The Canadian Aids to Navigation System (2001) - Continued 

FIXED AIDS TO NAVIGATION

GENERAL

The characteristics of fixed aids are for identification purposes. They consist of the light colour and flash character by night and the colour and shape of the structure by day (daymark), as advertised in the appropriate List of Lights, Buoys and Fog Signals publication.

LIGHTED FIXED AIDS

General

Lighted fixed aids are structures equipped with a light and located at prominent sites to assist the mariner to fix his position. They may be at or near shorelines or on built up, man made piers in or near waterways. The structure and colour(s) of lighted fixed aids are often selected for maximum visibility and ease of identification and may or may not have lateral significance.

Types

The types and shapes of fixed, lighted structures used in Canada are varied. They may have vertical or tapering sides, may be circular, square, polygonal or octagonal in section, and may be constructed of wood, masonry, concrete, metal or fibreglass. They may be slender cylindrical structures such as pipes or poles or open skeleton towers.

Lightstations are coastal landfall lights that have distinctive characteristics to assist the mariner in determining his exact location.

Minor lighted aids are fixed marks which indicate position or warn of dangers. Typically, minor lighted aids which display a single red, green or black band mark lateral significance. Minor lighted aids which display double red bands provide for secondary landfall. Where these secondary landfall aids are also used to define lateral significance, a directional symbol (e.g. a green square - port) will be displayed between the two red bands.

NOTE: See centre colour insert for a further explanation of these types.

Lateral Significance

When proceeding upstream, fixed aids displaying a red triangular symbol in the centre of the daymark or a single red band at the top of the tower must be kept on the vessel's starboard (right) hand. Fixed aids displaying a black or green square symbol in the centre of the daymark or a single green or black band at the top of the tower must be kept on the vessel's port (left) hand side.

Fixed aids displaying an open faced red diamond symbol in the centre of the daymark indicate a division in the channel and may be passed on either side. However, when proceeding upstream, a red triangle in the centre of the red diamond indicates that the preferred route is to the left (i.e. the aid should be kept on the vessel's starboard (right) side). Similarly, a black or green square in the centre of the red diamond indicates that the preferred route is to the right (i.e. the aid should be kept on the vessel's port (left) side).

Light Characteristics

The following are the names, abbreviations (as they appear on nautical charts), and descriptions of the basic types of light flash characters for Canadian lightstations:

Names, abbreviations and description of the basic types of light flash characters for Canadian Lightstaions

Name	Abbreviation	Description
Fixed	F	A light which appear continuous.
Isophase	Iso	A light in which the alternations of light and darkness are of equal length.
Flashing	FI	A light in which the flash is clearly shorter than the duration of darkness (eclipse) and in which the flashes of light are all of equal duration.
Occulting	Oc	A light in which the flash is clearly longer that the duration of darkness (eclipse) and in which the intervals of darkness are all of equal duration.
Emergency Backup	FI(6)15s	A light in which a group of 6 flashes is regularly repeated at a rate of 4 flashes per minute (every 15 seconds)

NOTE: The duration of flash and darkness of each light may vary and are advertised in the appropriate List of Lights, Buoys and Fog Signals. Mariners are advised that there may be more than one light flash character displayed by a lightstation (e.g. a high intensity flashing light may be superimposed on a fixed light) and thus, the List of Lights, Buoys and Fog Signals should be consulted to ensure proper identification.

Light Colours

The choice of light colour for fixed aids is dependent on individual site conditions (e.g. presence of background light) and the luminous range of the light colour in relation to those conditions. As a result, no set rules exist for such lights and mariners should always consult the chart to determine the function of each light.

There are, however, a few general guidelines which may be followed:

1. Major coastal landfall lights are normally white,
2. Green or red lights are normally used to denote port and starboard lateral significance, and
3. Yellow lights may be used to define areas where caution should be exercised.

Any white, green, or red light may be changed to yellow without warning in situations where a new hazard necessitates the exercise of caution. An example of such a situation is where silting in results in a reduction of water depths restricting safe navigation to only small vessels.

DAYBEACONS

General

Although the majority of fixed aids display a light for night navigation, a limited number do not. These unlit aids are known as daybeacons and are used primarily to assist the mariner during daylight hours where night navigation is negligible or where it is not practicable to operate a light.

Colour, shape and possibly a number are the characteristics that identify the significance of a daybeacon to the mariner. Reflective material is applied to the daybeacons to improve their visibility and identification at night with the aid of a searchlight.

Starboard Daybeacon

A starboard hand daybeacon is triangular, with a red triangular centre on a white background and with a red reflecting border. It may display an even number made of white reflecting material. When proceeding upstream, a starboard hand daybeacon must be kept on the vessel's starboard (right) side.

Port Daybeacon

A port hand daybeacon is square with a black or green square centre on a white background and with a green reflecting border. It may display an odd number made of white reflecting material. When proceeding upstream, a port hand daybeacon must be kept on the vessel's port (left) side.

Bifurcation/Junction Daybeacon

A bifurcation/junction daybeacon marks a point where the channel divides and may be passed on either side. When proceeding in the upstream direction, a bifurcation/junction daybeacon displaying a red reflecting triangle on a white diamond with a red border indicates that the preferred route is to the left. Similarly a green reflecting square on a white diamond with a red border indicates that the preferred route is to the right. When proceeding downstream, the positions and meanings of these daybeacons are reversed.

