Mud River entrance, on the other side. No directions for Mud River are necessary until nearly through INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 41 to the western entrance. It opens into Savannah River east of the end of a training wall and % mile westward from the upper of two range beacons on Jones Island. After turning the last bend and when the entrance to Savannah River opens, favor the eastern side of Mud River; and hold your course well into Savannah River, thus avoiding shallow water between the mouth of Mud River and the end of the training wall. From Mud River turn westward up Savannah River, favoring the southern side when ap- proaching the first beacon and for a distance of 1 % miles to an unlighted beacon in the water near the southern bank. Then keep about in mid-river for % mile to the next similar beacon near the same side, and then favor the northern bank for \\i miles to the second lighted beacon on that side and to buoy No. 13. Then favor the eastern side (Elba Island), passing eastward of buoy No. 12 and to a break in the training wall between Elba Island and the mainland. To go to the city of Savannah, continue westward %%, miles, following the trend of the southern bank and leaving all buoys on the starboard hand. Savannah, Ga., is on the right bank of the Savannah River, 14 miles above its mouth. It is an important shipping port, and has railroad connections with all parts of the country and connections by steamships with the principal ports of this coast. Quays extend along the entire river front of the city and for about a mile down river, below the city; in the left bank, opposite the city, are deep slips for cargo vessels. Vessels lying at the quays are exposed to the swash from shipping in the river, and, for this reason, and also because the quays are high above the river, small craft usually stop at Thunderbolt, unless loading stores. There is no anchorage near the city. Provisions and ship chandlery of all kinds, coal, gasoline, and fresh water can be had at the wharves. The facilities for making extensive repairs to hulls and machinery of vessels are good, and there are marine railways, the largest of which has a capacity of 1,500 tons. Storm-warning signals are displayed in the city and at Tybee lighthouse. The mean rise and fall of tides is 6.5 feet. High water occurs about 2 hours later and low water about 3 hours later than high and low waters at Tybee. The current at ebb tide is strong, especially after heavy rains. The river at the city is always fresh. Savannah River to Ossabaw Sound, 22% miles. — From the Savannah River, above Elba Island, enter South Channel, passing south of Elba Island, through an opening in the training wall, which extends partly across from the west end of this island to the mainland. Pass the white beacon (white light) north of the mainland, just inside the training wall, on the starboard hand and keep close to Elba Island for nearly a mile until on St. Augustine Creek range. Steer 167° true (S by E % E mag.) into St. Augustine Creek with the beacons of this range on line astern, and then steer mid-channel courses. There is a drawbridge a little over x /i mile from the entrance, and Yi mile beyond this bridge Thunderbolt River joins St. Augustine Creek. Turn westward here into Thunderbolt River and keep about in mid river, leaving one stream on the starboard hand after turning westward the second time, then a stream on each side and a small island on the port hand, all about 2 miles beyond the first stream. When approaching Thunderbolt, a village on the west bank, keep to the east side of the river until down nearly to the bend. Thunderbolt is a small village and pleasure resort on the west bank of Thunderbolt River, about 3 miles by highway from Savannah. The Savannah Yacht Club is here; and yachts and small craft usually stop here rather than at Savannah. There is good anchorage in the river, and small wharves along the right bank, at which there are depths of 3 to 4 feet at low tide. An electric-car line connects with Savannah; the running time is about 30 minutes. Gasoline, fresh water, and some provisions can be obtained here. There are boat-building and repair shops, and marine railways of about 40 tons capacity. Leaving Thunderbolt favor the southern bank to Herb River, 1 mile down stream; then cross over to the northern bank, and work back to mid-stream y 2 mile below. Two miles below Thunderbolt, SWdaway River enters Wilmington River from southeastward, and from here there are two routes to Vernon River. The shorter, deeper, and easier passage is by way of Skidaway River and Narrows; and it is the only one recommended to a stranger. 42 INSIDE KOUTE PILOT, NEW YOBK TO KEY WEST. Enter Skidaway River favoring the east bank, but hold about to mid-channel after the first y% mile. From the second bend, where a creek enters the northern side, to the third bend, follow the eastern bank, and then the northern bank to Isle of Hope, a small pleasure resort on this bank. Rounding the bend at Isle of Hope, follow closely the eastern bank until on the first range for entering the dredged channel to Skidaway Narrows ; the entrance to the nar- rows is around the wooded point at the termination of the eastern bank of Skidaway River, and the beacons for the first range are on the opposite bank, west of the point. This channel is 75 yards wide and 6 feet deep at mean low tide, and is marked by 10 ranges. Each front beacon is a single pile on which is a white, slatted, diamond-shaped target, with the range number in black. Each rear beacon is a tripod and white, circular, slatted target, with the range number in black. Bring corresponding numbers in line and hold these beacons on until another set of ranges close; then steer by that range. After leaving the last range, continue downstream past Back River, on the starboard hand, passing close to the island in the mouth of Back River, and follow mid-channel courses down Burnside River past a small settlement of new houses on the right bank. Enter Vernon River, around the next bend below these houses, and follow the east bank to the mouth of Little Ogeechee River; then cross over toward the west bank below Little Ogee- chee. A passage will then be seen between Little Don Island and the marshes west of it; local boats of 4 feet draft use this passage at half tide. Follow the eastern shore of Little Don Island at a distance of 150 yards — there is shallow water farther offshore, between this channel and the main river channel — until down to Hell Gate, the passage south of Little Don Island and between it and Raccoon Key. Enter Hell Gate favoring Raccoon Key, and, when through Hell Gate, continue southward along the shore of Raccoon Key until that shore turns sharply southeast- ward and the deep water of Ogeechee River is reached. The distance from Savannah River to Ogeechee River by this route is about 22% miles, and the least depth in the channel at low tide is 6 feet. Another route between Wilmington River and Vernon River. — Since the improve- ment of Skidaway Narrows most vessels follow the route given above: but the older route via Parsons Cut is still used to some extent, although the channel has shoaled to a depth of less than 3 feet at low tide and is difficult, especially for a long boat. Directions for this route. — Pass the mouth of Skidaway River and continue down Wilmington River, favoring the left bank to the bend and then the right bank until down to a narrow passage on the starboard hand, about 5 miles below Skidaway River and nearly to the mouth of Wi lmin gton River. Take this passage through to Romerly Marsh Creek and, on leaving the passage, hold 135° true (SE mag.) to the middle of the creek and past the mouth of a creek on the opposite side of the former. Enter the latter creek when a 236° true (SW by W mag.) course will lead fair into the creek, and follow its bends for 1 % miles to Parsons Cut, a canal about 50 feet wide running due south. There is an oyster cannery on the west bank of the canal, to which a depth of 3^ feet can be carried at low tide. A little below this cannery the canal enters Wassaw Creek, where there is a sharp bend eastward and a narrow, difficult channel for the next mile. Through there a depth of but 2% feet at low tide can be carried in a channel about 20 feet wide, between shoals dry at that stage of the tide. One mile below Parsons Cut the channel deepens and is easily followed to the mouth of Wassaw Creek. Leaving Wassaw Creek, turn northward up Odingsell River to Romerly Marshes, thence westward around the bend into Adams Creek, and down this creek to Vernon River. From the mouth of Adams Creek steer 248° true (WSW mag.) across the river to Raccoon Island, and when 200 yards distant from this island turn westward for the passage between this island and Little Don Island (Hell Gate), keeping 200 yards off Raccoon Island shore. At this place