Oct. 21, 2024
The Canadian Coast Guard is pleased to release the edition of the Canadian Aids to Navigation System publication. This edition replaces the edition as the new standard for aids to navigation in Canada.
Link to HUAZHONG
As you will notice, there have been several improvements made to this edition. These changes include:
Aids to Navigation (AtoN) are devices or systems, external to a vessel, which are provided to assist mariners in determining position and course, to warn of dangers or obstructions or to advise of the location of the best or preferred route.
This aids to navigation (AtoN) reference publication is intended for a broad audience engaged in the maritime domain. It provides guidance:
The map format can be printed and used as a quick reference guide (vertical) (PDF, 1.94 MB, available in PDF format only) and includes condensed information. Also, the video can be utilized as an audible and visual supplement.
The Canadian Coast Guard is mandated, though not obligated, to provide aids to navigation in Canadian waters with the exception of waterways such as the Trent-Severn and Rideau waterways, which are provided by Parks Canada. The Canadian Coast Guard undertakes to provide such aids to navigation deemed practical and necessary, as justified by existing policies, procedures, and directives.
To facilitate the proper understanding and interpretation of their function, aids to navigation are to be used in conjunction with the Canadian Aids to Navigation System and other marine publications, in particular, nautical charts, List of Lights, Buoys and Fog Signals, Radio Aids to Marine Navigation, Navigational Warnings (NAVWARN), Notices to Mariners (NOTMAR), Canadian Sailing Directions, and An Owner's Guide to Private Buoys (PDF, 987 KB, available in PDF format only).
The Canadian Aids to Navigation System is comprised of a mix of visual, audible, and electronic aids to navigation.
Visual aids are short range aids to navigation including buoys, daybeacons, daymarks and lights. In Canada, a combined Lateral-Cardinal system of visual aids is used. Knowledge of the characteristics of each of these basic types of aids is a prerequisite to the safe use of the system.
The lateral system of buoyage in use in Canadian waters is taken from International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Region B (see IALA Maritime Buoyage System). Lateral aids may be in the form of either buoys or fixed aids. These aids indicate the location of hazards and the safest or deepest water by indicating the side on which they are to be passed.
The correct interpretation of lateral aids requires knowledge of the direction of buoyage known as the 'upstream direction'. In general, the upstream direction is the direction taken by a vessel when proceeding from seaward toward the headwaters of a river or into a harbour.
When a vessel is proceeding in the upstream direction, starboard hand aids must be kept to starboard (right) and port hand aids must be kept to port (left).
Cardinal aids may be in the form of either buoys or fixed aids.
Cardinal aids indicate the location of hazards and the safest or deepest water by reference to the cardinal point of the compass. There are four cardinal marks: North, East, South and West, which are positioned so that the safest or deepest water is to be found to the named side of the mark (e.g. to the north of a north cardinal mark).
Audible aids are sound-producing devices, which serve to warn the mariner of a danger under low visibility conditions. Buoy-mounted bells and whistles require wave action in order to produce sound. Fog signals on shore are operated when visibility is reduced to less than 2 nautical miles. See 'Audible Aids' in the Canadian Aids to Navigation System section.
The electronic aids used in the Canadian system include AIS AtoN (Automatic Information System Aids to Navigation), radar reflectors and radar beacons.
The advent of e-Navigation and its many possibilities is being monitored for potential impacts and implemented to meet the changing needs of navigation. Actions to date include the introduction of technologies enabling new types of electronic aids to navigation.
Radar reflectors are passive devices which are used to enhance the radar image of aids to navigation whereas radar beacons (RACON) are active devices which, by returning an identifiable radar signal, provide precise identification of the location they are marking.
Notes:
Winter ice conditions may necessitate the removal of buoys and the closing of the navigation season. The operation of aids to navigation and associated electronic systems on shore may also be discontinued during such times. Some lights may be replaced by lights of lower intensity.
In less severe ice conditions, unlighted summer buoys may be left in place or lighted buoys may be replaced by unlighted winter spar buoys. Mariners who use channels marked by such buoys outside the official opening of the navigation season are cautioned that these aids may not be in their advertised positions due to storms and shifting ice.