No anchorage

A no anchorage daybeacon is square with a black anchor symbol centered on a white background with a red diagonal stripe superimposed across it. Do not anchor within the zone indicated on the chart. Area may contain submerged pipelines, power cables, etc.

RANGES

A range consists of two or more fixed navigation marks situated some distance apart and at different elevations to provide a leading line for navigators. Ranges may or may not be lighted. If lighted, the colours of the range daymarks as well as the colours and characters of the lights are advertised in the appropriate List of Lights, Buoys and Fog Signals publication.

FOG SIGNALS

General

Fog signals are sound producing aids that warn of dangers when visual aids are obscured by weather conditions.

Operation

Fog signals are normally operated when weather conditions are such as to reduce the visibility to less than two nautical miles. However, other values may be assigned because of local noise abatement laws or local operational requirements.

While most fog signals are operated manually or automatically by fog detection equipment in response to a low visibility condition, some fog signals may be operated continuously.

Characteristics

The mariner can identify fog signals by their distinctive sound and signal characteristics. When advertised in the appropriate List of Lights, the horn characteristics and directional positioning of the aid will be included. For example, the following may be included in the "Remarks" section of the List of Lights, Buoys and Fog Signals:

Horn - Blast 3 s; silence 27 s
Horn points 289 degrees

SECTOR LIGHTS

General

A sector light consists of a single light whose total luminous beam is normally divided into sectors of different colours to provide a warning or a leading line to mariners. Occasionally, a sector light will display a single colour light beam with a restricted angle of coverage (see illustration in centre insert). The colour(s) and boundaries of these sectors are indicated in the appropriate List of Lights, Buoys and Fog Signals publication and on marine charts.

Characteristics

When only a red sector is used within a white luminous beam, the red sector marks obstructions such as shoals.

A combination of red, white and green sectors in a luminous beam is used to provide a leading line to navigators. When proceeding upstream, the red sector indicates the starboard hand limit, the white sector indicates the recommended course, and the green sector indicates the port hand limit. When proceeding downstream the positions of the red and green sectors are reversed.

Sector Lights with Oscillating Boundaries

Some sector lights may be equipped with an oscillating boundary feature. This creates additional "boundary sectors" between solid sectors. Within these boundary sectors the rhythm of the alternating light colours will give the observer a visual indication of his position.

The most common application of this feature is with the three colour (red/white/green) leading line sector light, however, the mariner should consult the chart and other publications for the proper interpretation and usage of each light.

EXAMPLE: When proceeding upstream and crossing a 3 colour oscillating boundary sector light marking an upstream course from left to right, the observer
would see, in order:

G - Solid Green

AIGW - Green and white alternating every three (3) seconds. The duration of white would be brief when first entering the boundary sector but would become progressively longer as the observer crosses towards the white sector.

W - Solid White.

AIRW - Red and white alternating every three (3) seconds, the period of red being brief when entering the boundary sector. As the observer crosses towards the solid red sector the period of time for which red is seen increases.

R - Solid Red.

NOTE: Regardless of the orientation of the colours, the chart symbol (abbreviation) for a three colour sector light is always RWG.

RADIO AIDS TO NAVIGATION

RADAR REFLECTORS AND RADAR BEACONS (RACONS)

General

The detection of a radar target is essentially dependent on the level of energy reflected back into the radar receiver from the target. When an aid to navigation gives a poor radar echo, equipment may be fitted to the aid to give an enhanced echo on a radar display. There are two main methods of producing a radar enhanced target. The first is by using a passive device such as a radar reflector to enlarge the apparent echoing area of the target and the second is by the use of a radar beacon (RACON), which is an active device. RACONS can also be used to avoid confusion between radar targets that may look similar, because they produce an easily identifiable coded trace on the radar display. This feature makes RACONS effective in the marking of important or radar inconspicuous features or structures such as gently sloping shorelines and bridge piers.

Radar Reflectors

Certain fixed shore aids and most buoys are designed or equipped to enhance the aids' ability to reflect radar signals. Radar reflectors may also be established as independent aids to navigation. Independent radar reflectors are symbolized on charts and those established on lighted aids are advertised in the appropriate List of Lights, Buoys and Fog Signals publication.

Radar Beacons (RACONS)

A RACON comprises three main components: a receiver, a transmitter and an antenna common to both the receiver and the transmitter. A radar within the range of the RACON interrogates the RACON each time the radar antenna points towards the RACON. The RACON receiver detects the radar interrogating the signal and triggers the RACON transmitter. The transmitter may reply with a single pulse for each trigger but normally the response consists of a series of coded pulses (Morse Code) for RACON identification. After triggering, a finite time must be allowed for the RACON to respond. This results in a transmission that is delayed in time (and range) with respect to the passive echo of the structure on which the RACON is mounted. The delay is generally equivalent to a range of less than 100 metres and, therefore, can often be disregarded at ranges greater than a few nautical miles. It is at short ranges that this error is significant. Normally, the station structure echo is visible and its range can be measured to full radar accuracy.

Radar operators may notice some broadening or spoking of the RACON presentation when their vessel approaches closely to the RACON. This effect can be minimized by adjusting the IF gain or sweep gain control of the radar (other targets will be reduced in intensity also).