the two routes from Wilmington River meet. See direc- tions on page — for Hell Gate. The distance from Savannah River to Ogeechee River by this route is about 28K miles. INSIDE KOTJTE PILOT, NEW YORK TO KEY WEST. 43 Romerly Marshes. — The old passage through Romerly Marshes, which was used before either of those described above, is practically closed to navigation now, only very shallow draft boats being able to get through at any stage of the tide. Ossabaw Sound to St. Catherines Sound, 13 J^ miles. — From Raccoon Key, in Ossa- baw Sound, turn westward and northwestward up Ogeechee River, giving the north bank a berth of 300 yards until nearly up to Middle Marsh, two small islands in mid-river. Then follow closely the north bank to a prominent clump of palmettos, passing northward of Middle Marsh. Steer about west-southwest into Florida Passage, favoring a little the western side in entering, and then keep about in midstream for 2 miles to Bear River. Two beacons on the south bank of Bear River form a range for leaving Florida Passage by. If these beacons are down or can not be made out when nearly to the end of Florida Passage, hold over for the east bank until 100 yards distant and steer south across Bear River to within 100 yards of the south bank. Then turn westward and follow the south bank at a distance of 100 yards to the next bend. Below this bend follow the path of ebb current for 4J^ miles, until the river opens into St. Catherines Sound, and then steer 144° true (SE % S mag.) with the wooded point of Ossabaw Island a little on the port bow. Hold this course to the point, and then cross the mouth of the sound close to the red and black buoy, which is about midway between the wooded shores at the entrance from the sea. The distance from the mouth of the Ogeechee River at Ossabaw Sound to this buoy is about 13 Yi miles. St. Catherines Sound to Sapelo Sound, 12J^ miles. — Cross the middle ground close to the red and black buoy, and follow the wooded shore of St. Catherines Island into Walburg Creek, avoiding the shoal on the west side of the creek mouth. Favor the eastern bank (St. Catherines Island) until around the first bend, then the north bank to the next bend, then the south bank past a creek on the opposite side. West of here Walburg Creek widens and the channel is close to the north bank. Leaving Walburg Creek at North Newport River, turn southward along the eastern bank of the river and enter Johnsons Creek, y^ mile southward of the former creek and on the same side of the river. Just inside the mouth of Johnsons Creek is another creek leading south. Pass this creek on the starboard hand, and hold about to midstream down Johnsons Creek, past a creek on the port hand, 1% miles from the entrance, two on the starboard hand, a little farther down, and a second on the port hand, just before coming to an oyster cannery. This cannery is on a small slough that makes in from the eastern side of Johnsons Creek and is conspicuous from Johnsons Creek and from South Newport River below the southern entrance to the creek. At each of these creeks keep over to the opposite bank, to avoid shoals at the mouths of the creeks, and keep close to the western bank when abreast the cannery, to avoid a shoal just north of the slough leading to the cannery. Below the cannery the best water is along the eastern bank. The northern side of the southern entrance to Johnsons Creek is a white shell beach, off which shallow water extends more than half the width of the mouth. On leaving Johnsons Creek hold to the eastern shore until well into South Newport River; then steer southward for the red and black buoy in Sapelo Sound. The distance from the buoy in St. Catherines Sound to this buoy is about 12 y 2 miles. Sapelo Sound to Doboy Sound, 12 miles.— From the red and black buoy in the mouth of South Newport River, steer for the quarantine station (a structure on piles northward of Sapelo Island), and, when M mile from it, haul westward for the mouth of Mud River, leaving black can buoy No. 3 on the port hand and a red and black buoy on the starboard hand. From the latter buoy steer 226° true (SW mag.) to leave red nun buoy No. 2 close-to on the starboard hand, and then steer by the ranges through the dredged channel in Mud River to New Teakettle Creek. These ranges are marked by pairs of red, white, or black targets on piles, with the number of the range on the targets. Corresponding numbers and shapes are brought mto line and held thus until the beacons bearing the next consecutive number close, when the next range is followed. The first range beacons stand on a shoal, well clear of the banks, and are seen plainly from buoy No. 2. The other beacons are on the western side of the river; numbers 44 INSIDE EOUTE PILOT, NEW YOKK TO KEY WEST. 2 and 5 are front ranges, going south, and numbers 3 and 4 and 6 are rear ranges. Hold to range No. 6 until into New Teakettle Creek, and then keep about in mid-channel down this creek to Old Teakettle Creek, passing two creeks on the port hand and one on the starboard, all of about the same width as New Teakettle. In Old Teakettle Creek, which is broader than the one just left, hold southward along the east bank to Doboy Sound, and, when the sound opens, steer for red buoy No. 8, southward of the creek mouth. The distance from the buoy in the mouth of South Newport River to this buoy is about 12 miles. A new route, via Sapelo and Front Rivers, Creighton Narrows, and Old Teakettle Creek, will be open for navigation probably within the next two years, after which the route described above will be abandoned. Doboy Sound to Altamaha Sound, &% miles. — Leave red buoy No. 8 (referred to above), which marks a shoal on the western side of the mouth of North River, on the starboard hand and enter North River, favoring the western side until abreast the north end of Doboy Island. Then favor the shore of Doboy Island, and pass close to the south end of this island. Doboy Island is wooded, and there are several ruined buildings on its southwestern end. Leaving North River at the southwestern end of Doboy Island, cross Back River on a 181° true (S mag.) course to the eastern bank and follow closely this bank southward, passing Darien and Rock- dedundy Rivers on the starboard hand. At South River, which runs eastward to Doboy Sound, follow the western bank southward into Little Mud River, keeping well over to westward, to avoid a shoal at the entrance to South River. Then, when well into Little Mud River, keep close to its eastern bank and follow this bank down to beacon No. 2 in Altamaha Sound. The distance from the buoy in Doboy Sound to this beacon is 6}4 miles. Altamaha Sound to St. Simon Sound, 19 miles. — From beacon No. 2 cross the sound to beacon No. 1, 240° true (SW by W 34 T^mag.) from the former, on the western side of a small island; but, in crossing here, it is necessary to hold, first eastward of this direction, to avoid a shoal off the mouth of Little Mud River, and then westward of beacon No. 1, to avoid the shoal north of the island on which is beacon No. 1. Pass close to beacon No. 1 and the west shore of that island; then along the south shore of the sound, westward to beacon No. 4. From beacon No. 4, circle northward of a little islet, passing close to beacon No. 4 and the north shore of Butter- milk Sound. Follow the northwestern shore of Buttermilk Sound to beacon No. 6, and then cross diagonally over to the eastern shore, at the point where that shore bends sharply south- eastward. Pass this point close-to and then follow the direction of the eastern shore. Two creeks, close together, are passed on the port hand and one broad opening, farther south, on the starboard hand. The passage then narrows, and Frederica River is entered. On the east bank of Frederica River, 3 miles below the first bend where the river narrows, is the remains of an old fort, built by Oglethorpe in 1735. Keep about in mid-river until down to the second bend below the fort, where the river turns from a west to a southeast direction, 50 to 75 yards from the east bank around this bend and until 500 yards below the bend, and then in mid-river again to a broad opening into Mackays River. Here there are two routes to the city of Brunswick and to Jekyl Creek, the continuation of the inside route south of St. Simon Sound. One route is across St. Simon Sound, where rough water may be encountered during strong winds; while the other route is almost entirely through protected waters. The former is somewhat easier for a stranger and is nearly 3 miles shorter to Jekyl Creek, although it is nearly 2 miles longer to Brunswick. To go to St. Simon Sound, turn eastward at Mackays River and continue down Frederica River, favoring, first the southern bank at the turn, and then the eastern bank at the bend and until red buoy No. 4 is reached. Leave this buoy on the port hand, black buoy No. 1, on the starboard hand, and