The opening and closing of navigation, the seasonal removal, substitution or position of buoys and the temporary discontinuance of other aids to navigation are always advertised. Mariners are encouraged to check local marine radio broadcasts, Navigational Warnings (NAVWARNS), and published Notices to Mariners (NOTMARs) for this information.
Buoys and fixed aids may be enhanced with a light and retroreflective material which is activated by a light source, such as a searchlight. This retroreflective material is coloured to signify the type of the aid and, for buoys at close range, displays the identification numbers, letters or symbols.
Aids to navigation systems cannot be foreseen to perform adequately in situations involving excessive speed. The Canadian Coast Guard advises mariners to conform to local speed restrictions where applicable and to exercise good judgement in all situations. Responsibility for avoiding collisions is shared by everyone using the waterway.
Mariners are especially urged to reduce speed and proceed with caution under poor weather conditions, reduced visibility, or near physical hazards (i.e. night navigation, in hazardous or high traffic areas and where ice has formed). Under these conditions, consideration must be given to the possibility of equipment failures, to limitations of the aids to navigation, and to reduced reaction times; problems which are only compounded by high speeds.
Rule 6 of Collision Regulations, under the Canada Shipping Act, , sets out guidelines relating to safe speed.
The Canadian Coast Guard continuously strives to improve efficiencies in the provision of the Canadian aids to navigation system. In some instances, these efficiencies are achieved through the use and implementation of new products and technologies. These include but are not limited to changes in the use of plastic buoys rather than steel, the use of LED lanterns, and electronic aids. Mariners are advised that every effort has been made by the Canadian Coast Guard to ensure that new equipment provides safe and reliable aids to navigation systems. If there are any concerns please contact the Superintendent, Aids to Navigation in your region.
Pursuant to the Oceans Act (Sec. 41), aids to navigation systems and services - for the safe, economical and efficient movement of ships in Canadian waters - are under the responsibility of the Minister of Fisheries, Oceans and the Canadian Coast Guard.
What is an Aid to Navigation?
The term is defined as follows in section 125 of the Canada Shipping Act, :
means a buoy, beacon, lighthouse, landmark, radio aid to marine navigation or any other structure or device installed, built or maintained in or on water or on land for the purpose of assisting with marine navigation.
All Aids to Navigation in Canada are vested in His Majesty in right of Canada and are under the control and management of the Minister of Fisheries, Oceans and the Canadian Coast Guard (sec. 128 of the Canada Shipping Act, ).
Important obligations:
If a vessel, or anything towed by a vessel, runs down, moves, damages or destroys an aid to navigation in Canadian waters, the person in charge of the vessel shall, without delay, make a report to a marine communications and traffic services officer or, if that is not feasible, to an officer of the Canadian Coast Guard (Subsec. 129(1)).
A person in charge of a vessel in Canadian waters who discovers an uncharted hazard to navigation, or discovers that an aid to navigation is missing, out of position or malfunctioning, shall make a report without delay to a marine communications and traffic services officer or, if that is not feasible, to an officer of the Canadian Coast Guard (Subsec. 129(2)).
These provisions are administered and enforced by the Minister of Fisheries, Oceans and the Canadian Coast Guard, who may designate any person or class of persons for the purposes of enforcing these provisions (subsec. 135(1)).
439 (1) Every one who makes fast a vessel or boat to a signal, buoy or other sea-mark that is used for purposes of navigation is guilty of an offence punishable on summary conviction.
(2) Every person who intentionally alters, removes or conceals a signal, buoy or other sea-mark that is used for purposes of navigation is guilty of
(a) an indictable offence and liable to imprisonment for a term of not more than 10 years; or
(b) an offence punishable on summary conviction.
The Criminal Code is enforced by the Police.
The carriage and use of nautical charts and publications is regulated by Division 6 of the Navigation Safety Regulations, , made under the authority of the Canada Shipping Act, . 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 Safety Regulations, ).