CAUTIONARY NOTE: Care must be exercised in the use of the radar display controls. The RACON presentation can be virtually eliminated by operation of the FTC (Fast Time Constant) controls of the radar. The RACON replies may also be suppressed by the operation of the automatic video processor which is found in an increasing number of marine radars.

Two types of RACONS are in common use today as aids to navigation:

1. Frequency Agile RACON
   
   This RACON is now the most commonly used RACON in Canadian waters. The Frequency Agile RACON (FAR) measures the frequency and signal strength of the interrogating radar pulse, then tunes its transmitter to that frequency before responding. This RACON provides service for X band marine radars and some installations also provide service for the marine radar band of 2920 to 3100 MHz (10 cm or S band). While it is possible for a response to be displayed on each antenna scan of every radar within range, in actual practice, these RACONS are programmed to turn off for a pre-selected period at regular intervals to prevent the masking of other echoes of interest.
    
2. Slow Sweep RACON
   
   In a slow sweep RACON the transmission frequency is periodically swept through the marine radar band of 9320 to 9500 MHz (3 cm or X band). Only when the frequency passes through the narrow band width of the radar receiver is the RACON signal presented on the radar display, resulting in a short presentation time (1 to 3 antenna scans) with a long delay time (45 to 120 seconds) between presentations.
   
   Since 1985 all RACONS purchased by the Canadian Coast Guard have been of the frequency agile type providing service to both X and S band radars. Eventually, as older units are replaced, the Canadian RACON service will consist totally of this type.
   
   The locations, codes and operating frequencies (X, S or X and S) of RACONS are published in Notices to Mariners and listed in the appropriate marine publications, i.e. Radio Aids to Marine Navigation, Sailing Directions (Pilots) and List of Lights, Buoys and Fog Signals. The Canadian Hydrographic Service charts the Morse Code of RACONS only in areas where more than one RACON can be interrogated simultaneously.

RADIOBEACONS

The Canadian marine radiobeacon service consists of transmitter facilities operating in the frequency band from 285 to 325kHz. The characteristics of each station is a distinguishing code letter transmitted in groupings of three. Mariners should consult the Radio Aids to Marine Navigation publication to ensure proper identification of stations.

All Canadian radiobeacons operate in a continuous mode and provide the following categories of service:

1. Landfall: Radiobeacons having ranges from 100 to 200 nautical miles provide a means of identifying major points of land when approached from seaward.
    
2. Homing: Radiobeacons having ranges from 20 to 100 nautical miles provide a means of locating major harbours or ports of refuge.
    
3. Calibration: This is a minor service, provided by short-range radiobeacons which are operated on request to provide a means of calibrating radio direction finding equipment aboard the user's vessel.

The radiobeacons providing the first two categories (landfall or homing) of service may be either dedicated marine beacons or combined air/marine beacons; that is providing service to both air and marine users. The Canadian service is complemented by radiobeacons operated by the U.S. Coast Guard in contiguous waters.

Mariners are cautioned of the possible limitations of radiobeacons and receiving equipment. Possible errors in bearings of radiobeacons can be caused by coastal refraction, errors in calibration of direction finding equipment, and failure to correct for convergence. Attention is also drawn to the serious dangers that may arise from relying on radiobeacons in fog. No attempt should be made to home in on any radiobeacon or fog signal under any condition.

All categories of radiobeacons are shown on the nautical charts and are listed in the publications Radio Aids to Marine Navigation and the appropriate List of Lights, Buoys and Fog Signals.

NOTE: Although the Canadian Coast Guard is decreasing the number of radiobeacons in service, any Coast Guard Radio Station will, on request, transmit signals that will enable a vessel to take a bearing with its own direction finder.

LORAN C

System Description

Loran C is a hyperbolic radio navigation system. Such systems operate on the principle that the difference in the time of arrival of signals from two or more stations, observed at a point in the coverage area, is a measure of the difference in distance from the point of observation to each of the stations. Loran C employs time difference measurements of signals received from at least three fixed transmitting stations. The stations are grouped to form a "chain" of which one station is labelled the master (designated M) and the others are called secondary stations (designated W, X, Y or Z).

For a given master secondary pair of stations, a constant difference in time of arrival of signals defines a hyperbolic Line Of Position (LOP). The measurement of the received Time Difference (TD) from a second master secondary pair results in a second LOP. The position fix is achieved by observing the intersections of the two LOP's on specially latticed Loran C charts.

Alternatively, most Loran C receivers sold today are equipped with microprocessors which are designed to compute and display the latitude and longitude coordinates of the receiver, based on the TDs.

CAUTIONARY NOTE: The Latitude/Longitude computation in many receivers is based upon a pure seawater propagation path. This leads to errors if the Loran C signal paths from the various stations involve appreciable overland distances which cause the signals to travel at a slower speed. It is recommended that operators using the coordinate converter feature of their receivers check the manufacturer's operating manual to determine if and how corrections are to be applied to compensate for overland paths. For those coordinate converters that can accommodate the correction (called an Additional Secondary Factor (ASF) correction) to the Time Differences, the chartlets in the Coast Guard's Radio Aids to Marine Navigation publication can be used to ascertain the numeric value to apply.

