History of U.S. Lighthouses

Boston Harbor Light (1716) - The first colonial lighthouse was established in 1716, on Little Brewster Island, on Boston Harbor in Massachusetts.  Duties were collected from vessels based on the type of ship.  Due to the Revolutionary war, the British blew the tower up as they retreated from Boston in June 1776.  A new tower was built on its base in 1783.

Brant Point Light (1746) - The second lighthouse built in the U.S.  A small lighthouse was established on Brant point on the south side of Nantucket Harbor.  A fire destroyed it twelve years later , but it was rebuilt in 1759.  In 1774, the light was blown down and was replaced again.  Nine years later, it burnt down.  A even smaller light was built in 1783 but was insufficient and replaced.  And can you believe it, another storm took this light two years later.

Tybee Island Light (?) - Considered the third lighthouse in the U.S. on Tybee Island, the outermost of the coastal islands.  When constructed the first tower stood 90 feet tall.  Several years later a storm toppled it.  Another tower was erected and stood until Revolution when sea erosion took the tower.  A brick tower was erected in 1771.

Beavertail Light (1749) - Southern tip of Conanicut Island in Narragansett Bay.  This light was authorized by Rhode Island in 1738 but not built until 1749.  Sixty-four feet tall rubble stone tower stood until 1856.

New London Light (1760) - Fifth Lighthouse in the U.S. constructed on the west side of New London Harbor entrance.  Replaced in 1801 by a stone tower.

Sandy Hook Light (1764) - Only colonial lighthouse that has survived until today!  Located in New Jersey, New York merchants financed cost through two lotteries. Dues supported this light until the USLHS took it over.

Cape Henlopen Light (1767) - Located at the entrance to Delaware Bay.  Lighthouse built due to Pennsylvania businessmen.  Unfortunately, this light was constructed on sand & a storm washed the sand from under the tower in 1929.

Charleston (Morris Island) Light (1767) - Light established by South Carolina colonial government on Morris island at entrance to Charleston Harbor.  Light stood many years after the Civil War.

Plymouth Light (1769) - Light established by Massachusetts legislature located on Gurnet Point at the entrance to Plymouth Bay.  This small light was twenty feet high, twenty feet long, fifteen feet wide and at each end were placed a lantern containing two lamps.

Portsmouth Light (1771) - Wooden lighthouse located at the Portsmouth, New Hampshire harbor.  Another wooden structure replaced this light in 1804.

Cape Ann Light (1771) - Considered the eleventh & last of the colonial lighthouses.  Located on Thatcher's Island at Cape Ann on the northern side of Massachusetts Bay.  To give the lighthouse a distinctiveness construction of two towers each forty-feet high were built.  During the Revolutionary War the keeper was forced out by local people and the light were out through out the war.  Relit after the war, this structure stood until 1861 when they were replaced.

Shipments from England and other European countries were a necessity for the early American colonies.  Aids to navigation were not permanent structures in Colonial America, instead bonfires, lanterns or other means were used to guide ships. Unfortunately, no one wanted to spend money on lighthouses, since generally only merchants profited from them.

Prior to 1776 only ten additional lighthouses were built, due to considerable pressure from maritime merchants on local governments who usually bore the cost and construction of these early lights.  1783, After the Revolutionary War, states retained responsibility of lighthouse maintenance  and construction.  Then in 1789 Federal authority over lighthouses was established.  General revenues were used to maintain lighthouses instead of duties from vessels.

Each of the thirteen colonies were responsible for its own aids to navigation during  the colonial period.  Businessmen and local authorities built lighthouses to satisfy local merchants.  The entire lighthouse system was inadequate and majority of existing lighthouses were poorly constructed.

Soon after the formation of the federal government early management of the lighthouse system was placed in the Treasury Department.  The secretary of the treasury administered lighthouses personally for several years.  

Due to growing commerce, the lighthouse establishment required more time to detail of operations.  As a result, the commissioner of revenue handled every day management until 1802.  Several transfers of responsibility of lighthouse system between the secretary of the treasury and commissioner of revenue took place between 1802 to 1820.