then steer across St. Simon Sound to red buoy No. 16, in the mouth of Brunswick River. Directions to Brunswick and Jekyl Creek via Clubbs and Plantation Creeks. — From Frederica River at the opening into Mackays River, steer for a prominent ballast pile in INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 45 Mackays River, about south-southwest. Favor the eastern bank to the first point, and then the western bank to the mouth of the river. Give the point between Mackays and Back Rivers a berth of about 34 mue an d t urn westward into Back River. Enter Clubbs Creek, the first bold creek on the southern side of Back River, about 3^ mile from the mouth, and keep in the middle of this creek for about 500 yards to a canal through the eastern bank. Pass through the canal into Plantation Creek, and, turning southward, keep about in the middle of this creek. When the creek forks, take the southern fork (left hand) to a canal through its western bank. Leaving this canal, turn southward through a short section of the western fork to Brunswick River. The above route is good for 7 feet at mean low tide, and the least width is 50 feet in the canal. To go to Brunswick, turn westward and then northwestward into Brunswick Harbor. To go to Jekyl Creek, turn slowly southward until on Colonels Island range, marked by two beacons on the south bank of Brunswick River, westward of the city, and steer 110° true (ESE 34 E mag.) on this range until on Jekyl Creek Jetty range, the easternmost beacons in the southern part of the river. The distance from beacon No. 2 in Altamaha Sound to buoy No. 16 is about 19 miles. Brunswick, Ga., is on the north banks of Brunswick River and Academy Creek, 7 34 miles above St. Simon lighthouse and 33^ miles off the track of the inside route via St. Simon Sound. It is an important shipping port, and has railroad connections with the interior and seacoast cities and steamship connections with coast cities; river steamers connect with Fernandina and Darien. There are extensive wharves, suitable for vessels of all sizes ; and coal, water, and gasoline can be taken easily at the wharves. Supplies and ship chandlery can be had here. There is one shipyard at which repairs to hulls and machinery can be made. It has one marine railway of about 300 tons capacity and a small railway for launches. Storm-warning signals are displayed from a tower in the city. Directions to Brunswick from St. Simon Sound. — Leaving red buoy No. 16, in the mouth of Brunswick River, on the starboard hand, steer 226° true (SW mag.) on the Jekyl Island range, marked by two white beacons (white lights) on the southern side of the river. Leave red buoy No. 18 on the starboard hand, and haul slowly westward to pass red buoy No. 20 on the star- board hand and bring the red lights of the Colonels Island range in line. Steer 290° true (WNW 34 W mag.) on this range until the red lights of Brunswick Harbor range are in line, bearing 344° true (N by W 3^ W mag.) ; then follow this course into Brunswick Harbor. St. Simon Sound to St. Andrew Sound, 8% miles.— Leave red buoy No. 16, in the mouth of Brunswick River, on the starboard hand and steer 215° true (SW by S mag.) for red buoy No. 2, keeping 400 yards off the eastern shore until on the Jekyl Creek Jetty range. This range consists of two beacons on the western side of Jekyl Creek, as follows: Front beacon, a red light over a square red target, and rear beacon, a white light over a square black target. It marks the center line of a dredged cut in Jekyl Creek, along the western side of which cut there is a rock jetty, extending to a cluster of piles and, under water, to buoy No. 2. The dredged channel in Jekyl Creek is marked by three sets of range beacons on the eastern bank, as follows: The first is a rear range, bound south, of two piles with triangular red targets, numbered 3; the second is a front range of triangular white targets, numbered 2; and the third is a rear range of square black targets, numbered 1. Leave the buoy and piles, at the end of the jetty, on the starboard hand and steer the first range into Jekyl Creek; then keep to mid- channel until the first rear range beacons, No. 3, are in fine. Hold this range until the forward range beacons, No. 2, are in line; then steer for them until the next rear range beacons, No. 1, are in line. Hold the last range to the middle of the creek, and then work slowly to the eastern bank and foUow close to this bank to Jekyl Sound. Then, after entering Jeykl Sound, follow the eastern shore, at a distance of 250 to 300 yards, to St. Andrews Sound; and cross the mouth of this sound to the wooded north end of Little Cumberland Island, on which is a lighthouse, passing on the starboard hand the black and red beacon (white light) in the mouth of the sound. 46 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. The distance from buoy No. 16 in St. Simon Sound to St. Andrews Sound beacon is about %% miles. St. Andrews Sound to Cumberland Sound, 20K miles. — When nearly down to "the north end of Little Cumberland Island and lighthouse steer 207° true (SSW % W mag.) into Cumberland River, passing the west side of Little Cumberland Island at a distance of 300 yards and the east end of the marsh on the other side of the river at about the same distance. When the point on the west side of the river is abeam, distant 300 yards, steer 215° true (SW by S mag.), heading for a marshy point between two rivers and so as to pass the east bank, northward of this point, at a distance of 200 yards. When nearly 34 mile from the point, steer to enter the western river (Cumberland), favoring the southern side. Favor closely the northern side after the first J^ mile and until well past a creek on that side; then keep off, nearly 300 yards, until the west bank bends westward. Follow closely the western bank around the next bend and to a small stream on that side, south of a sharp turn in the other bank. From there favor closely the northern bank until nearly to a wider stream on the southern side. Keep close to the southern bank at this creeek and until the river opens southeastward. Three range beacons will then be seen on the eastern side, south of the opening into Brickhill River. Follow close to the eastern shore until the first range closes; it is marked by two tri- angular, red targets, numbered 2. Keep this range until 200 feet from the shore; then follow the shore at this distance, passing close to a little islet on the port hand. When the second range, marked by two square, white targets, numbered 1, closes (the center beacon is common to both ranges), hold it so and cross over for the marsh on the western side. Pass this marsh at a distance of 150 yards and haul slowly southward until a 175° true (S % E mag.) course will clear the east bank 150 yards. Steer this course for 3J^ miles, passing a long island on the port hand at a distance of 100 to 150 yards, and heading for the north end of a small island. When 34 mile from the latter island, steer to leave it 150 yards to port, steer, 183° true (S J^ W mag.) until % mile south of the island, and then haul slowly westward to the red and black horizontally striped buoy in Cumberland Sound. The distance from St. Andrews Sound beacon to this buoy is 20 H miles. Fernandina, Pla., is on the right bank of Amelia River, 2 miles southward from the red and black buoy in Cumberland Sound. It is a shipping port for lumber and naval stores and is connected by steamboat with Brunswick and St. Marys. One railroad enters the city. The wharves extend for about a mile along the river bank and have deep water up to them. Coal, fresh water, and gasoline can be had at the wharves; gasoline is received from tank wagons. Provisions and some ship supplies can be had here. There are no facilities for making repairs to vessels. Storm-warning signals are displayed from a tower in *the post-office yard and are visible from the river. CUMBERLAND SOUND TO ST. JOHNS RIVER. The inside passage between Fernandina and St. Johns River is, in places, shallow and difficult to follow. The channel, at the worst places, is marked by stakes and range beacons; but these are insufficient in number to guide a stranger past all difficulties. Through Sister Creek, the shallowest section of this passage, a draft of 3 feet can be carried at mean low tide; but the channel here is very narrow and crooked. A stranger should attempt this passage only on a rising tide and preferably on the first of the flood, as the channel is easier traced then. The bottom is soft except at a few oyster beds. The average rise and fall of tides is from 3 to 6 feet, depending upon the place. With favorable weather and sea, better progress can be made by going outside from Cumberland Sound to St. Johns River, a distance of about 25 miles. Directions for the Inside Route, 28 miles. — From the red and black buoy in Cumber- land Sound, enter Amelia River, southward