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Leading lights

Leading lights, also known as range lights, are navigational aids consisting of two or more fixed lights arranged in a vertical line such that, when aligned from the perspective of a mariner, they indicate a safe passage through a channel, harbor entrance, or restricted waterway.^[1]^[2] These lights typically feature the rear light positioned higher and more brightly than the front light to ensure visibility, with the alignment providing a precise bearing for vessels to follow, thereby preventing grounding or collision in shallow or obstructed areas.^[3]^[4] Originating as essential tools in maritime navigation since the 18th century, leading lights have evolved with advancements in optics and electronics, yet retain their core principle of transit alignment for safe transit.^[5] They are prominently featured in international standards set by organizations like the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), which classify them under fixed aids to navigation for both coastal and inland waters.^[1]

History

Origins in Europe

The earliest known applications of leading lights in Europe emerged in the 18th century, building on prior use of unlighted beacon ranges for maritime navigation. In the Netherlands, unlighted beacons were employed in harbors during the early 18th century to mark safe channels through shallow and shifting waters, representing an initial form of range alignment before the adoption of illumination.^[6] The first documented pair of lighted leading lights was established in 1763 at the Port of Liverpool to guide vessels safely through the hazardous sandbanks of the River Mersey. Constructed by the Corporation of Liverpool under the direction of dock master William Hutchinson, these consisted of four brick towers—two pairs known as the Sea Lights at Mockbeggar Wharf and the Land Lights at Hoylake—using oil lamps with reflectors to create aligned beams visible from the sea. This innovation marked a significant advancement in harbor entrance guidance, addressing the challenges of foggy conditions and narrow passages in the Irish Sea approaches.^[7]^[8] The transition to more widespread lighted systems accelerated in the early 19th century, exemplified by the Harwich High and Low Lighthouses erected in 1818 on the Essex coast. Designed by engineers John Rennie the Elder and Daniel Asher Alexander and commissioned by General Rebow, these octagonal brick towers—one approximately 46 feet (14 m) tall and the other 44 feet (13.5 m)—provided a vertical alignment to direct ships into Harwich Harbour amid evolving sandbars and strong tidal currents. The lighthouses came under Trinity House control in 1836.^[9]^[10]^[11] Trinity House, the longstanding English lighthouse authority chartered in 1514, exerted considerable influence in standardizing leading lights across British waters by the early 19th century, integrating them into a coordinated network for enhanced safety in foggy estuaries and constricted channels. This standardization involved uniform construction, illumination techniques like catoptric reflectors, and regular maintenance to support growing commercial shipping. By the 1880s, such systems extended continentally.^[12]^[13]

Development in the United States

The development of leading lights in the United States began in the late 18th century, drawing brief inspiration from early European systems like the pair of lights established in Liverpool, England, in 1763 to guide vessels through the Rock Channel. The first such installation in American waters occurred in 1788 at Newburyport Harbor, Massachusetts, where two wooden lighthouses were erected on the northern end of Plum Island to mark the entrance to the Merrimack River.^[14] These structures, initially authorized by the Massachusetts Assembly in 1787, formed the nation's inaugural set of range lights and were among the earliest aids to navigation transferred to federal control under the Lighthouse Act of 1789, which empowered Congress to oversee all existing lighthouses and beacons.^[15] Expansion accelerated in the 1820s under Stephen Pleasonton, the Fifth Auditor of the Treasury who assumed oversight of the U.S. Lighthouse Establishment in 1820. Pleasonton directed the construction of numerous navigational aids, including range lights for key waterways such as Chesapeake Bay—where the North Point Range Lights were established following a 1819 congressional appropriation—and the Hudson River, where new lighthouses supported safe passage amid growing commercial traffic from the recently opened Erie Canal.^[16]^[17] This period marked a shift toward more coordinated federal investment in maritime safety, with Pleasonton's administration overseeing the addition of dozens of lights despite criticisms of inefficient management. The establishment of the U.S. Lighthouse Board in 1852 revolutionized the system by introducing scientific rigor and standardization to aids to navigation, including the systematic deployment of leading lights along coasts, rivers, and inland waterways.^[16] Composed of army engineers and civilian scientists, the Board replaced Pleasonton's ad hoc approach with uniform designs, Fresnel lenses, and strategic placements, resulting in numerous pairs of range lights by 1900 to accommodate expanding trade and steamship navigation.^[18] This institutional framework ensured consistent visibility and reliability, laying the groundwork for modern aids. In 1939, the Lighthouse Service, which had administered leading lights since 1910, was fully integrated into the U.S. Coast Guard's aids-to-navigation system under the Reorganization Plan No. 2.^[16] This merger emphasized rigorous federal maintenance standards, including regular inspections, electrification upgrades, and automation protocols, ensuring the continued efficacy of range lights amid 20th-century maritime demands.