If the vessel is equipped with radio equipment, it must carry the Radio Aids to Marine Navigation, also published by the Canadian Coast Guard.
The Navigation Safety Regulations, are administered and enforced by the Minister of Transport.
Some aids to navigation may be considered as works under the Canadian Navigable Waters Act (CNWA) and may require going through one of the processes set out in the Act prior to the construction, placement, alteration, rebuild, removal, or decommissioning in, on, over, under, through or across any navigable water in Canada.
The Canadian Navigable Waters Act (CNWA) is administered and enforced by the Minister of Transport through the Navigation Protection Program.
What is a 'private buoy'?
The term is defined as follows in section 1 of the Private Buoy Regulations, made under the authority of the Canada Shipping Act, :
'means a buoy that is not owned by the federal government, a provincial government or a government agency.'
The Private Buoy Regulations prescribes the size, colour, shape and markings required for each buoy, as well as the responsibilities of the person(s) placing them, and provides for prohibitions.
No person shall place in any Canadian waters a private buoy that interferes with or is likely to interfere with the navigation of any vessel, or that misleads or is likely to mislead the operator of any vessel (Sec. 3).
The Private Buoy Regulations are administered and enforced by the Minister of Transport, who has the authority to require changes to the private buoy and may remove from the waters a private buoy that does not comply with these Regulations (Sec. 7).
The Vessel Operation Restriction Regulations made under the authority of the Canada Shipping Act, , provide for restrictions to navigation in certain Canadian internal waters and govern the markings of any restriction to navigation (e.g. speed limits, keep-out areas, etc.).
It is prohibited to place a sign anywhere for the purpose of restricting the operation of any vessel in Canadian waters unless
(a) the placement has been authorized by the Minister of Transport and the sign complies with the Regulations; or
(b) the placement is authorized under an Act of Parliament (Sec. 5).
The Vessel Operation Restriction Regulations are administered and enforced by the Minister of Transport.
A Canadian Coast Guard Aid to Navigation is any aid to navigation owned by the Canadian Coast Guard. This may include any aid owned by another government authority that is subject to an agreement between the Canadian Coast Guard and that other government authority, provided that the Canadian Coast Guard retains operational and maintenance responsibilities.
The Canadian Coast Guard and some other government aids to navigation are distinguishable from private buoys by their distinctive numbering-lettering system.
Other government aids to navigation are owned by government authorities that assume full operational and maintenance responsibilities. These may include any Federal, Provincial, or other government agency, department, Crown Corporation, or other authority. For example, the Department of National Defence, Parks Canada, Environment and Climate Change Canada, Harbour and Port Commissions, and Ferry Corporations are current providers of other government aids to navigation.
When charted, these aids will not be identified 'PRIV' as other private aids.
Private individuals, clubs, corporations, or other groups can establish aids to navigation or mooring buoys for their own use. Such aids to navigation are known as 'private aids' and may be advertised accordingly in the List of Lights, Buoys and Fog Signals as well as on charts. They are defined as those aids to navigation or mooring buoys which are not operated by Federal or Provincial government or agency. The Canadian Coast Guard considers any aid owned by a municipal government to be private.
The Canadian Coast Guard recognizes the value of these aids in contributing to the safety and well-being of the boating community. The use of private aids shall be encouraged to meet local demands when Canadian Coast Guard aids are not justified by existing policies and directives.
All private buoys are governed by the Private Buoy Regulations. These regulations specify the required marking, size, and identification of private buoys and require that they comply with this publication. The Minister of Transport is responsible for the development, implementation, and enforcement of these regulations including the removal or directing the removal or modification of any non-compliant private buoys. The Canadian Coast Guard is responsible for the implementation, management, and delivery of the Canadian aids to navigation systems and for all technical publications related thereto.
For more information, please contact your local Navigation Protection Program office or consult Transport Canada's most recent publication of An Owner's Guide to Private Buoys (PDF, 987 KB, available in PDF format only).