of the buoy, and follow the eastern bank past the city of Fernandina. Then haul westward, keeping about in mid-river, and round the bend to southward. Pass one creek on the port hand, one on the starboard, and enter Kingsleys INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 47 Creek, the second creek on the port hand. A railroad bridge and, 300 yards or so south of it, a highway bridge, cross Kingsleys Creek; both have draw openings of sufficient width for any craft able to take this passage. Kingsleys Creek enters South Amelia Kiver ]4 m il e below the highway bridge; and from here southward for 2 miles a narrow channel winds between shoals and marsh islets, covered at high tide. Entering South Amelia River from Kingsleys Creek, look for channel stakes, as these, at high water, are the only guides to the channel, and leave them on the side indicated by the pointers. When the creek opens into the broad expanse of submerged (at high tide) flats, unless the channel can be made out with certainty, go very slowly, sounding carefully, and take about the following general directions: Southwest for 150 yards; then south 400 yards, along the east side of an islet; then southwest 300 yards; then west-southwest 600 yards to the west bank; then southward, close to this bank, to an opening; then southeast 500 yards; then east-southeast 700 yards; then southeast by south 600 yards; then south 300 yards; and then south-southwest to the west bank. The above are not exact courses, but rather, general directions that may serve to point out the channel; the real guides are the channel stakes, if in place, and the evidences of shallow water. Then follow closely the south bank to a small settlement on the east bank, and then the east bank past a small creek and until this bank turns from west to south. Cross over to the right bank here and follow it to the next bend, at which there is a stake. Favor the east bank below the bend and until nearly to the mouth of the river, and then the west bank to its end in Nassau Sound. A shoal extends M mile southeast from this point. When clear of this shoal, hold down the sound in mid-channel for a distance of 1 mile below the point. Then follow the western shore at a distance of 200 yards, watching out for the middle ground shoal on the port hand, and pass the entrance to Sawpit Creek, 1 l A miles below South Amelia River. Keep 500 yards off the shore south of the creek until that distance below the north side of the entrance, and then haul in close to the shore and follow it northwestward into Sawpit Creek. Keep about in mid-stream for nearly 3 miles up Sawpit Creek, and then look for two range beacons, each a white, square target with black circle in center, on the eastern bank. Hold these beacons in line until the next range, marked by similar beacons on the northern bank, is nearly closed; then haul southward for Gunnisons Cut and keep the latter beacons in line until through the cut and the creek bends eastward. Then hold to mid-stream for about 700 yards until two slatted beacons on the western bank are in line; then steer by this range, passing close to the marsh on the starboard hand. Below this range the best water is indicated by stakes with white pointers, which should be passed close-to. Keep about in mid-stream, except at these stakes, turning, first southwestward from the range, then eastward, and then southward, past an opening on the port hand, to a place where one passage runs southward and another eastward. Take the east passage and follow the trend of the western bank into Sister Creek, 1 mile below, at the junction with Fort George River and a smaller creek. Entering Sister Creek, favor the eastern side to the first bend, the northern side to the woods, and then keep about in mid-river to a creek on the west side, 1 mile below the woods. There is a stake on the bank just east of the entrance to this creek, and another on the opposite bank, a little downstream from the former. Pass close to the mouth of this stream and 25 feet from the bank at the first stake, and then steer for the second stake, 81° true (B^N mag) from the former, leaving a shoal on each side, and approaching the north bank within 25 feet Follow this bank to the next bend, and then the west bank, below the bend, at a distance of 20 feet, to a stake, passing west of a mid-channel shoal. Favor the western bank for 1 V 2 miles, past three openings in the opposite bank. Then keep about 10 feet from the west bank when passing two stakes 400 feet apart, nearly opposite a double opening m the east bank, and, at the second stake, cross to the south bank, crossing the second opening. Follow this bank, at a distance of 20 feet, around the bend, and then keep about in midstream for y 2 mile, past an opening in the south bank and around two bends. After rounding the last bend (where the creek trends southward again), some old buildings will be seen on the west bank; 48 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. just above them is the shallowest and most difficult place along this route. Favor the west bank until nearly abreast a small opening in this bank just north of the buildings; then keep close under the east bank until past this opening. Here oyster rocks extend nearly across from the west bank and are sometimes indicated by ripples; there is a strong current here at times. After passing this shoal haul sharply over to the west bank, to avoid a shoal on the east side, just below the former. Favor the west bank past the buildings and then cross over to the east bank, leaving the point here, at the entrance to a slough, at a distance of about 25 feet. Cross the mouth of this slough, steering so as to be 25 feet off the south bank of Sister Creek when about 300 yards from the point below. Follow this bank down, gradually increasing this distance to 100 feet at the point, and, rounding the point, hold southward 100 feet from the bank until on the range for entering St. Johns River. The beacons for this range are square, white targets with circular black centers, mounted on piles on the left bank of Sister Creek. When on this range, steer 181° true (S mag.) on it into St. Johns River. The distance from the red and black buoy in Cumberland Sound to St. Johns River, by the inside route, is about 28 miles. Directions for Going Outside, from Cumberland Sound to Mayport, on St. Johns River. — From the red and black buoy in Cumberland Sound, hold a little south until on Tiger Island range, two white towers (red lights) on the shoal westward of the buoy, and then steer 81° true (E % N mag.) on this range. When nearly down to red buoy No. 4, Fort Clinch range, two black towers (white lights) on the shore near Fort Clinch will close; and this range, 73° true (BNE % E mag.), will lead to the bell buoy, past three black buoys on the starboard hand, and red buoy No. 2, off the end of the north jetty. Continue out to the whistling buoy, % mile eastward of the bell and 4 miles from Fort Clinch, and then steer 178° true (S % E mag.) for 19 miles to St. Johns River entrance buoy No. 1 (black can). There are strong tidal currents in St. Johns River, which require special attention at the entrance between the jetties. With northeasterly winds there is a strong southerly set on the flood at the end of the north jetty, and the conditions here are often dangerous in heavy weather. Strangers should not attempt to enter at night. When 100 yards from buoy No. 1, off St. Johns River entrance, steer 276° true (W ^ N mag.), keeping the lights of the Wards Bank range (pyramidal structures, half black, half white) in line ahead, and pass about midway between the black buoys and the north jetty gas and bell buoy No. 2. When about % mile inside the end of the north jetty, steer 255° true (WSW y s W mag.), keeping the lights of the Crossover range, similar to the preceding range, and show to the left of St. Johns River lighthouse, in line ahead, and pass about 100 yards off the south jetty. Leave gas buoy No. 6 about 200 feet on the starboard hand and steer 289° true (WNW % W mag.), keeping the lights of the Fort George Island range (white structures) in line ahead. When about 250 yards from the north bank and past buoy No. 1, haul westward gradually and bring the lights of the Magic City range (white skeleton structures) in line astern on a 245° true (SW by W % W mag.) course. Leave buoy No. 4 about 100 yards on the starboard hand and bring the lights of the Pilot Town range (red daymarks) in line astern on a 202° true (S by W % W mag.) course until up with the railroad wharf at Mayport. Mayport, Fla., is on the south bank of St. Johns River, \y 2 miles below Sister Creek and near St. Johns River lighthouse. Storm-waming signals are displayed from a tower visible from the river. There is daily communication with Jacksonville by railroad and by river steamboat. Coal and fresh water can be obtained at the railroad