For receivers without the coordinate converter facility, the data in the chartlets are irrelevant since these corrections are already accommodated in the lattices on CHS charts. On smaller scale charts the small ASF corrections, although accounted for by prediction rather than measurement, are not usually discernible.

The transmitting stations of a Loran C chain transmit groups of pulses which are repeated at a specific interval called the "rate" or the Group Repetition Interval (GRI). Each pulse has a 100 kHz carrier frequency. The secondary stations transmit 8 pulses to a group, while the master station transmits an extra ninth pulse which is used for receiver automatic acquisition and blink alarm. The Loran C rate structure is such that a GRI of between 40,000 and 99,990 microseconds is chosen for a chain. The GRI is used to identify a particular Loran C chain. The designation of a Loran C chain is by the first four digits of the specific GRI. For example, the Canadian West Coast Chain has a GRI of 59,900 microseconds and is designated Rate 5990, while the Canadian East Coast Chain has a GRI of 59,300 microseconds and is designated Rate 5930.

Range

Different Loran C stations radiate different peak powers. These typically vary from 300 kilowatts to 2 megawatts. This results in ground wave coverage ranges in the order of 700 to 1,000 nautical miles over seawater. During periods of good propagation, this range may be greater, and during periods of high noise and interference, it may be less. The signal range from a particular station is dependent upon the transmitter power, receiver sensitivity, noise or interference levels, and losses (greater over land than over sea water) over the signal path.

Blink

It is normal for Loran C stations to transmit a "blink" signal (turning off and on a secondary's first two pulses) whenever certain key operational parameters (output power, TDs, GRI, etc) are known, or suspected, to be out of tolerance.

The blink signal will cause most receivers to indicate, by an alarm, that the navigation data displayed may be in error.

Mariners should check equipment manuals to determine if their receivers are equipped with a Blink Alarm and, if not, should exercise caution when operating near known hazards or in narrow channels.

Receiver Installation

Proper installation of a Loran C receiver is critical to good performance. Proper installation requires time and skill and should be done by a competent, factory trained dealer. Antenna location, grounding, interference suppression, and receiver placement are all important.

Sources of Possible Errors in the Readings

Although Loran-C is regarded as a highly accurate system for use in navigation, errors may occur as a result of the following factors:

1. Land Path Errors
   
   Fixed errors are introduced when the signal path from a station passes over land. The Canadian Hydrographic Service corrects these errors when producing Loran C latticed charts by adjustment of the hyperbolic position lines.
   
   CAUTIONARY NOTE: The conversion to latitude and longitude provided as a feature of most receivers seldom includes accurate land path corrections and may, consequently, give a position several miles in error. It is recommended that operators using the conversion feature of their receiver check the manufacturer's operating manual to determine if and how corrections are to be applied to compensate for overland paths.
    
2. Cycle Selection Errors
   
   Loran C derives its high accuracy from comparing the phase of the secondary signal against that of the master. The receiver automatically selects the third cycle of the pulse from each station to make this phase comparison; the third cycle is used because it occurs early enough in the groundwave pulse to avoid skywave contamination. Within the area of good coverage, errors in cycle selection are very rare, but at longer ranges the receiver may select the fourth cycle on first acquiring a weak signal. This will cause an error in the reading of exactly 10 microseconds, moving the position line one mile or more. The likelihood of cycle selection error at long range is increased by:
    
   1. Local radio interference which is frequently encountered in port.
   2. Electrical noise/interference originating aboard the user's vessel.
   3. Shielding of the antenna (ie. by dockside buildings).
   4. Precipitation static, which occurs at the onset of snow flurries, rain showers or wet fog.
   5. Icing, or a coating of dirt, on the antenna or antenna coupler.
   6. Skywave interference by night, and particularly at dawn and dusk.
      NOTE: Skywave interference does not affect Loran-C within the area
      of "good coverage"; this occurs only when at longer ranges)

   Cycle selection error is most likely to occur on the most distant station being used. If this should be the master, the result will probably be that all time difference readings will be 10 microseconds low. If the secondary is at a greater distance than the master, then it is more likely to have a cycle selection error and the corresponding time difference will be 10 microseconds high. The receiver handbook will describe the remedy once the problem station has been identified.

   Initial cycle selection should be verified by an independent fix whenever possible. It is then advisable to switch the receiver into the "Tracking" mode, since the receiver will track without cycle jump to a much greater distance than that at which it will make a reliable cycle selection. Some receivers go into "Track" mode automatically upon completing cycle selection.
    

3. Baseline Extension Zone
   
   The accuracy of the position line obtained from a particular Loran C reading deteriorates as the ship moves from the closely spaced lattice lines in the vicinity of the baseline between the master and that particular station, towards the extension of this baseline beyond the master or the secondary station concerned. Baseline extensions are marked with a pecked line on Canadian charts. Within a zone extending about 20 microseconds each side of the baseline extension, the readings on that station pair will respond very sluggishly to a large change in position and are useless for navigation.
   
   When crossing any baseline extension zone the reading will at some stage reach a minimum (on a secondary extension) or a maximum (on the master extension). This reading, when compared to the value marked on the charted extension line, gives a useful check on the accuracy of the system and can be used to verify cycle selection.
   