Design and Components

Light Characteristics and Visibility

Leading lights are designed with distinct optical properties to ensure mariners can reliably identify and align them for safe navigation through channels. The rear light, positioned at a higher elevation and farther from the observer, typically exhibits greater intensity to achieve extended visibility, often ranging from 1,000 to 10,000 candelas or more, allowing detection up to 10–20 nautical miles under standard meteorological conditions.^[19] This intensity is calculated to provide a minimum illuminance of 1 × 10⁻⁶ lux at the eye, ensuring conspicuity even at distance.^[20] In contrast, the front light, located at a lower elevation and closer to the navigator, usually has lower intensity and a differentiated characteristic to avoid confusion with the rear light, such as occulting or flashing patterns synchronized with the rear per International Association of Lighthouse Authorities (IALA) standards.^[19] For example, the rear may display a fixed white light, while the front shows a fixed red, with both operating in unison to indicate the leading line when vertically aligned.^[21] Visibility for the front light is generally 5–10 nautical miles, limited by its position and power to complement the rear without overpowering it. The vertical separation between the lights is at least 10–15 meters to maintain clear distinction and prevent optical blending, influenced by factors like observer height and distance.^[20] Some leading light systems incorporate sector lights, where the beam is narrowed to specific azimuthal bearings, projecting colored sectors (e.g., white for the safe channel, red or green for deviations) to guide vessels precisely within narrow passages.^[22] This design ensures alignment is only perceptible within the intended safe corridor, enhancing accuracy in congested or shallow waters, with beam widths as precise as 1–2 degrees per IALA guidelines.^[19]

Structural Features and Installation

Leading lights are typically composed of a front and rear structure aligned in a vertical plane to guide vessels along a safe channel. The rear light is mounted on a taller structure, such as a skeletal tower or integrated into an existing lighthouse, with recommended minimum heights of approximately 38 meters above mean high water to ensure visibility over obstructions. The front light, positioned closer to the channel entrance, is placed on a shorter pole or building, with a recommended minimum height of about 15 meters above mean high water. These heights are measured relative to mean high water and adjusted for tidal range to maintain safe clearance above the water surface, typically at least 4 meters.^[23] Construction materials for leading light structures emphasize durability in harsh marine conditions, utilizing corrosion-resistant steel for towers and concrete for bases and foundations to protect against saltwater exposure and erosion. For example, the Munising Range Lights feature steel plate construction for their conical towers, painted white for visibility, set on concrete foundations. Lantern rooms are automated to house the light sources, with modern installations increasingly using energy-efficient LED units that have largely replaced traditional incandescent bulbs for their longer lifespan and lower maintenance needs.^[24]^[25]^[20] Installation requires precise positioning to align the structures vertically over the channel centerline, with tolerances of ±3 meters longitudinally and ±0.3 meters laterally to ensure navigational accuracy. Surveying employs GPS for initial positioning and theodolites for fine angular alignment verification, accounting for earth curvature and tidal variations in the design calculations. Foundations are engineered to anchor securely against tidal currents, waves, and wind loads, often using reinforced concrete piles or bases embedded in stable seabed or shoreline soil. Horizontal separation between the front and rear lights is calculated based on channel length and required visibility range, with examples ranging from 1,600 meters for the front light placement to 2,200 meters overall separation to provide sufficient baseline length while minimizing angular parallax effects for distant observers.^[23]^[20]