wharf. Gasoline can be had in small quantities at the wharves. Small craft can find protected berths on the inshore side of the railroad wharf; mooring at the other wharves is forbidden. Jacksonville is on the north bank of St. Johns River, about 23 miles above the ends of the jetties. It has railroad connections with all parts of the country, and communications by steam vessels with Savannah, Charleston, Philadelphia, Baltimore, New York, and Boston, and with river landings. Extensive wharves extend along the north bank and are convenient INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 49 for large and small vessels. Coal, gasoline, and fresh water can be taken conveniently at the wharves. Provisions and ship chandlery, of all kinds, are obtainable. The facilities for making repairs to hulls and machinery are excellent, arid there are marine railways for hauling out large vessels. The mean rise and fall of 'the tides is about 1 foot ; and there are strong currents especially on ebb tide. Pilots for the inland waters can be had here and at Mayport. ST. JOHNS RIVER TO KEY BISCAYNTE BAY. From St. Johns River to Miami, on Key Biscayne Bay, there is a continuous inside water- way through canals and natural channels, in which the controlling depths vary from 3 to 7 feet; but power boats drawing 4 feet, and even a little over, are able, under favorable conditions, to drag through the very soft bottom at the shallowest places. These waters are nontidal, except in the vicinity of the inlets; but are affected to a con- siderable extent by strong northerly and southerly winds, which may alter the surface level as much as 2 feet in places. Some boats, to avoid the shallow water of Halifax Eiver, go out at St. Johns River or at St. Augustine Inlet and coast as far as Mosquito Inlet, below which the least depth inside is 4 feet. A stranger should have but little difficulty in taking through a draft up to 3 feet, except, perhaps, at a few shallow places ; but, for a greater draft, he should employ a pilot over parts of the route at least. Pilots for the whole distance can be had at Jack- sonville and Mayport, and local pilots at many other places along the route. Supplies, fresh water, and gasoline can be obtained at convenient distances, and repairs can be made at several places along the route; but coal is scarce between St. Augustine and Miami and can be had only by arrangement with the Florida East Coast Railroad. The inland waters are well marked by channel stakes as far south as Jupiter Inlet, but below there there are few Government marks until one gets to Miami. The usual type of channel stake is a palmetto pile with red or black pointer and number, but some are iron pipes with pointers painted but not numbered. Going south, the black boards and odd numbers are left to port and the red and even numbers to starboard. Except where otherwise stated hereafter, the stakes are passed close-to on the side indicated as above. Some of the red boards have changed, by weathering or otherwise, until they appear white. Besides the Government stakes described above, and south of Jupiter Inlet, where there are very few Government stakes, there are privately established marks, consisting of a pile or stake with a pointer indicating the best water. These boards may or may not be colored, but generally are white, regardless of the side of the channel which they mark. St. Johns to St. Augustine Inlet, 34 miles, least depth 5 %, feet. — The approach to the canal leading to the inside waterways south of St. Johns River is by way of Chicopit Bay, which is reached by passing inside of the training wall at Great Marsh Island, about south of Sister Creek. The front beacon of the lower Mile Point Cut range stands on the shore of Great Marsh Island, west of the end of this training wall. Pass between the training wall and Great Marsh Island and keep close to the training wall until opposite the east end of the little island southeast of Great Marsh Island; then cross to this island and follow closely its northern shore, heading westward. Round the western end of the little island and haul eastward to the entrance to the canal, about south of the center of the island. Distance from river, \y 2 miles. This canal extends southward, nearly parallel to the coast, for about 17 miles to Tolomato or North River; it is 50 feet wide on the bottom and at least 5% feet deep at mean low tide. Beginning in Chicopit Bay, near the mouth of the Pablo Creek, it follows, in general, the old creek bed for about 8 miles, but leaves the creek frequently to cut across wide bends in the old bed. A highway bridge crosses the canal about 3 miles below Chicopit Bay and a railroad bridge about 2^ miles farther down; both have draw openings of ample width. After leaving 1948°— 13 4 50 INSIDE BOUTE PILOT, NEW YOBK TO KEY WEST. the old creek bed, the canal cuts through high wooded ground for about* 7 miles and then for 2 miles through marsh, and extends in a series of long straight reaches connected by easy curves. The southern entrance is easily recognized by thy sand banks on each side. There are no channel stakes in the canal, and in the northern section, at the places where it crosses Pablo Creek, one may be in doubt as to which course to take; the only guide here is the evidence of dredging on the canal banks. Tidal currents amounting to 2 knots are encountered at the railroad bridge ; they set north with ebb tide. Tolomato or North River flows southward 14 miles from the canal mouth to St. Augus- tine Inlet, and varies in depth from 5J^ to 30 feet at low tide. The channel is sufficiently marked by stakes for a distance of 3J^ miles below the canal. From stake No. 16 (red), favor the right bank to a little islet on that side, 1 mile below No. 16; then keep close to the marsh on the port hand nearly to stake No. 9 (black). After rounding the bend below stake No. 15 (black), keep in midstream to the next bend below; keep close to the right bank through- out this bend; and then, when the river turns southward again, hold to the left bank for 1 mile. There is a red buoy (No. 2) at the mouth of the river, and there are stakes showing the channel to St. Augustine. St. Augustine Inlet is used to a considerable extent by yachts bound for St. Augustine; it is marked by St. Augustine lighthouse and a wireless telegraph station on the southern side of the entrance. The channel is marked by fourth-class buoys and by a second-class sea buoy, "St. A," which are shifted to conform to the best water - . Licensed pilots are stationed at the city of St. Augustine and will come out to a vessel in answer to a signal; but the usual practice is to telegraph ahead from the last port. The bar and channel are said to shift frequently and to be impassable during fresh easterly winds. In April, 1912, the depth on the bar at mean low tide was 5 feet. At that time the channel ran in 2.48° true (WSW. mag.) for the wireless telegraph pole farthest north of the lighthouse, past a red nun buoy, and there turned and followed the southern shoal into the inlet. The average rise and fall of tides is 4.5 feet; and high and low waters occur 8 and 19 minutes, respectively, before high and low at Charleston, S. C. St. Augustine is a popular winter resort for tourists and yachtsmen, and has several fine hotels, open during the winter season. A railroad connects with Jacksonville, and there are biweekly connections by steamboat through the inside waters; a power boat runs to Daytona three times a week during the tourist season. The channels to St. Augustine from the sea and through the inside waters are well marked by buoys and stakes and present no difficulties for a draft of 6 feet. There is good anchorage abreast of the city in the Matanzas River, both above and below the bridge, through which there is a wide draw. The wharves north of the bridge have depths of about 10 feet across the ends, and most of them are piped for fresh water. The first wharf south of the bridge, a recreation pier, has a depth of 7 feet at its end; but the wharves south of it are in shallow water. Provisions, some yacht supplies, coal, gasoline, and fresh water can be had here. There are facilities for making minor repairs to hulls and machinery, and ways for hauling out craft of about 10 tons. Storm-warning signals are displayed from a tower at Fort Marion. San Sebastian River flows past the west side of the city of St. Augustine and empties into Matanzas River \Yi miles south of the bridge. It is navigable for a draft of 7 feet as far as the highway bridge. Supplies may be taken at a wharf on this river, on the west side of the city. St. Augustine Inlet to Mosquito Inlet, 57 miles, least depth 3 feet. — Matanzas River trends southward from its junction with Tolomato River at St. Augustine Inlet, past the city of St. Augustine, for about 15 miles to Matanzas Inlet. The channel through the broader section of the river is very narrow and winds between shoals; but it is well marked by stakes and requires noldirections. Matanzas Inlet has a least depth of 5 feet on the bar at mean low tide; but the channel in the mouth of the inlet is obstructed by a ledge of rock? over which the depths vary from 2 to 9 feet. Strangers should not attempt to use this inlet. 