   CAUTIONARY NOTE: Mariners should never use a master-secondary pair within 20 microseconds of a baseline extension.
    
4. Shore Proximity Errors
   
   Both the strength of the Loran C signal and the accuracy of the reading will change rapidly close to shore, particularly near cliffs. Local reading errors may amount to one microsecond or more. However, the error will not change, and once the Loran C readings are known for a particular inshore passage, then they can be safely used during future transits of that passage.
   
   As with any radio aid to navigation, there will be some locations, such as close-in under cliffs or alongside dock buildings, where the Loran C signal cannot be received.
    
5. Waypoint Navigation
   
   Mariners are cautioned that an error can exist between the waypoint navigation information provided by their Loran-C receiver and the desired straight-line track plotted on a chart. A straight-line course plotted between two waypoints on a mercator chart is a rhumb line. However, the course and distance displayed by a microprocessor-based Loran-C receiver, when in the waypoint mode, are computed for a great circle track, not a rhumb line.
   
   This offset distance, or error, is a maximum when sailing East-West at a latitude of approximately 45 degrees, decreasing to zero at the equator and North and South poles. It also decreases to zero as your track becomes North-South, regardless of latitude.
    
6. Interference
   
   Electrical and electronic interference, or noise, can come from many sources and may be produced onboard the vessel or within the surrounding environment. Because many onboard items use frequencies that are very similar the 100 kHz frequency of Loran-C, the problem is often severe. To get good Loran-C results all onboard noise must be suppressed. Special culprits include alternators and generators, ignition system components, electric motors, and radar.
   
   Interference suppression may require the installation of shields, grounds or capacitators and demands considerable ingenuity and determination.
   
   NOTE: For further information on Loran-C, consult the Canadian Coast Guard publications A Primer on Loran-C, Loran-C Receiver and Installation Guide, and Loran-C Receiver Operators Guide (listings on page 48).

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GLOBAL POSITIONING SYSTEM

On December 8, 1994, the U.S. Department of Defense made available to the Department of Transportation the Global Positioning System (GPS) Standard Position System (SPS) for civilian use. As a result, marine users, equipped with a GPS receiver can obtain a position fix anywhere in the world using satellite ranging signal broadcasts. A minimum of three satellites in view of the GPS receiver are needed to provide a two dimensional fix (latitude and longitude). A three dimensional position fix is available in all Canadian marine areas using a minimum of four satellites.

GPS receivers suitable for civil use are readily available at a moderate price.

System Description

The Global Positioning System (GPS) is a worldwide satellite based radionavigation system developed and operated by the United States Department of Defense.

In the GPS system, a transmission originates from satellites orbiting the earth. These transmissions contain information providing a receiver with precise, continuous, worldwide, all weather three dimensional position information for land, sea and air applications. Although the primary mission is to meet military requirements, GPS is also being made available without cost for civil navigation. Two levels of service are being provided, one for civilian use, (SPS) and the second for military use (PPS).

Standard Positioning Service (SPS)

SPS is a positioning and timing service made available to all GPS users on a continuous, worldwide basis with no direct charge. SPS provides the capability to obtain horizontal positioning accuracy within 20 meters, 95% probability and 30 meters, 99.99% probability.

Current Status

With GPS operational, all of Canada's navigable waters are effectively blanketed by a continuous, all-weather, accurate positioning signal. It is capable of meeting the need of civil and marine interests in all but the most restrictive navigation situations.

The system enables users equipped with suitable receivers, on land, at sea or in the air, to establish their position, speed and time at any time of the day or night and in any weather conditions. The system provides a level of accuracy equal to or better than any other radionavigation system available today.

Differential Global Positioning System (DGPS)

A method of obtaining greater accuracy from GPS is through a technique called Differential GPS (DGPS). This technique corrects the inherent inaccuracies of the GPS signal by comparing the position calculated by GPS to a known geographic position.

NOTE: On May 1, 2000, the intentional degradation of the GPS signal, called Selective Availability (SA) was removed.

A reference station is established at a known geodetic location and position information received from the GPS satellites is compared to this known geodetic location. Based on this information, differential corrections are generated and broadcast to the user via Marine MF radiobeacons.

Coast Guard implemented the differential service nationally in 1996 and declared the DGPS service as providing a Full Operational Service (FOS) on May 28, 2000. The Canadian DGPS service complements the United States Coast Guard system.

The system provides a positioning accuracy of 10 metres or better 95% of the time and also provides integrity monitoring. In this sense, a warning signal advising the mariner that the service is unreliable is automatically transmitted in any case where the accuracy provided by a reference station falls below established limits. Should the differential broadcast be lost or unavailable, a DGPS receiver can continue to operate in GPS mode using the SPS signal.

RELATED PUBLICATIONS AND SOURCES

RELATED PUBLICATIONS

1. Safe Boating Guide
   
   A valuable source of information for all boat operators. Contains information on equipment requirements, safety practices, operating regulations and other sources of nautical information. (free) (Source E or F)
    
2. Catalogues of Nautical charts and Related Publications
   
   Identifies the available nautical charts, explains the various categories of charts, lists local chart distributors and gives instructions for ordering. Also contains information concerning other related publications. (free) (Source B)

   Catalogue 1 - Atlantic Coast (Montreal - East)
   Catalogue 2 - Pacific Coast
   Catalogue 3 - Great Lakes (Manitoba - Montreal)
   Catalogue 4 - Arctic

   A price list of all non-free Canadian publications is available on request form the CHS.