Operation

Nighttime Alignment Principles

Leading lights operate on the principle of vertical alignment, where the front and rear lights appear superimposed in a straight line when viewed from a vessel on the safe channel's exact bearing, such as 045° true. This superposition indicates that the vessel is precisely on the intended transit line, guiding it through navigable waters while avoiding hazards. The rear light is typically positioned higher and farther inland than the front light to ensure clear vertical separation when aligned, allowing mariners to maintain course using visual observation, often with the naked eye or low-power binoculars for enhanced precision in low-light conditions.^[20] If the lights separate horizontally due to an off-course position, the direction of separation provides immediate feedback for correction: when the lower (front) light appears to the right of the upper (rear) light, the vessel has deviated to port and must steer to starboard; conversely, if the lower light shifts left, the vessel is too far to starboard and should steer to port. This convention aligns with standard collision avoidance practices under the International Regulations for Preventing Collisions at Sea (COLREGS), emphasizing proactive steering to regain the alignment and prevent grounding or collision. The sensitivity of this detection depends on the angular separation between the lights, typically designed to be at least 1.5 milliradians for reliable error indication.^[3] Leading lights integrate with other navigational aids, such as buoys, to provide redundancy during nighttime or low-visibility conditions, where the lights define the central safe path flanked by lateral marks. Charted bearings for these alignments ensure high precision, supporting safe passage through restricted areas like shoal-infested channels. The transit line formed by the aligned lights serves as a fixed reference, delineating the navigable route amid surrounding dangers.^[4]^[20]

Daytime Identification Methods

Dayboards are non-illuminated visual markers used to identify leading light ranges during daylight hours, providing mariners with a clear indication of the safe channel centerline through vertical alignment. These rectangular panels are mounted on the front and rear structures of the range, with the front dayboard typically positioned at a lower elevation and the rear one elevated higher to ensure visibility over intervening terrain or obstructions. In the United States, a common configuration is the Type KWB dayboard, which consists of a rectangular white panel featuring a central black vertical stripe for high contrast against various backgrounds.^[26] The design of dayboards facilitates precise alignment, where the panels appear superimposed in a vertical line when the vessel is on the proper course, mirroring the principle used by the lights at night. The rear dayboard is generally taller than the front one—often by a factor that ensures it remains partially visible even when the vessel is closer to the range—to aid in distinguishing the structures and maintaining orientation. This height differential, combined with the consistent rectangular shape, allows mariners to confirm their position from afar without relying on illumination.^[23] To enhance visibility under daylight conditions, dayboards incorporate high-contrast colors such as white with black or red stripes to mitigate glare and atmospheric haze. Some designs include reflective materials, like yellow horizontal strips on variants such as KWB-I, which improve detection in low-light transitional periods or fog, though their primary role is daytime recognition. These aids are engineered for clear visibility up to approximately 5 nautical miles in good meteorological conditions, depending on panel size and environmental factors.^[26]^[27] International standards from the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) recommend flat, rectangular daymarks for leading ranges, with an aspect ratio of 1:2 (width to height) to optimize recognition at distance by ensuring the panels subtend a sufficient visual angle. For instance, a dayboard sized 3.15 m wide by 6.3 m high is suitable for a 5 nautical mile operational range, balancing detectability with structural practicality. These guidelines emphasize simplicity and reliability, promoting uniform design across regions to support global navigation safety.^[28]^[27]