Private fixed aids which are in navigable waters and are likely to interfere slightly or substantially with navigation are considered works under the Canadian Navigable Waters Act (CNWA). The Minister of Transport may impose any terms and conditions on the approval of a work, including lights, marks, and buoys. The act authorizes the Minister of Transport to order the removal or alteration and, if the order is not complied with, to remove any work that has not been approved; does not comply with the act, or with the terms and conditions of the approval.
Transport Canada considers mooring buoys as 'works' under the Canadian Navigable Waters Act, since they usually secure vessels in fixed locations (e.g. docks, piers, or wharves), and do not aid or direct mariners. This means that the placement of a mooring buoy is subject to processes for works under the Act.
In the event of an accident involving a private aid, the person(s) owning that aid to navigation may be held liable for any damages resulting from negligent operation and/or maintenance of the aid. Owners are advised to take all necessary precautions to ensure that private aids conform to international and Canadian Coast Guard standards and are operated and maintained in the proper manner. The purchase of liability insurance is recommended.
In the Canada Shipping Act, , Private Buoy Regulations (PBR), all private buoys in Canada are required to conform to the aids to navigation standards set out herein. While the requirements for the colour, shape, placement, and use of private buoys are the same as those for buoys maintained by the CCG, private buoy identification markings must conform to the PBR - not the number and letter identification system used by the CCG.
The Private Buoy Regulations require that private buoys meet minimum above water dimensions of 15.25 cm (6 inches) in width and 30.5 cm (12 inches) in height. This should be regarded as the absolute minimum, suitable only for very sheltered, low traffic areas. In general, the buoy should be large enough to be seen at the distance for which its signal can be interpreted to allow for timely action by the mariner. Consideration should be given to both adverse weather conditions and varying sea states. The Private Buoy Regulations allow Transport Canada the authority to require buoys to be larger than the minimum, be equipped with retroreflective material, or be altered in any other way in the interest of safety (e.g. addition of lights, sound appliances, etc.) in accordance with prevailing site conditions.
The Private Buoy Regulations also require that buoys display, on two opposite sides, the capital letters 'PRIV'. These letters are to be as large as practical for the size of the buoy and contrasting in colour: white when the background colour is red, green, or black, and black when the background colour is white or yellow. Additionally, the current name, address, and number of the owner of the buoy must be displayed in a permanent and legible manner.
When a private aid is placed or erected in or near charted waters, it is desirable to provide the Canadian Coast Guard with sufficient information to allow for publication of their positions and characteristics in marine notices (Notices to Mariners; Navigational Warnings) and for charting of the aid(s) by the Canadian Hydrographic Service. Such information and any changes to existing charted buoys should be communicated to the nearest Canadian Coast Guard office or to a Canadian Coast Guard Marine Communications and Traffic Services Centre.
In Canada, all lighted aids to navigation, with the exception of those aids equipped with fixed (continuous) lighting, follow an established light flash character pattern. Such characters describe the periodic rhythm of a navigation light, thus enabling it to be identified on charts or while in visual contact.
A light flash character may be expressed as a series of letters and numbers which describe the operating characteristics of a particular light. The following provides an example of such a character as it might appear in the List of Lights Buoys and Fog Signal publication or any other Canadian Coast Guard publication:
Example:
Figure 1: Example of a Canadian light flash character composed of a light flash type Q(6) plus additional flashes LFl and the period 15s. Q is the light flash sequence and 6 is the flash groupings.
In all cases, the first letter(s) in the light flash character refers to the general light flash type or classification. This classification is based on the duration of illumination in relation to eclipse (darkness) for each light flash. In the example, the letter 'Q' indicates that the aid is equipped with a quick-flashing light; a quick-flashing light being one which flashes at a rate of one flash per second.
Where a light exhibits group flashes, the second symbol in the character will indicate the number of flashes in each grouping. In the same example, the '(6)' indicates that flashes occur in groups of 6. Where the aid exhibits a single, ungrouped flash no value will be shown.
Any additional flash that may be included in the sequence will be indicated by the use of a '+' in the character followed by reference to an additional flash or flash grouping. For example, in the illustration, the quick (Q) six-flash grouping (6) is followed by a long flash (+LFl).