3. Chart No. 1
   
   Symbols and Abbreviations used on Canadian Nautical Charts. (Source B)
    
4. Charts
   
   Nautical charts show hazards and aids to navigation, features of the coastline, the contour of the seabed and natural and artificial features in the area. They are available in various scales. Consult the catalogues to find the chart that covers the area of interest to you. (Source B)
    
5. Sailing Directions
   
   These publications include Sailing Directions and Small Craft Guides which give detailed descriptions of various waterways, including pictures of some harbour entrances, facilities available, etc. They are listed in the Catalogues of Nautical Charts at various prices. (Source B)
    
6. Radio Aids to Marine Navigation
   
   Published annually in 2 volumes. Provides information concerning marine weather forecast areas and radio navigational aids services. Also lists the services provided by Canadian Coast Guard Radio Stations, vessel traffic and information services and the location and characteristics of marine radio aids to navigation, i.e. Loran-C, Radiobeacons and RACONs. (Source B)
   
   Note: Atlantic & Great Lakes (English & French available); Pacific (English only)
    
7. List of Lights, Buoys and Fog Signals
   
   Published in four volumes. Contain information on the characteristics and position of shore lights, lighted buoys and fog signals for various regions. Available in English and French at various prices. (Source B)

   Newfoundland (includes coastal Labrador)
   Atlantic Coast (includes Gulf & River St. Lawrence to Montreal)
   Inland Waters (west of Montreal, east of British Columbia)
   Pacific Coast (includes rivers & lakes of British Columbia)

   Also available on the Notices to Mariners web site http://www.notmar.gc.ca

8. A Primer on LORAN-C
   
   Describes the basic characteristics of the Loran-C radio navigation system and provides information on its use. (Free) (Source C)
    
9. LORAN-C receiver Operations Guide
   
   This Guide gives the mariner a few helpful hints on using his Loran-C receiver so that he can derive the maximum benefit from it. (Free) (Source C)
    
10. LORAN-C Receiver Installation & Maintenance Guide
    
    The information in this installation and Maintenance Guide has been collected from many sources to provide dealers, installers and owners of Loran-C receivers with a handy reference. (Free) (Source C)
     
11. Notes on the Use of LORAN-C charts
    
    Provides helpful hints on the use of latticed Loran-C charts. (Free) (Source B)
     
12. Notices to Shipping
    
    Radio broadcasts issued through Coast Guard Marine Radio Stations. These broadcasts contain a variety of information that affect the immediate safety of the mariner (e.g. malfunction of aids to navigation, new hazards, changes to aids). Written copies of these broadcasts are available from Coast Guard Regional Offices. (Free) (Source F for subscription)
     
13. Monthly Notices to Mariners
    
    Published once a month. Contains important navigational information such as changes in aids to navigation, new hazards, amendments to nautical charts, Sailing Directions, the List of Lights, Buoys and Fog Signals, and Radio Aids to Marine Navigation. They also advertise publication of new charts, new printings of charts and publications and other changes to the catalogues of Nautical Charts. National and Regional (Newfoundland, Maritimes, Gulf of St. Lawrence and St. Lawrence river, Central, Pacific and Arctic) editions. (Free) (Source C for subscription. Electronic version available on the Notices to Mariners web site http://www.notmar.gc.ca
     
14. Annual Notices to Mariners
    
    Published annually at the beginning of each year. Contains information on a wide variety of subjects of concern to the mariner. Subjects covered include: (Source B)

    - aids to navigation
    - marine regulations
    - pollution and causalities
    - search and rescue
    - military exercise areas
    - charts and publications
    - marine safety

15. Tide and Current Tables
    
    Published annually in six volumes. Contains daily tide predictions for all Canadian reference ports along with tidal differences for secondary ports. Daily current predictions are also included for selected stations. They are listed in the Catalogue of Nautical Charts at various prices. (Source B)

    Volume 1 - Atlantic Coast and Bay of Fundy
    Volume 2 - Gulf of St. Lawrence
    Volume 3 - St. Lawrence and Saguenay Rivers
    Volume 4 - Arctic and Hudson Bay
    Volume 5 - Juan de Fuca and Georgia Straits
    Volume 6 - Barkley Sound and Discovery Passage to Dixon Entrance

16. Provincial Directories of Safe Boating Courses
    
    Directories listing recreational boating organizations and fisheries colleges throughout each province and describes the courses they offer on safety, instructor training and skills development. Please indicate the province and official language (English or French) requested. (Free) (Source E and F)
     
17. Directory of Safe Boating information
    
    This directory lists safe boating information (pamphlets, videos, educational tools, etc.) and describes their content, language, costs and where they may be obtained. (Free) (Source E and F)
     
18. Collision Regulations
    
    Describe the conduct to be followed by every vessel in any waters, in order to avoid collision. Also details the requirements for the carriage of navigational aids, such as lights and sounding appliances, and the standards with which such equipment is to be in compliance. (Source D)
     