Types and Variations

Fixed Leading Light Systems

Fixed leading light systems consist of stationary pairs of beacons, typically a front light positioned closer to the water and a taller rear light elevated behind it, precisely aligned to mark the centerline of a safe navigable channel. When viewed from seaward, the rear light appears directly above the front light only when a vessel is on the proper bearing, providing a clear visual cue for mariners to follow the intended path. These configurations are permanent installations, often mounted on skeleton towers, monopoles, or existing structures, with lights exhibiting fixed (F), isophase (Iso), or quick-flashing (Q) characteristics in white, red, or green to enhance identification. Common examples include the Bremerhaven leading lights at the New Harbour entrance in Germany, where the historic Simon Loschen Tower serves as the rear light guiding vessels into the port, and the Nantucket Harbor Range Lights in Massachusetts, USA, which align to direct ships through shallow approaches.^[29]^[30] The primary advantages of fixed leading light systems lie in their operational reliability across diverse weather conditions, as the static alignment remains unaffected by wind or waves, ensuring consistent guidance during fog, rain, or darkness. Their low-maintenance design stems from the immobile positioning, which minimizes mechanical wear, and many incorporate automated fixed beams or LED technology for energy efficiency and longevity without frequent interventions. Unlike more complex variants, these systems provide straightforward, all-weather dependability for routine navigation, with visibility sectors often spanning 1.5° to 4° on either side of the line of bearing to accommodate minor deviations.^[22] These systems are widely applied in coastal and riverine environments to steer vessels through shallow drafts, around reefs, or along dredged channels where precise positioning is critical to avoid grounding. In harbor approaches with restricted maneuvering space, such as those near river mouths, they enable safe ingress and egress for commercial and recreational traffic. For extended routes, multiple fixed pairs can be sequenced into "ranges," creating a continuous leading line over distances of 5–10 km, as seen in various U.S. inland waterways. As of 2023, the U.S. Coast Guard maintains over 500 such fixed systems nationwide, documented in their annual Light List publications that catalog aids to navigation.^[31]^[32]

Sector and Movable Leading Lights

Sector leading lights, also known as directional or port entry lights, project beams confined to narrow horizontal arcs, typically 2 to 5 degrees in width, ensuring visibility only when a vessel is precisely aligned with the safe channel.^[33] These lights often display different colors across sectors—such as white for the safe passage, red for the port danger zone, and green for the starboard—to provide immediate feedback on deviation, enhancing precision in congested areas like harbor entrances.^[21] For instance, in busy ports, sector lights from manufacturers like Sealite are deployed to guide vessels through narrow approaches, with models offering beam widths as fine as 5 degrees and intensities exceeding 500,000 candela for reliable nighttime detection up to 23 nautical miles.^[34] Movable leading light systems address dynamic navigational challenges by allowing physical repositioning of the beacons, often via rails, pivots, or skids, to accommodate environmental changes such as shifting sands or altered channels due to dredging.^[35] A notable example is the historic Chatham Light in Massachusetts, where the original twin towers were mounted on wooden skids to facilitate relocation as coastal channels shifted from erosion and tidal influences, ensuring continued alignment for safe passage into Chatham Harbor.^[36] Similarly, temporary movable setups are employed in construction zones, such as during harbor dredging, where beacons can be shifted to maintain accurate ranges amid ongoing modifications to the waterway.^[19] The primary advantages of sector and movable leading lights lie in their adaptability to evolving conditions, including variable traffic patterns in high-volume ports and sediment shifts that can render fixed alignments obsolete.^[21] By requiring only a single structure for sector lights, they reduce installation and maintenance costs while providing high-precision guidance—down to 0.05 degrees of color transition accuracy—superior to traditional paired lights in narrow or curving channels.^[21] Modern implementations increasingly incorporate remote monitoring capabilities, though GPS-linked motorized adjustments remain specialized for high-traffic or variable environments to enable efficient real-time repositioning.^[33]