The final number in the light flash character identifies the period of time within which the entire flash sequence occurs, as shown in the example above. The character indicates that the entire flash sequence will be repeated every 15 seconds or 4 times every minute.
Once the entire light flash character is taken into account, the mariner should be able to correctly identify the aid (e.g. the example shows a light flash character for a South Cardinal buoy).
The buoyage system used in Canada corresponds to the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Maritime Buoyage System which has been adopted by all major maritime nations in the world. This system includes lateral, cardinal, isolated danger, and special buoys.
For lateral buoys, the IALA Maritime Buoyage System divides the world into two regions, 'A' and 'B'. Within Region 'B', which includes Canada, starboard hand buoys are red and port hand buoys are green. Within Region 'A', the application of these colours is reversed with red to port and green to starboard. Bifurcation buoys are similarly affected in that the predominant colour of starboard bifurcation buoys is red in Region 'B' and green in Region 'A', and that of port bifurcation buoys is green in Region 'B' and red in Region 'A'. All other aspects of the IALA Maritime Buoyage System are the same in both Regions 'A' and 'B'.
Since the shape and/or colour of a buoy and the colour and flash character of the light on the buoy indicate its function, it is essential that mariners use up-to-date nautical charts with this system. Detailed descriptions follow. As a supplement, see the Canadian Aids to Navigation System quick reference guide (horizontal) (PDF, 1.94 MB, available in PDF format only) (Map).
Lateral buoys indicate the side on which they may be safely passed. There are five types of lateral buoys:
These aids have ID numbers and/or letters that increase as you proceed inland and decrease as you proceed toward open water.
A fairway buoy indicates safe water. It is used to mark landfalls, channel entrances or the centre of a channel. It should be kept to port (left) when proceeding in either direction as this keeps the vessel on the correct side of the channel.
In summary:
A port hand buoy marks the port (left) side of a channel or the location of a danger which must be kept on the vessel's port (left) side when proceeding in the upstream direction.
In summary:
A starboard hand buoy marks the starboard (right) side of a channel or the location of a danger which must be kept on the vessel's starboard (right) side when proceeding in the upstream direction.
In summary:
A bifurcation buoy marks the point where a channel divides and indicates the preferred or main channel when viewed from a vessel proceeding in the upstream direction.
If the preferred (main) channel is desired, this buoy should be kept on the vessel's port (left) side.
In Summary:
If the preferred (main) channel is desired, this buoy should be kept on the vessel's starboard(right) side.
In Summary:
Cardinal buoys indicate the location of the safest or deepest water by reference to the cardinal points of the compass. There are four cardinal buoys: North, East, South and West.
A north cardinal buoy is located so that the safest water exists to the north of it.
In summary:
An east cardinal buoy is located so that the safest water exists to the east of it.
In summary:
A south cardinal buoy is located so that the safest water exists to the south of it.
In summary:
A west cardinal buoy is located so that the safest water exists to the west of it.
In summary:
An isolated danger buoy is moored on, or near to a danger that has navigable water all around it. Isolated Danger aids may be in the form of either buoys or beacons. However, their predominant use is in the form of buoys in the Canadian system.
In summary:
Special buoys are used to convey specific information to the mariner. These buoys are not primarily used to assist in the navigation of the vessel. The shapes of special buoys have no significance and a variety of shapes may be used.
Many special buoys are privately owned and, as such, must conform to the Private Buoy Regulations.
All special buoys, where lighted, display yellow lights. These lights are flashing (Fl)4s, meaning that they flash regularly at intervals of 4 seconds, with the exception of Ocean Data Acquisition Systems buoys (ODAS). ODAS Buoys, if lighted, also carry yellow lights but display a group-flashing character of 5 flashes every 20 seconds, Fl(5)20s.
In cases where special buoys display retroreflective material, such material is yellow. Additionally, where a buoy exhibits an orange symbol (e.g. hazard buoys), orange retroreflective material may be added to enhance the visibility of the symbol. Where no colour is required (i.e. white swimming and diving buoys) retroreflective material is yellow.