51 A canal runs southward from Matanzas Inlet for 21^ miles to Halifax River and parallels, in general, the coast line. It varies in width from 60 to 100 feet at the water level, and is comparatively straight, except near the lower end. Where it traverses broader waters, the canal limits are shown clearly by spoil banks, often above the water level. A highway draw- bridge crosses the canal 1)4 miles north of Halifax River; it is not tended, and boatmen must open and close it themselves. Tidal currents are experienced for a distance of about 6 miles south of Matanzas Inlet, and below there a current usually sets southward regardless of the tide; it has a strength of about 1 knot. The least depth from St. Augustine to Halifax River is 5 feet, but the depth in the canal is affected to a considerable extent by strong northerly and southerly winds. Directions. — From, the old fort on the western bank of Matanzas River, near Matanzas Inlet, keep close to the eastern shore nearly down to the inlet, and then cross over to the beacon in the southwest corner of the inlet. Leave this beacon 50 feet on the starboard hand and haul southwestward into the canal, taking care to avoid getting into the old channel which runs south. No further instructions are necessary until one gets to Halifax River; the lower part of Halifax Creek is marked by white pointers on the side of the best water. Halifax River for 5 miles northward of Mosquito Inlet, into which it empties, is a narrow stream, winding through marshes; but northward of there for 15 miles it is a shallow lagoon, about }4 mile wide, separated from the ocean by a strip of wooded beach from J4 to y% mile wide. A draft of 5 feet can be taken up to Daytona, about 10 miles above the inlet. The channel depth in the northern part of the river, for a distance of about 3 miles southward from Halifax Creek and Canal, varies from 3 to 4 feet ; but the bottom to a depth of 6 feet is very soft mud, through which a power boat of 4 % feet draft can drag. Six drawbridges cross the river. The mean rise and fall of the tides at the inlet is 2.3 feet and at Daytona about 0.7 foot; but river tides are influenced to a considerable extent by strong northerly and southerly winds. Directions for Halifax River. — On leaving Halifax Creek, follow the line of piles for 3 }4 miles, leaving them all on the port hand at a distance of 20 to 30 feet. Then keep about 200 yards off the eastern shore, hauling in to 100 yards at the last boathouse on this shore; and when abreast of this boathouse, head for the draw in the Ormond bridge. After leaving this bridge steer to pass the stakes south of it at a distance of 15 feet on the port hand, and then bring them in line with the draw-tender's house. Steer by this range until the next stakes, 1 \i miles northward of the next bridge, are picked up. Pass these stakes at a distance of 25 feet on the port hand and head for the draw in the next bridge. Pass through three more draw- bridges and then haul slowly eastward for the fifth draw, which is near the eastern end of this bridge. The channel to Daytona is south of this bridge; see description of Daytona. South of the fifth bridge favor the eastern shore, keeping at first 100 yards off and then gradually increasing the distance to 350 yards when below the next point on the western side. Haul in to 200 yards when 1 mile from the next bridge (Port Orange), and then be guided by the stakes to the bridge. Below this bridge the channel through the marsh is sufficiently marked by stakes to Ponce Park, on the eastern shore, 1 mile above Mosquito Inlet. From Ponce Park favor closely the eastern bank until abreast the lighthouse, and then follow the stakes. The distance from St. Augustine Inlet to Mosquito Inlet is about 57 miles. Mosquito Inlet, from y 2 to 1J^ miles southward of Mosquito Inlet lighthouse, is used by small craft bound for New Smyrna and by yachts unable to get through the shallow waters of the upper Halifax River. Shifting sand bars nearly fill the inlet and extend % mile sea- ward, beyond which depths increase rapidly from 3 to 10 fathoms. A narrow, shifting channel, usually good for about 6^ feet at mean low tide, extends from seaward into the inlet, where it connects with similar channels leading to Halifax, and Hillsborough Rivers. The approach from seaward is marked by a black and white perpendicular striped buoy (M) in a depth of 6 fathoms; and the channels from seaward are marked by 4th-class buoys, which are left on entering, red to starboard and black to port. The channel which connects the two rivers is marked by stakes, which when bound south are left, red to starboard and black to port. A 52 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. bar pilot lives at Ponce Park, near the lighthouse, and will come out to a vessel in answer to a signal, if it is seen; but the safest plan is to write or telegraph ahead for a pilot. The average rise and fall of tides is 2.3 feet; high water occurs 1 hour and 41 minutes before and low water 1 hour and 8 minutes before high and low at Old Point Comfort, Va. Daytona is a popular winter resort on the western bank of Halifax River, about 9% miles above Mosquito Inlet lighthouse. It is on the Florida East Coast Railroad and is con- nected during the tourist season with St. Augustine, Palm Beach, and intermediate points by large power boats carrying passengers and freight. Approach to Daytona is obstructed by a shoal from }£ to 2 feet deep, extending along the entire water front and out to the narrow river channel, which here is near the eastern shore. The wharves are reached by narrow channels which have been dredged through this shoal. The city wharf is about 30 yards southward of the southernmost of the four Daytona bridges and is reached by a narrow channel from 4 to 4 3^ feet deep, running parallel to the bridge from the main channel at the draw; the channel is marked by stakes on both sides. In April, 1912, there was a depth of 3J^ feet along the southern side of this wharf and scarcely any water on the northern side; but there was a project on foot then to improve the water front by dredging a channel and basin deep enough for any craft able to get up here. The Halifax River Yacht Club is south of the city wharf and is reached by the same channel. Provisions, some yacht supplies, gasoline, and fresh water can be obtained here; water is piped to the end of the city wharf. The facilities for making repairs to hulls and to the machinery of power boats are good; and there are marine railways for hauling out craft up to 80 tons and 4J^ feet draft. The mean rise and fall of tides is about 0.7 foot. New Smyrna is a winter resort on the western bank of Hillsborough River, 3 miles from Mosquito Inlet. It is on the Florida East Coast Railroad and is a flag stop for boats of the inland waterways. The draft that can be carried to there is limited only by the depth on Mosquito Inlet Bar; the depth at the city wharf is 14 feet. This wharf, which is the first coming from the inlet and is nearly opposite the hotel, is piped for fresh water. Provisions and gasoline can be obtained and usually pilots for the inland water can be engaged here. Strong tidal cur- rents may be encountered in the river abreast the city. Mosquito Inlet to St. Lucie Inlet, 129 miles, least depth 4 feet. — Hillsborough River winds southward about 15J^ miles through the marshes to Mosquito Lagoon, and is a narrow, tortuous passage, requiring careful steering and close attention to the channel stakes. One drawbridge crosses the river, 1 % miles above its mouth. A draft of 6 feet can be carried for a distance of 8 miles from the inlet; but, for the next 3 miles, a draft of 4 feet is all that can be taken through at low tide, and there are several places where a slight divergence from the best water will take one into depths of 3 feet. The mean rise and fall of tides here is said to be 1 foot and to occur about 3 hours later than at New Smyrna. The river is well marked by stakes, which are a sufficient guide for a draft of 3 feet; but for a greater draft a pilot should be taken. Coming from Halifax River, follow the channel stakes until down to the black buoy between stakes Nos. 21 and 23, and then head outward, leaving the buoy on the starboard hand. Turn southward when out to the first red buoy, leaving it close-to on the starboard hand and the next red buoy on the same side, and enter Hillsborough River, favoring the eastern bank. Or, if drawing 3 feet or less and there is rough water in the inlet, follow the staked channel past the inner black buoy, but leave stake No. 27 close-to, as the channel there is very narrow. Then follow the eastern bank of Hillsborough River to the drawbridge, keeping close to this bank. The channel is well marked from here up and requires directions only at a few places. After leaving red stake No. 6, \y% miles above New Smyrna, the remains of an old wharf will be seen extending out from the western shore. There is a shoal in mid-channel just north of it; to avoid which, when abreast of the last island on the starboard hand, haul in to pass the outer pile at a distance of 50 feet. When up to stake No. 8, slow down and take the next 3 miles at very slow speed. Around the point beyond INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. 