Notable Examples

European Installations

One prominent historical example of leading lights in Europe is the Harwich High and Low Lighthouses in the United Kingdom, constructed in 1818 as twin brick towers to guide vessels safely into Harwich Haven ports along the east coast. These structures replaced earlier lights from 1665 and operated by aligning their beams to mark the navigable channel past hazardous sandbanks, a critical role in supporting trade and naval operations during the early 19th century. Decommissioned in 1863 following the installation of new screw-pile lighthouses at Dovercourt, the pair was preserved for their architectural and maritime significance, with the Low Lighthouse converted into a museum in 1980 to showcase local seafaring history.^[9]^[10]^[37] In Germany, the Bremerhaven Range lights on the Weser River exemplify an active leading light system essential for riverine navigation. The rear light, known as the Oberfeuer or Loschenturm, is housed in a 37-meter square brick tower built in 1855 in New Gothic style, while the front light, or Unterfeuer, occupies a 26-meter tapered cast-iron tower originally erected in 1893 and relocated 56 meters inland in 1992 to accommodate port development. Both emit synchronized white flashing lights (2 seconds on, 2 seconds off) to indicate the upstream channel for vessels departing Bremerhaven toward Bremen, managed by the Wasserstraßen- und Schifffahrtsverwaltung (WSV) as part of the federal waterway aids. This pair, operational since the mid-19th century, underscores the enduring role of leading lights in guiding traffic through the shifting sands and currents of the Weser estuary.^[29]^[38] In the Netherlands, leading light systems with 18th-century origins support safe access to the IJsselmeer, particularly around historic sites like Marken and Edam. The Paard van Marken lighthouse on Marken peninsula, first established as a primitive beacon in the early 1700s and rebuilt as a 16-meter round brick tower in 1839, provides a key navigational aid with its occulting white light visible for 16.7 kilometers across the lake, helping mariners align courses amid the shallow waters and former Zuiderzee remnants. Nearby, traditional aids near Edam, integrated into the broader IJsselmeer network, trace back to similar early modern efforts to mark channels for fishing and trade vessels in this reclaimed inland sea. These installations highlight Europe's emphasis on heritage-preserving navigation tools in inland and coastal waters.^[39]^[40] As the General Lighthouse Authority for England, Wales, the Channel Islands, and Gibraltar, Trinity House oversees more than 60 lighthouses and a comprehensive inventory of aids to navigation, including numerous active leading light systems across UK waters, ensuring continued safe passage in busy European maritime corridors.^[41]

North American Installations

North American leading light installations have played a crucial role in guiding maritime traffic through complex coastal, riverine, and lake environments, often under the management of the U.S. Coast Guard and the Canadian Coast Guard. These systems reflect adaptations to the continent's diverse waterways, including the Atlantic seaboard, the Great Lakes, and binational rivers, emphasizing reliability in foggy and shallow conditions. Representative examples illustrate the historical and operational significance of these aids. The Newburyport Harbor Range Lights in Massachusetts, established in 1788 by the State of Massachusetts, constitute the oldest surviving leading light pair in the United States. Positioned on Plum Island at the Merrimack River entrance, the original two small lighthouses marked the channel for vessels accessing Newburyport's wharves, predating federal lighthouse administration. The current front and rear towers, constructed in 1873, maintain this alignment principle and were automated by the U.S. Coast Guard, with modern LED upgrades enhancing visibility and energy efficiency while preserving their historical function.^[42]^[43] In the binational Detroit River, which forms part of the U.S.-Canada border connecting Lake Erie to Lake St. Clair, multiple range light systems facilitate safe passage for commercial shipping since the mid-19th century. Established as early as the 1830s through cooperative agreements between the two nations, these shared aids include the Grassy Island North Channel Range Lights (1897) and Peche Island Range Lights (1908), which align to delineate the deep-water channel amid shoals and currents. Managed jointly by the U.S. Coast Guard and Canadian Coast Guard, the system supports heavy traffic in this international waterway, with the Peche Island rear light relocated to a park in Marine City, Michigan, after decommissioning in 1983 while the front light continues active service.^[44]^[45] The Nantucket Harbor Range Lights in Massachusetts, commissioned in 1908, exemplify iconic fixed leading lights on the East Coast, featuring prominent dayboards for daytime alignment. Located on Brant Point, the front and rear skeletal towers guide ferries and vessels through the narrow, shoal-ridden channel into Nantucket Harbor, replacing earlier cliff-based ranges. Their white fixed lights, visible for over 10 nautical miles, remain operational under U.S. Coast Guard oversight, underscoring their enduring role in island access.^[46] In Canada, the Toronto Harbour Lights, managed by the Canadian Coast Guard since the early 20th century, represent key leading light installations in the Great Lakes system. Active since the 1910s, these include multiple pairs such as the Outer Harbour East and West Range Lights, which align to direct ships through Toronto's busy port amid industrial and recreational traffic. Across the Great Lakes, the Coast Guard maintains multiple pairs of range lights, including those in Hamilton Harbour and the Welland Canal, adapting to seasonal ice and variable water levels for safe navigation.^[47]