Note: Keep-Out and Control buoys are governed by the Vessel Operation Restriction Regulations (VORR) of the Canada Shipping Act, . ODAS and Diving buoys are governed by the Collision Regulations of the Canada Shipping Act, .
An anchorage buoy marks the perimeter of a designated anchorage area.
In summary:
A cautionary buoy marks an area where mariners are to be warned of dangers such as firing ranges, racing courses, seaplane bases, underwater structures, aquaculture, of areas where no safe through channel exists, and of traffic separations. The mariner must consult their chart to determine the precise nature of the danger being marked.
In summary:
A control buoy marks an area where boating is restricted.
In summary:
A diving buoy marks an area where scuba or other such diving activity is in progress. Not normally charted.
In summary:
A hazard buoy marks random hazards such as rocks, shoals or turbulent waters located outside the main channel.
In summary:
An information buoy displays, by means of words or symbols, information of interest to the mariner.
In summary:
It may display identification letter(s), and is coloured white and has an orange diamond containing an orange cross on two opposite sides and two orange horizontal bands, one above and one below the diamond symbols.
In summary:
A mooring buoy is used for mooring or securing a vessel, seaplane, etc.
It may display identification letter(s), and is coloured white and orange, the orange colour covering the top one third of the buoy above the waterline.
In summary:
An ODAS (Ocean Data Acquisition System) buoy marks a scientific, meteorological, or oceanographic station. It shall not exhibit a shape that conflicts with any navigational mark.
In summary:
In summary:
During daytime, the colour and shape of a buoy indicates the buoy type, function and therefore interpretation by the mariner.
The following are the buoy colours used in the Canadian Buoyage System:
| Buoy type | Colour | Illustration |
|---|---|---|
| Fairway | Red and white vertical stripes | |
| Port | Green | |
| Starboard | Red | |
| Port Bifurcation | Green with one horizontal red band | |
| Starboard Bifurcation | Red with one horizontal green band | |
| North Cardinal | Black above yellow | |
| East Cardinal | Black with one broad horizontal yellow band | |
| South Cardinal | Yellow above black | |
| West Cardinal | Yellow with one broad horizontal black band | |
| Isolated Danger | Black with one broad horizontal red band | |
| Anchorage | Yellow | |
| Cautionary | Yellow | |
| ODAS | Yellow | |
| Mooring | White with orange symbols | |
| Keep-out | White with orange symbols | |
| Control | White with orange symbols | |
| Hazard | White with orange symbols | |
| Information | White with orange symbols | |
| Swimming | White | |
| Diving | White with red and white flag |
The shape of an unlighted buoy indicates the position of the buoy with respect to the channel and thus the side on which the buoy should be passed:
A conical shape indicates that the buoy is marking the starboard (right) side of the channel or the location of a danger which must be kept on the vessel's starboard (right) side when proceeding upstream.
A cylindrical shape (can) shape indicates that the buoy is marking the port (left) side of the channel or the location of a danger which must be kept on the vessel's port side when proceeding upstream. Flat topped (can) buoys are also used for some applications where the shape of the buoy has no significance (for example, special buoys and cardinal buoys). In the placement of such buoys, care is taken not to convey an unsafe message in the event that the meaning of the buoy is interpreted by shape only.
A spherical shape indicates that the buoy is marking the centre of the channel or safe water and that it may be safely passed on either side although generally it should be kept on the vessel's port (left) side when proceeding in either direction.
Topmarks are not used in Canada to the extent that they are used in other parts of the world because of the environmental conditions that Canadian aids to navigation must endure. The use of topmarks as an additional means of daytime buoy identification is mainly restricted to lateral, cardinal, and isolated danger buoys in ice-free conditions. Mariners are cautioned not to rely solely on topmarks as a means of buoy identification as they are susceptible to damage and may be intentionally removed during winter and ice conditions.