53 stake No. 16, known locally as Shipyard Point, the channel is very narrow and passes between two hard shoals. Stakes are sometimes down here, and then one must feel his way carefully with a sounding pole. Mosquito Lagoon is a broad body of water from 1 to 10 feet deep, extending southward from Hillsborough River and connected with Indian River by a short canal, known as the Haulover. A draft of 4 feet can be carried through into the Indian River. The distance from Hillsborough River to the Haulover is about 10 miles. The entrance from Hillsborough River is marked by stakes and by narrow islets of dredged materials on each side of the cut; there is a pile with crossed boards at the turn, and a pile, marking a rock south of the channel. Leave the beacon (crossed boards) on the port hand and steer 152° true (SSB Y^ E mag.), parallel to the western shore at a distance of K mile, until down to the stakes, 2 miles from the Haulover. Then be guided by the stakes, but do not head in for the Haulover until the cut opens, bearing 220° true (SW ^ S mag.). The Haulover is a canal % mile long through the strip of high, wooded land that sepa- rates Mosquito Lagoon from Indian River. Seen from westward (in Indian River) the cut appears first as a square notch in the foliage, but on near approach the canal is seen. Dredged channels, 4 feet deep, lead up to it at each end; but the land cut is 11 feet deep. The water level at the Haulover varies as much as 1 Y feet from normal level under the influence of strong northerly or southerly winds; northerly winds lower the level here and in the northern part of the Indian River. At such times there is a current through the canal of as much as 3 knots, setting in the direction of the wind. On the southern side of the canal are the homes of several fishermen; on the northern bank, at the entrance from Mosquito Lagoon, is the post office of AUenhurst, in front of which a wharf extends about 75 yards along the bank. Provisions, gasoline, and fresh water can be obtained here, and sometimes a pilot for the inland waters. Indian River extends southward along the coast to St. Lucie Inlet, which, measured along the channel, is about 103 miles below the Haulover. It is, in general, a broad lagoon from 6 to 15 feet deep, although at one place (abreast Grant Island) it shoals to but little over 4 feet. At a distance of 63 miles below the Haulover the river is narrow and is nearly closed by shoals and small marshy islets, between which there is a clear, well-marked, but narrow channel of at least 6 feet depth. The river is nontidal at a short distance above the inlef^ but may vary in depth as much as 2 feet under the influence of strong northerly or southerly winds. The important towns are on the western bank, on the Florida East Coast Railroad, and are Titusville, 8Y miles; Cocoa, 24 J/£ miles ; Eau Gallie, 39 miles ; Fort Pierce, 84 miles ; and Jenson, 97 miles from the Haulover. Directions for Indian River. — From the Haulover follow the directions of the channel stakes through the dredged channel and then steer 226° true (SW mag.) for 3 miles to beacon No. 1. Leave this on the port hand and steer 181° true (S mag.) heading for Titusville. When 1 mile from the stake (red No. 2) off Titusville, haul out to pass it on the starboard hand at a distance of 100 to 200 yards, and, if bound for Titusville, hold down on this course until abreast of the wharf before heading in for it. Titusville.— A depth of 5 feet can be carried to the end of the public wharf; but the shoal, marked by the red stake, extends nearly down to a line running eastward from the wharf. Provisions and gasoline can be had here. Directions for Indian River (continued). — From a position 200 yards east of stake No. 2 (at Titusville), steer 162° true (S by E % E mag.) for about 5 miles to a position 200 yards east of the next stake on the same side; then 169° true (S by E mag.) for about 4 miles to a position 450 yards eastward of the next stake; then 167° true (SbyE^E mag.) for 5)4 miles to a stake on the same side, off Magnolia Point; and then 161° true (S by E % E mag.) for \y % miles to a position east of Cocoa. Cocoa.— A depth of 6 feet can be taken to the city wharf, which is the most northern of the several wharves. Provisions, some yacht supplies, and gasoline can be had here. There are small repair shops, but no marine railway. 54 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. Directions for Indian River (continued). — From the last position continue this course for 1 \i miles, or, from 200 yards off the wharves at Cocoa, steer 153° true (SSB J^ E mag.) to a position 200 yards west of the stake opposite Rock Ledge. Then steer 157° true (SSE kg E mag.) for 10 miles, past one stake (close-to) on the port hand; and then, to go to Eau Gallie, steer 167° true (S by E 34 B mag.) for 3J4 miles to the wharves. Eau Gallie. — A depth of 4J^ feet can be taken to the railroad wharf. Gasoline and provisions can be had here. A draft of 3 feet can be taken into Elbow Creek to a place, where water can be had; but the channel into the creek is narrow. The entrance to Elbow Creek- is marked by a light on the northern side; the channel in the creek is marked by stakes. Directions for Indian River (continued). — From a position H mile eastward of Eau Gallie, steer 157° true (SSE % E mag.) for 7 miles, passing a black stake on the port hand at a distance of 350 yards ; and then haul eastward a little to pass the next red stake at a distance of 200 yards on the starboard hand. From this stake (red) steer 161° true (S by E % E mag.) for 4 miles and then haul eastward for black beacon No. 7. Pass westward of Grant Island, giving careful attention to the stakes and leaving them close-to on the side indicated by their color, as the channel through to stake No. 32 is very narrow and but little over 4 feet deep. An old boiler, the remains of a wreck, is left well on the starboard hand just after turning for stake No. 32. From stake No. 32, which is left on the starboard hand, steer about 154° true (SSE % E mag.) for 8J4 miles, keeping about }4 mile from the western shore to Barkers Bluff, which is a prominent white sand bank on this shore, 3% miles below Sebastian Creek, and passing the islets on the port side below the bluff at a distance of 300 yards. When nearly down to the black beacon on the port hand (No. 21), steer to pass it at a distance of 100 yards, heading for the outer end of the wharf at Orchid (on the same side). The channel from there through the narrows and as far south in Indian River as Fort Pierce is very narrow and is largely artificial. It is well marked by channel stakes, which are left close-to, especially in the cuts. Port Pierce. — The longest wharf has depths of 5 to 6 feet at the outer end and along its northern side; 5 feet can be taken to it. It is piped to the outer end for fresh water. Pro- visions, some yacht supplies, and gasoline can be had here. There are facilities for making minor repairs to hulls and machinery, but no means for hauling out vessels; small boats are hoisted in slings. Indian River Inlet, 3 miles above Fort Pierce, is nearly closed at present, and is used only by small fishing boats at high tide. DntECTioNS for Indian River (continued). — Southward of Fort Pierce the river channel is broader and deeper. Keep Yi mile from the western shore nearly to beacon No. 7 (black), % mile from shore in passing this beacon, and then about J^ mile off to the next stake (red), north of Jensen. Southward from Jensen, keep J^ mile from the western shore until the stakes at Sewalls Point are picked up. Jensen. — A depth of 4 feet can be carried to the outer wharf by steering square in for it; but there are shoals of 3 feet depth on each side of this channel. Provisions and gasoline can be had here. There is a small machine shop, and a marine railway of about 10 tons capacity. St. Lucie Inlet is the entrance from sea to St. Lucie and Indian Rivers, and is used to some extent by yachts and fishing boats. The inlet and approach from seaward are partly closed by shoals which shift with every storm. The channel depth on the bar is said to vary from 5 to 6 feet at low tide; in April, 