As times progressed and bigger ships and freighters utilized the Presque Isle Harbor, more developments and construction were made.
In March 1889, Congress gave another 5,500 dollars to the construction of a steam fog signal at the station.
 These loud horns were helpful in fog or stormy weather when a vessel had little or no visibility.
These signals, though sometimes distorted by the fog itself, could be heard where the light could not be seen.
A problem, however, with the steam was the preparation to sound the signal.
Sometimes it took as long as 45 minutes to start a boiler fire and wait for the steam pressure to rise.
This could pose a hazard to a boat that required immediate assistance from keepers at the station – in those precious minutes, a vessel might be severely delayed upon entering harbor.
In time, compressed air was substituted for the steam operation, and this significantly decreased the amount of time needed to prepare for blasting the signal.

In June 1890, the steam barge Ruby arrived at Presque Isle harbor with a working crew.
They brought with them the materials to construct the building as well as a 2,240-foot (680 m)-long tramway which would serve as the track for the transportation of tons of coal that fueled the fog signal boilers, as well as oil and other supplies from the dock. (
The working crew also rebuilt the landing dock and boat house.)
In 1897, due to receding lake levels, the landing dock was extended 120 feet (37 m).

Feeding the fog signal boilers was an arduous task.
Dependably performing these jobs daily, among others, often required more than one keeper and one assistant.
Eleventh District Inspector Commander Edward H Gheen reported that the Presque Isle Light needed more than two men running the station.
Plans for a second dwelling on the property were drawn, and Congress allotted 5,000 dollars to build it.
Work arrived on the tender Amaranth, and the new dwelling was constructed and finished by September 1905.
The outer crib of the boat landing and a new deck were also built during this time.
But for four years, no second assistant keeper was assigned to Presque Isle.
In November 1909, Arthur J. Cater came to fill the position.

In September 1912, an incandescent oil vapor system was installed at the light tower.
This new system was able to decrease the amount of cleaning needed while increasing the temperature and burn intensity.
Kerosene was forced into a heated chamber where it was vaporized.
It was then sent into the mantle where it would burn very brightly. (
This highly effective and very efficient type of system is similar to what is used in smaller Coleman lanterns carried by campers today.

The Lighthouse Service was transferred to control under the Coast Guard in 1939, and that department gained control of the Presque Isle light.
Indoor plumbing and electricity were installed at the station, and the fog signal building was demolished because it was no longer a necessity.
The Coast Guard automated the light in 1970, and boarded up the station building.
As times progressed and bigger ships and freighters utilized the Presque Isle Harbor, more developments and construction were made. In March 1889, Congress gave another 5,500 dollars to the construction of a steam fog signal at the station.  These loud horns were helpful in fog or stormy weather when a vessel had little or no visibility. These signals, though sometimes distorted by the fog itself, could be heard where the light could not be seen. A problem, however, with the steam was the preparation to sound the signal. Sometimes it took as long as 45 minutes to start a boiler fire and wait for the steam pressure to rise. This could pose a hazard to a boat that required immediate assistance from keepers at the station – in those precious minutes, a vessel might be severely delayed upon entering harbor. In time, compressed air was substituted for the steam operation, and this significantly decreased the amount of time needed to prepare for blasting the signal.
In June 1890, the steam barge Ruby arrived at Presque Isle harbor with a working crew. They brought with them the materials to construct the building as well as a 2,240-foot (680 m)-long tramway which would serve as the track for the transportation of tons of coal that fueled the fog signal boilers, as well as oil and other supplies from the dock. (The working crew also rebuilt the landing dock and boat house.) In 1897, due to receding lake levels, the landing dock was extended 120 feet (37 m).
Feeding the fog signal boilers was an arduous task. Dependably performing these jobs daily, among others, often required more than one keeper and one assistant. Eleventh District Inspector Commander Edward H Gheen reported that the Presque Isle Light needed more than two men running the station. Plans for a second dwelling on the property were drawn, and Congress allotted 5,000 dollars to build it. Work arrived on the tender Amaranth, and the new dwelling was constructed and finished by September 1905. The outer crib of the boat landing and a new deck were also built during this time. But for four years, no second assistant keeper was assigned to Presque Isle. In November 1909, Arthur J. Cater came to fill the position.
In September 1912, an incandescent oil vapor system was installed at the light tower. This new system was able to decrease the amount of cleaning needed while increasing the temperature and burn intensity. Kerosene was forced into a heated chamber where it was vaporized. It was then sent into the mantle where it would burn very brightly. (This highly effective and very efficient type of system is similar to what is used in smaller Coleman lanterns carried by campers today.
The Lighthouse Service was transferred to control under the Coast Guard in 1939, and that department gained control of the Presque Isle light. Indoor plumbing and electricity were installed at the station, and the fog signal building was demolished because it was no longer a necessity. The Coast Guard automated the light in 1970, and boarded up the station building.
New Presque Isle Light