Maintenance and Modern Usage

Inspection and Preservation

Routine inspections of leading light systems are conducted annually by authorities such as the United States Coast Guard (USCG) and international equivalents to ensure operational reliability, focusing on bulb alignment, electrical wiring, and structural integrity. These checks align with the International Convention for the Safety of Life at Sea (SOLAS) Chapter V, Regulation 13, which requires governments to establish and maintain aids to navigation proportionate to navigational risks. Modern protocols increasingly incorporate advanced tools like drones for aerial assessments and divers for underwater structural evaluations, particularly for coastal installations exposed to harsh marine environments. Preservation efforts for historical leading light structures emphasize restoration of decommissioned sites through heritage funding and targeted conservation measures. For instance, the Dovercourt Leading Lights in Harwich, UK—erected in 1863 as a pair of iron-framed towers—have undergone structural surveys and stabilization works funded by Historic England, including assessments of submerged foundations to combat erosion from shifting sands and tidal forces. As of 2025, ongoing efforts include estimates that repairs could cost millions of pounds due to severe coastal degradation. These initiatives involve repainting with corrosion-resistant coatings and reinforcing bases to preserve architectural integrity against coastal degradation.^[48] Key challenges in maintaining leading lights include saltwater-induced corrosion, which threatens metal frameworks and electrical components in marine settings. This is mitigated through cathodic protection systems, such as sacrificial anodes or impressed current methods, as applied in offshore lighthouse strategies to prevent electrochemical degradation. Additionally, periodic repowering from traditional halogen bulbs to solar-powered LED systems has become standard in the 2020s, enhancing energy efficiency and longevity while addressing reliability issues in remote locations. The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) guidelines stipulate visibility performance tests at intervals determined by risk assessments, typically every few years, to verify alignment and intensity. Furthermore, IALA mandates a minimum availability of 95% for individual aids to navigation, ensuring high uptime through proactive maintenance strategies outlined in their recommendations.

Technological Advancements

Since the early 2000s, leading light systems have undergone significant modernization through the conversion to light-emitting diode (LED) technology, replacing traditional incandescent bulbs for enhanced reliability and sustainability. The U.S. Coast Guard began approving solar-powered LED marine lights for aids to navigation, including range lights (a type of leading light), as early as 2002, with widespread adoption accelerating after 2005 as documented in updates to the U.S. Light List publications.^[49]^[50] This shift provides up to 90% reduction in power consumption compared to incandescent systems, while LED lanterns offer a lifespan of approximately 50,000 hours, minimizing maintenance and operational costs.^[51] By 2021, the U.S. Coast Guard completed its first conversion of an RL-24 range light to LED, marking a key milestone in standardizing this technology across fixed leading light installations.^[52] To address visibility challenges in adverse weather, leading lights have been augmented with radar transponders known as RACONs (radar beacons), enabling electronic alignment for mariners relying on radar during fog or low visibility. RACONs, which respond to radar signals by displaying a Morse code identifier on the ship's radar screen, are commonly installed on fixed aids to navigation, including leading light structures, to provide precise bearing and distance information.^[53]^[54] This integration aligns with the International Maritime Organization's (IMO) e-Navigation strategy, which promotes harmonized electronic navigation systems to enhance safety by combining traditional visual aids with digital tools like GPS overlays for virtual leading lines.^[55] Remote monitoring capabilities have further advanced leading light operations through the adoption of Internet of Things (IoT) sensors, allowing real-time status updates on light functionality, power levels, and environmental conditions via mobile applications. Systems like LightGuard enable centralized control and diagnostics for marine aids to navigation, reducing the need for on-site inspections in remote or harsh locations.^[56] Evaluations of IoT-based monitoring for aids to navigation, including leading lights, have been explored in European contexts, such as studies in Finland by 2023, assessing data transmission over IoT networks for improved operational efficiency. These technologies support predictive maintenance, alerting authorities to potential failures before they impact navigation safety. In remote coastal areas, solar-powered leading light systems have gained prominence for their ability to eliminate extensive cabling and reliance on grid power, promoting environmental sustainability. The Australian Maritime Safety Authority (AMSA) has adopted solar power for various aids to navigation, expanding its use to enhance reliability in off-grid sites. This approach has reduced installation costs and enabled deployment while maintaining consistent performance.^[57]