1912, there was a clear channel, 5 feet deep and over, from the bar to both rivers. There are no buoys nor other aids from seaward ; and directions, on account of frequent changes, would be useless. There are no licensed pilots stationed here, but sometimes a fisherman can be engaged to bring in a vessel. A stranger should not attempt to enter this inlet. The mean rise and fall of tides is about 1.5 feet. A channel, well marked by stakes, crosses the head of the inlet from Indian River, past Sewalls Point and the mouth of St. Lucie River, to Great Pocket, on the south side. St. Lucie Inlet to Jupiter Inlet, 15 miles, least depth 4 feet. — The older route southward from St. Lucie Inlet was through the arm eastward of Long Point to North Jupiter Narrows ; but recently a canal 35 feet wide and 5 feet deep has been cut from the head of Great INSIDE ROUTE PILOT, NEW YOEK TO KEY WEST. 55 Pocket, on the western side of Long Point, to the head of Peck Lake, thus avoiding the shifting sands in the more exposed part of the inlet. Cross St. Lucie Inlet by the staked channel to Long Point, a mangrove point separating two long lagoons south of the inlet; turn into the western lagoon (Great Pocket), passing the mangroves at a distance of about 100 feet, and steer for the head of this lagoon, about 158° true (SSE mag.). When nearly to the head of Great Pocket, several small stakes will be seen ahead, marking the sides of the dredged channel. A depth of 4 feet can be carried through to the canal and 5 feet and more through Peck Lake. Stakes mark the channel in Peck Lake leading from this canal and also the approach to South Jupiter Narrows, at the lower end of the lake. South Jupiter Narrows are not difficult, but there are a few shallow places that must be avoided. Just north of the first opening in the eastern bank is a narrow shoal on the other side; \% miles below, there is a narrow dredged channel marked by a red stake; and below this bend the best water is along the western bank. A highway drawbridge crosses the stream near its lower end. Hobe Sound and Jupiter Sound are small bodies of water but little over ]4 mile wide at the broadest part. The channels through both are well marked by stakes; and careful attention should be given to them, as the bottom in many places is hard sand or rock. At Conch Bar, where the two sounds join, careful steering is necessary when passing stakes Nos. 38 and 40, as there is a hard shoal close to the western side of the channel, just south of the beacon. The distance from St. Lucie Inlet to Jupiter Inlet is about 15 miles. Jupiter Inlet is obstructed by a sand bar which shifts with every storm and at one time entirely closed the mouth of the inlet. In April, 1912, there was 4 feet on the bar and 2J^ feet inside the mouth of the inlet. It is used only by small local boats at high tide. A fight- house and wireless telegraph station are on the northern shore of Jupiter River, about 1 mile above the inlet. The river is shallow eastward of the entrance to Jupiter Sound and nearly to the western side of that entrance ; but there is a narrow channel close under the point on which there is a stake. An oyster bar fills the river west of the lighthouse, except for a narrow dredged cut which is marked on each side by stakes. The average rise and fall of tides at the inlet is 1 H feet. Jupiter Inlet to New River Inlet, 52 miles, least depth 4 feet. — Lake Worth Creek and Canal together are about 8 miles long and connect Jupiter River (near the inlet) with Lake Worth. For a distance of about 3 miles, the canal follows the old creek bed in places, but frequently cuts across bends, and intersects many sections of the old creek. Below there the canal extends in a series of straight reaches connected by easy curves. The controlling depth is 4 feet; but in many places the banks have caved, and power boats, getting aground, have thrown up shoals which are difficult to avoid. Tidal currents of 1 knot strength may be found in the canal; and probably there is a rise and fall of from 6 inches to 1 foot. From Jupiter River, abreast the lighthouse, follow the direction of the stakes through the oyster shoal and to the point at the west end of the south shore. Round this point and follow the shore on the port hand until into Lake Worth Creek. The only guide for the next 3 miles will be the evidence of dredging, as shown by low, vegetation-covered mounds on the banks of the canal; there are few if any stakes. Go very slowly, keeping, in general, to the outer side of the bends and watching out for shoals. After reaching the straight stretches no diffi- culties will be found. Lake Worth extends 18 miles southward from the canal entrance, which is % mile from the head of the lake, and is separated from the ocean by a strip of beach, but 200 yards wide at places. The lake varies in width from y 2 to 1 mile and in channel depth from 4 % to 11 feet. The entrance to the canal leading northward can be recognized at a distance of over a mile by a white sand ridge at its mouth; and the approaches to this canal and to the canal leading out of the south end of the lake are marked by small stakes. The average rise and fall of tides is said to be from 3 to 6 inches, but the lake is said to have risen 3 feet during a storm. 56 INSIDE ROUTE PILOT, NEW YORK TO KEY WEST. Lake Worth. Inlet cuts through the beach about 3 miles below the northern end of Lake Worth and affords the only direct connection with the ocean. Boats of 3 feet draft can get through on high tide; the depth on the outer bar is about 1 foot greater than over shoals in Lake Worth. The inlet is used to some extent by fishermen and by small pleasure boats, but should not be attempted by a stranger. West Palm Beach is a small city on the west shore of Lake Worth, 7 miles below the northern entrance canal, and on the Florida East Coast Railroad. It is connected by railroad and highway bridges and by ferry with the fashionable winter resort of Palm Beach, which is due east from it (between Lake Worth and the ocean). A line of large, light-draft power boats ply between West Palm Beach and Daytona, through inland waterways, stopping at all the important intermediate towns. Depths of from 3 to 5 feet can be taken to the various wharves, and a depth of 4 feet to the city wharf, which is just south of the city park. Provisions, gaso- line, and fresh water can be had. Repairs to hulls and machinery of launches can be made at West Palm Beach and at Lone Cabbage Island, 1 mile south of the city. At the latter place there is a marine railway said to haul out vessels up to 100 tons and 4 feet draft. Storm-warning signals are displayed from a tower in the city park. Directions for Lake Worth. — On leaving the canal at the northern end of the lake be •guided by the stakes until clear of the last, and then steer to pass the south end of the island at about }£ the distance to the western shore. Then steer 181° true (S mag.) until the first stake is picked up (a* pipe surmounted by a white can), leaving it on the starboard hand. Leave the next stake on the port hand, and then haul in slowly for the east shore ; follow this shore at a distance of 150 yards until nearly to the drawbridge. After passing the first draw, keep to the eastern side until abreast the wharves at West Palm Beach. South of the second drawbridge, for a distance of 4 miles, keep about 150 yards west of the rocks and islets, on the east side, and then favor a little the west side to the canal at the south end of the lake. As the south end of the lake is approached the canal will be recognized by the notch in the foliage; steer for it and keep the notch open. This canal extends southward from Lake Worth about 133^ miles to HUlsboro River, crossing three small ponds, the largest of which are called Lake Wyman and Lake Boca Raton. From its junction with Hillsboro River the canal cuts across two bends and then follows the direction of the old river bed to Hillsboro Inlet, 3J4 miles below the first crossing. The canal between the lake and river presents no difficulties, although at places it is quite crooked; through Lake Wyman the channel is indicated by clumps of mangrove on each side. A drawbridge crosses the canal about y mile from Lake Worth and another about 4 miles farther south; both are tended. In the wider part of Hillsboro River a channel has been dredged along the western side, leaving a submerged ridge along the center. The least channel depth found in the river and canal was 4J^ feet; the bottom and sides are hard sand and rock. Entering Lake Boca Raton from the north, turn sharply southward and follow the western shore until the canal opens. At Hillsboro River hold southward through two short cuts to the old river bed, below a couple of eastward bends. Take the next bends at slow speed, turning carefully, to keep the propeller clear of the rocky sides of the channel. When the river widens, about \y