Where installed, the Canadian Buoyage System includes topmarks for each buoy as follows:
| Buoy type | Topmark description | Illustration |
|---|---|---|
| Fairway | Single red sphere | |
| Port and Port Bifurcation | Single green cylinder | |
| Starboard and Starboard Bifurcation | Single red cone, pointing upward | |
| North Cardinal | 2 black cones, pointing upward | |
| East Cardinal | 2 black cones, base to base | |
| South Cardinal | 2 black cones, pointing downward | |
| West Cardinal | 2 black cones, point to point | |
| Isolated Danger | 2 black spheres, one above the other |
Tip: A way of remembering the arrangement of the conical topmarks on Cardinal Buoys is to relate the direction of the points of the cones to the location of the black portion(s) of the buoy (e.g. on an East Cardinal, the upper cone pointing up and the lower cone pointing down relate to the black colour of the upper and lower portions of the buoy).
At night, the colour and flash character of a buoy's light indicates its function. If unlit, retroreflective material might be applied.
Lights of different colours are used to assist recognition of the marks in the Canadian aids to navigation system. Red and green lights for the lateral buoys, white lights for the cardinal, isolated danger, and fairway buoys and yellow lights for special buoys.
The light characteristics for all buoys in the Canadian aids to navigation system shall conform to the 'Specifications for Buoy Light Characteristics' detailed in table below. The primary character shall be used in all cases except:
The following are the names, abbreviations, and descriptions of the flash characters of the lights used in the Canadian Buoyage System:
Primary: Morse Code A ' Mo(A)6s
A white light in which a 0.3 second flash is followed by a 0.6 second eclipse then a 1 second long flash, repeated at a rate of 10 times per minute (every 6 seconds).
Secondary: Long Flash ' (LFl)10s
A white light in which a flash of 2 seconds duration is repeated at a rate of 6 flashes per minute (1 long flash every 10 seconds).
Primary: Flashing ' (Fl)4s
A light (red for starboard and green for port) in which the total duration of light in a period is shorter than the total duration of darkness and is regularly repeated at a rate of 15 flashes per minute (1 flash every 4 seconds).
Secondary: Quick Flashing ' (Q)1s
A light (red for starboard and green for port) in which identical flashes are repeated at the rate of 60 flashes per minute (1 flash every second).
Primary: Composite Group Flashing Fl(2+1)6s
A light (red for starboard and green for port) in which a group of 2 flashes is followed by a single flash, the whole sequence being repeated 10 times per minute (every 6 seconds).
Secondary: Composite Group Flashing ' Fl(2+1)10s
A light (red for starboard and green for port) in which a group of 2 flashes is followed by a single flash, the whole sequence being repeated 6 times per minute (every 10 seconds).
Primary: Quick Flashing ' (Q)1s
A white light in which identical flashes are repeated at the rate of 60 flashes per minute (1 flash every second).
Secondary: Very Quick Flashing ' (VQ).5s
A white light in which a flash is regularly repeated at a rate of 120 flashes per minute (1 flash every 0.5 second).
Primary: Group Quick Flashing Q(3)10s
A white light in which a group of 3 flashes is regularly repeated at a rate of 6 times per minute (every 10 seconds).
Secondary: Group Very Quick Flashing ' VQ(3)5s
A very quick-flashing white light in which a group of 3 flashes is regularly repeated at a rate of 12 times per minute (every 5 seconds).
Primary: Group Quick Flashing + Long Flash ' (Q(6)+LFl)15s
A white light in which a group of 6 quick flashes is followed by a single long flash, the whole sequence being regularly repeated 4 times per minute (every 15 seconds).
Secondary: Group Very Quick Flashing + Long Flash ' (VQ(6)+LFl)10s
A white light in which a group of 6 very quick flashes is followed by a single long flash, the whole sequence being regularly repeated 6 times per minute (every 10 seconds).
Primary: Group Quick Flashing ' Q(9)15s
A white light in which a group of 9 flashes is regularly repeated 4 times per minute (every 15 seconds).
Secondary: Group Very Quick Flashing ' VQ(9)10s
A very quick-flashing white light in which a group of 9 flashes is
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