This administration had a variety of problems including Pleasonton lack of technical and maritime experience.  Also, Pleasonton usually accepted all complaints and reports made by local supervisors.  Under this administration maintenance of the lighthouse system was inadequate but economical.  One such example includes when Pleasonton wrote France in 1830 inquiring about the Fresnel lens, but after being informed of the cost of the different lenses he decided they were to expensive.

Lighthouses in the U.S. did not meet with other countries standards and in 1838 inspections were made on the lighthouse system.  After this initial inspection Congress passes an act in 1838 which divided the Atlantic Coast into six districts and the Great Lakes into two.  Each district was inspected by a naval officer, where conditions of lights were found to vary from poor to good.  Some of the worst conditions were due to substandard construction materials or techniques.  Lightships were also in generally poor condition and in some cases the crew were not very dedicated.  Unfortunately, no action was taken by Congress for years later.

Four years later Congress appoints a committee to investigate the operation of several governmental departments and make recommendations.  The committee concluded to take lighthouse duties from the fifth auditor and re-assign them to the commissioner of revenue, which would do nothing to improve the lighthouse system.  But these recommendations were not implemented.

At the same time the committee was conducting its investigation, a study was released which embellished the good condition and classifications of the lighthouse system.  The committee believed the study and decides the navigation system works "tolerably well."

Due to criticism in the 1840's Pleasonton and his lighthouse system came under investigation again in 1851.  In 1847, construction of new lights were placed under the jurisdiction of the Corps of Engineers. 1851, Congress authorized and required several  civilian, naval, army engineers and technical to investigate every aspect of the lighthouses system.  This included construction, management, lighting, efficiency and comparing the U.S. system to other countries.

Reports of poor spacing or seamen could not see or distinguish lights, poor construction, keeper training, qualifications or incompetence, lightships were defective, distribution of supplies was insufficient.  

The board proposed a complete revamping of the system and to follow other noted countries examples.  

Proposed a nine member lighthouse board be established with a variety of experts from civilian, army and treasury departments.  The board would have control over all aids to navigation, issue rules and regulations and instructions to light keepers.

By 1852 there were 331 lighthouses and 42 lightships.

US Lighthouse Cap emblem.

On October 9 1852, Congress created the nine member board.  Thus, the United States Light House Service (USLHS) was established and took responsibility of existing lighthouse system.

The Country was re-divided into twelve lighthouse districts where a naval inspector was appointed in each district.  The inspector inspected each light every three months and reported any deficiencies or repairs needed.  As time went on each district also had an army engineer officer who supervised the building and repair of lighthouses and ships.  

Central depots were set up for distribution of supplies to stations and vessels.  Depots were eventually established in each district and lighthouse tenders or rails were used to carry construction materials and supplies.

In 1910 there were 11,713 different types of navigational aids.

The USLHS was found to be unable to manage effectively and efficiently any longer.  Congress eliminated the USLHS on June 17, 1910 replaced by the Bureau of Lighthouses, which was staffed by civilians.  (Almost no military or maritime influence under this administration.)

The Bureau of Lighthouses was under the Commerce Department, headed by one man and Congress specifically restricted the assignment of military personnel.  Bureau was given authorization to reorganize the lighthouse districts but not to exceed nineteen.  Each district was headed by an inspector who was a civilian.

The new Bureau was headed by George R. Putnam, an civilian engineer who also spent many years surveying and map making around the world.  Putman selected career government employees who were veterans of the lighthouse service.  

During this administration the number of lighthouses grew quickly, however, due to increased automation the number of employees required to maintain lighthouses decreased.  By 1924 had 16,888 aids to navigation and more automatic equipment than any other country.  Electricity, radio beacons, the use of the electric buoy, and the application of electricity to fog signals all were developed during this time.

Putnam retires and four years later and another act is passed making the Lighthouses and other aids part of the U.S. Coast Guard.

July 7, 1939 Bureau of Lighthouses was replaced by Coast Guard under the Reorganization act of 1939, which is an effort to bring maritime activities under one organization.  (This service is under U.S. military control.)

In another move to improve economy and efficiency the lighthouses and other aids to navigation are incorporated into the U.S. Coast Guard, returning the lighthouse service back to the Treasury department.

The Coast Guard has continued improvements in lighting and technical advances.  Some technical advances such as GPS (Global Positioning System) are used by military, a discovery that determines your precise location with the help of satellites.  A different system for civilians system called dGPS was developed.