19. Private Buoy Regulations
    
    The Private Buoy Regulations describe the colour, shape, size and markings required for each buoy as well as the responsibilities of the person(s) placing them. These Regulations also describe Coast Guard's authority to order the repair of any buoy or remove any interfering or misleading buoy. Anyone contemplating placing a private buoy in Canadian waters should obtain a copy of these regulations. (Source D)
     
20. Boating Restriction Regulations
    
    Define the authority and conditions for restrictions relating to the presence, activity, speed and sizes of vessels in Canadian waters. This includes regulation of such activities as regattas, boat races and marine parades as well as the placement, treatment and removal of restrictive signage. (Source D)
     
21. Charts and Nautical Publications Regulations (1995)
    
    Although not mentioned in the "Related Publications" section of this text, these regulations outline the requirements for carrying the appropriate nautical charts and publications while operating any vessel. (Source D)
     
22. An Owner's Guide to Private Aids to Navigation
    
    Provides a useful informational tool to be used in conjunction with the establishment, operation and maintenance of a private aid to navigation. Incorporates useful insights into such areas as related legislation, buoy construction, owner responsibility, buoy mooring, and maintenance requirements. (Free) (Source C or F)
     
23. GPS / DGPS Made Easy
    
    Provides mariners with a basic understanding of the Global Positioning system (GPS) and the Differential Global Positioning system (DGPS). (Free) (Source C or F)
     
24. Primer on GPS and DGPS
    
    Provides a technical overview of the Global Positioning system (GPS and the Differential Global Positioning system (DGPS). (Free) (Source C or F)
    
    Note: The price for all non-free publications is available on request from CHS.

SOURCES OF RELATED PUBLICATIONS

1. Communications Directorate
   Department of Fisheries & Oceans
   200 Kent Street
   Ottawa, Ontario
   K1A 0E6
    
2. Canadian Hydrographic Service
   Department of Fisheries & Oceans
   Ottawa, Ontario
   
   (613) 998-4931
   Web site: http://www.charts.gc.ca
   
   NOTE: Charts and related publications are also available from local authorized distributors. Consult the list of authorized distributors in the chart catalogue to find the seller nearest you.
    
3. Navigation Systems Branch
   Canadian Coast Guard
   Centennial Towers
   200 Kent Street
   Ottawa, Ontario
   K1A 0E6
    
4. Canadian Government Publishing - PWC / GSC
   Ottawa, Ontario
   K1A 0S9
   1-800-635-7943
   (819) 956-4800
    
5. Office of Boating Safety
   Canadian Coast Guard
   Centennial Towers
   200 Kent Street
   Ottawa, Ontario
   K1A 0E6
    
6. Any Canadian Coast Guard Regional Office.
   (see listing on page 54 to 56)

PROVINCIAL CONTACTS - BOATING RESTRICTION REGULATIONS

BRITISH COLUMBIA

Canadian Coast Guard Office of Boating Safety
25 Huron Street
Victoria, British Columbia
V8V 4V9

ALBERTA

Department of Environmental Protection Fish and Wildlife Services Enforcement Program
Main Floor, South Tower, Petroleum Plaza
9915-108th Street
Edmonton, Alberta
T5K 2G8

MANITOBA

Department of Natural Resources
Policy Coordination Branch
Box 38, 200 Salteaux Crescent
Winnipeg, Manitoba
R3J 3W3

SASKATCHEWAN

Saskatchewan Department of Environment and Resource Management
Provincial Enforcement Section
P.O. Box 3003
Prince Albert, Saskatchewan
S6V 6G1

ONTARIO

Ministry of Natural Resources
Natural Heritage Section, S5
300 Water Street
Peterborough, Ontario
K9J 8M5

NOVA SCOTIA, NEW BRUNSWICK and PRINCE EDWARD ISLAND

Canadian Coast Guard Office of Boating Safety
P.O. Box 1000
Dartmouth, Nova Scotia
B2Y 3Z8

QUEBEC

Judicial Services
Ministry of Municipal Affairs
20 Chauveau Avenue
Quebec, Quebec
G1R 4J3

NEWFOUNDLAND

(Northwest Atlantic Fisheries Centre)
Canadian Coast Guard Office of Boating Safety
P.B. Box 5667
St-John's, Newfoundland
A1C 5X1

CANADIAN HYDROGRAPHIC SERVICE - REGIONAL OFFICES

HEADQUARTERS

Director, Marine Cartography Canadian Hydrographic
Service Fisheries and Oceans
615 Booth Street, Room 314
Ottawa, Ontario
K1A 0E6

NEWFOUNDLAND

Director Canadian Hydrographic Service
Newfoundland Region Fisheries and Oceans
P.O. Box 5667
St. John's, Newfoundland
A1C 5X1

SCOTIA - FUNDY

Director Hydrography
Scotia-Fundy Region Canadian Hydrographic Service
Department of Fisheries and Oceans
Bedford Institute of Oceanography
P.O. Box 1006
Dartmouth, Nova Scotia
B2Y 4A2

QUEBEC

Director, Hydrography Québec Region
Canadian Hydrographic Service
Department of Fisheries and Oceans
Institut Maurice Lamontagne
P.O. Box 1000
850 Route de la Mer
Mont-Joli, Quebec
G5H 3Z4