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https://www.vuurtorens.org/vuurtoren/marken/
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Lighthouses and lightvessels - Trinity House
Trinity House maintains over 60 lighthouses, vital for mariners, ranging from offshore towers to shore-based stations. Examples include Eddystone, Bishop Rock, ...Missing: 2024 | Show results with:2024
[42]
[PDF] CHRONOLOGY OF AIDS TO NAVIGATION AND THE UNITED ...
Feb 28, 2020 · In 1939, the "Bureau of Lighthouses" was transferred to the U. S. Coast Guard and, in 1942, many functions of the "Bureau of. Marine Inspection ...
[43]
Range Lights History | The Lighthouse Preservation Society
In 1788, one of America's earliest lighthouses, the Newburyport Harbor Lighthouse, was built on the sandy beaches of the north end of Plum Island in order ...
[44]
Grassy Island North Channel Front Range Lighthouse
Aug 6, 2019 · 27* 20'W in rear of front light. Station Established: 1897 (Both lights) Year Current Tower(s) First Lit: 1897. Operational? Automated?
[45]
Peche Island Rear Range Light - Coast Guard Historian's Office
Sep 24, 2019 · Built in 1908, deactivated 1983 and replaced with a skeletal tower. The original tower was saved and installed in Lighthouse Park in Marine City.
[46]
Nantucket Range Lights - Coast Guard Historian's Office
* Nantucket Beacon (Rear Range) formed range with Brant Point light (Front Range) to mark a safe passage into Nantucket Harbor. Rear Range light was ...Missing: 1907 | Show results with:1907
[47]
[PDF] ATLANTIC COAST List of Lights, Buoys and Fog Signals CANADIAN ...
Range lights on the north shore of Prince Edward Island and the east shore of New Brunswick are liable to be moved to mark shifting channels. All light buoys in ...
[48]
The Canadian Aids to Navigation System 2023
May 15, 2024 · The Lists of Light, Buoys and Fog Signals published by the Canadian Coast Guard is one of the required publications. (Sec. 142 of the Navigation ...
[49]
U.S. Coast Guard Approves Solar LED Marine Lighting
Aug 26, 2002 · The USCG approved Carmanah's 700 Series solar-powered LED marine lights for use on discrepancy buoys, ATON stations, and small lighted buoys. ...Missing: 2005 | Show results with:2005
[50]
LIGHT LIST - uscg navcen
This light list contains lights, sound signals, buoys, daybeacons, and other aids to navigation, and should be corrected weekly.
[51]
https://www.westmarine.com/west-advisor/LED-Lighting-Technology.html
[52]
US Coast Guard Sector Houston- Galveston's post - Facebook
Apr 9, 2021 · CG AIDS to Navigation Team Sabine completed the first RL-24 range light led conversion in the Coast Guard this week with the assistance of ...Missing: upgrades | Show results with:upgrades
[53]
Unlocking the Functionality of Radar Beacons (RACON) - Sealite
Oct 18, 2021 · A RACON (RAdar beaCON) is used by ports and harbour authorities to help mariners easily identify the location of fixed or floating Aids to Navigation.Missing: GPS e-
[54]
Radar Beacons | Navigation Center - USCG Navcen
RaCONs, also called radar responders, or radar transponder beacons, are receiver/transmitter transponder devices used as a navigation aid, identifying ...
[55]
E-navigation - International Maritime Organization
E-navigation is intended to meet present and future user needs of shipping through harmonization of marine navigation systems and supporting shore services.Missing: lights RACON GPS
[56]
Lightguard. Monitoring and Control. Marine Aids to ... - Almarin
The LightGuard system is the remote monitoring and control device of all kinds of marine aids to navigation. It can be supplied integrated in Carmanah/Sabik ...
[57]
[PDF] Internet of Things and Marine Aids to Navigation - Theseus
May 5, 2023 · The thesis includes a study about Internet of Things (IoT) networks that could be used for marine aids to navigation data transmission.
[58]
[PDF] AMSA Heritage Strategy
It retains the original Australian-made steel tower and the imported Chance Brothers lantern and lens. It has been converted to solar-electric lighting. Figure ...Missing: leading | Show results with:leading
[59]
Solar Technology Australia wins first Aids to Nav contract
Solar Technology Australia has won an AUD$672,000 contract from the Australian Maritime Safety Authority to help maintain aids to navigation. AMSA Executive ...