CENTRAL ARCTIC

Director, hydrography
Central and Arctic Region
Canadian Hydrographic Service
Department of Fisheries and Oceans Canada
Centre for Inland Waters
P.O. Box 5050
867 Lakeshore Road
Burlington, Ontario
L7R 4A6

PACIFIC

Director, Hydrography Pacific Region
Canadian Hydrographic Service
Department of Fisheries and Oceans
Institute of Ocean Sciences
P.O. Box 6000
9860 West Saanich Road
Sidney, British Columbia
V8L 4B2

CANADIAN COAST GUARD AIDS TO NAVIGATION OFFICES

(B) Bilingual Service
(TF) Toll Free
(E) English Only Service
(H/N) Holidays & Nights

Newfoundland Region:

ST. JOHN'S NFLD

SUPERINTENDENT, AIDS TO NAVIGATION
NAFC, White Hills
P.O. Box 5667
St. John's, Newfoundland
A1C 5X1
Tel: 1 (709) 772-5195 (E)
Regional Operation Centre: 1-800-563-9089 (B)(H/N)(TF)

Maritimes Region:

DARTMOUTH, N.S.

REGIONAL DIRECTOR
P.O. Box 1035
176 Portland St.
Dartmouth, Nova Scotia
B2Y 1J3
Tel: 1 (902) 426-3907 (B)

SUPERINTENDENT, AIDS TO NAVIGATION
P.O. Box 1000
Dartmouth, Nova Scotia
B2Y 3Z8
Tel: 1 (902) 426-3151 (E)
1-800-565-1633 (B) (TF)

CHARLOTTETOWN, P.E.I.

AIDS TO NAVIGATION OFFICER
P.O. Box 1236
Charlottetown, P.E.I.
C1A 7M8
Tel: 1 (902) 566-7936 (B)
1-800-565-1633 (B)(TF)

SAINT JOHN, N.B.

AIDS TO NAVIGATION OFFICER
P.O. Box 700
Saint John, New Brunswick
E2L 4B3
Tel: 1 (506) 636-4703 (E)
1-800-565-1633 (B)(TF)

Quebec Region:

QUÉBEC CITY, QUEBEC

SUPERINTENDENT
101 Champlain Blvd.
Québec, Québec
G1K 7Y7
Tel: 1 (418) 648-3574 (B)
Montreal Office: 1-800-363-4735 (B)(TF)
Internet: aidesnavquebec@fdfo-mpo.gc.ca

Central and Arctic Region:

SARNIA, ONTARIO

REGIONAL DIRECTOR GENERAL
201 North Front Street, Suite 703
Sarnia, Ontario
N7T 8B1
Tel: 1 (519) 383-1800 (E)
Operations Centre: 1 (519) 383-1841 (B)(H/N)
Regional Superintendent of Aids to Navigation: 1 (519) 383-1859 (E)

PARRY SOUND, ONTARIO

SUPERVISOR, AIDS TO NAVIGATION
P.O. Box 310
Parry sound, Ontario
P2A 2X4
Tel: 1 (705) 746-2196 (E)

PRESCOTT, ONTARIO

SUPERVISOR, AIDS TO NAVIGATION
P.O. Box 1000
Prescott, Ontario
K0E 1T0
Tel: 1 (613) 925-2865 (E)

HAY RIVER. N.W.T.

SUPERVISOR, AIDS TO NAVIGATION
P.O. Box 5002
Hay River, N.W.T.
X0E 0R0
Tel: 1 (403) 874-5501 (E)

Pacific Region:

VANCOUVER, B.C.

DIRECTOR, MARINE AIDS PROGRAM
300-555 West Hastings Street
Vancouver, B.C.
V6B 5G3
Tel: 1 (604) 775-8852(E)

VICTORIA, B.C.

SUPERINTENDENT, AIDS TO NAVIGATION
25 Huron Street
Victoria, B.C.
V8V 4V9
Tel: 1 (250) 480-2600 (B)

UNITED STATES

Aids to Navigation, Boating Information

U.S. Coast Guard publications concerning aids to navigation may be obtained at all U.S.C.G. District Offices or by writing:

U.S. Coast Guard Headquarters (GNSR)
2100 Second Street, SW
Washington, DC 20593

USA

Tel: (202) 267-2229

Charts

U.S. charts may be purchased from local distributors in both the United States and Canada.

National Ocean Service nautical chart catalogues and lists of sales agents (in the U.S. and Canada) are available (free) by writing:

National Ocean Service
6501 Lafayette Avenue
Riverdale, MD 20737-1199
USA

Tel: (301) 436-8301

U.S. charts and related publications may also be purchased from the above address. Mail orders must be accompanied by a cheque or money order payable (in U.S. funds). For more information please call the number above.

The limits and numbers of U.S. charts along the St. Lawrence Seaway and throughout the Great Lakes can also be found in Canadian Hydrographic Service Chart Catalogue 3.

© Minister of Fisheries and Oceans Canada 2001
Cat. No. T31-29/2001E
ISBN 0-660-18569-5
Ottawa, Canada

View this publication using Adobe Acrobat reader (PDF) [2578KB]
(The PDF version does not include the Canadian Aids to Navigation system insert)

An official hardcopy of this publication may be purchased through the Canadian Hydrographic Services.

Note: Some graphics may not be included or as exact as those shown in the official hardcopy publication.