https://www.history.uscg.mil/research/chronology/
1970 — The installation of the Coast Guard’s Control Data Corporation 3300 Computer System at Headquarters was completed. A period of system acceptance testing was satisfactorily completed and the computer system was then accepted for use by the Coast Guard.
Coast Guard miscellany
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
2022 — CGC Healy returned to its homeport of Seattle following its historic 17,000-mile, 124-day deployment in the high Arctic latitudes that included a transit to the North Pole. Healy and its crew traversed the ice-packed Arctic Ocean to the top of the world, reaching the geographic North Pole on 30 September 2022. This was only the second time a U.S. surface vessel had reached 90 degrees north unaccompanied. In July and August 2022, after a port call in Seward, Alaska, Healy traveled into the Beaufort and Chukchi Seas, going as far north as 78 degrees, while supporting an Office of Naval Research-sponsored team from the University of Washington Applied Physics Department and Woods Hole Oceanographic Institution. The embarked team worked with Healy crew to conduct various evolutions, including deploying and recovering sea gliders, underwater sensors and acoustic buoys, throughout the marginal and pack ice zones as part of the Arctic Mobile Observing System. During transits to and from the Arctic, Healy participated in flight operations in Kotzebue Sound and off the coast of Kodiak Island, Alaska, with Air Station Kodiak MH-60 helicopter aircrews, conducted passing exercises with the CGC Kimball (WMSL 756), and completed patrols of the international maritime boundary line between the U.S. and Russia. In September and October, after a port visit to Dutch Harbor, Alaska, Healy transited north again to conduct multidisciplinary, internationally collaborative research as part of the Synoptic Arctic Survey. The embarked National Science Foundation-funded team collected samples and data to study environmental changes across the Arctic Ocean. Upon reaching the North Pole, Healy conducted two days of science operations and the crew enjoyed several hours of ice liberty. After disembarking all science personnel during a second logistics stop in Dutch Harbor at the end of October, Healy made a final port call in Juneau, Alaska, where friends and family of crewmembers were given the opportunity to sail on the cutter during its final underway leg through the inside passage to Seattle
2022 — CGC Healy returned to its homeport of Seattle following its historic 17,000-mile, 124-day deployment in the high Arctic latitudes that included a transit to the North Pole. Healy and its crew traversed the ice-packed Arctic Ocean to the top of the world, reaching the geographic North Pole on 30 September 2022. This was only the second time a U.S. surface vessel had reached 90 degrees north unaccompanied. In July and August 2022, after a port call in Seward, Alaska, Healy traveled into the Beaufort and Chukchi Seas, going as far north as 78 degrees, while supporting an Office of Naval Research-sponsored team from the University of Washington Applied Physics Department and Woods Hole Oceanographic Institution. The embarked team worked with Healy crew to conduct various evolutions, including deploying and recovering sea gliders, underwater sensors and acoustic buoys, throughout the marginal and pack ice zones as part of the Arctic Mobile Observing System. During transits to and from the Arctic, Healy participated in flight operations in Kotzebue Sound and off the coast of Kodiak Island, Alaska, with Air Station Kodiak MH-60 helicopter aircrews, conducted passing exercises with the CGC Kimball (WMSL 756), and completed patrols of the international maritime boundary line between the U.S. and Russia. In September and October, after a port visit to Dutch Harbor, Alaska, Healy transited north again to conduct multidisciplinary, internationally collaborative research as part of the Synoptic Arctic Survey. The embarked National Science Foundation-funded team collected samples and data to study environmental changes across the Arctic Ocean. Upon reaching the North Pole, Healy conducted two days of science operations and the crew enjoyed several hours of ice liberty. After disembarking all science personnel during a second logistics stop in Dutch Harbor at the end of October, Healy made a final port call in Juneau, Alaska, where friends and family of crewmembers were given the opportunity to sail on the cutter during its final underway leg through the inside passage to Seattle
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
1882 — On November 11, the steam-barge H.C. Schnoor struck on the bar off Alcona at 11 o’clock at night about three hundred yards from the shore. A strong southeast gale prevailed at the time, and there was a heavy sea. At 8 o’clock in the morning of the next day (November 12) a team came with the news from Alcona to Station No. 5, Tenth District, (Sturgeon Point), about four miles and a half from the scene of the disaster. After a half-hour for preparation, the keeper was on the road with two teams, one bearing the wreck ordnance and the other the surfboat. An hour later they arrived and launched the surfboat. The surf, however, was so heavy that they failed to get alongside the barge and they were obliged to return. The wreck-gun was then used. The gear, having been set up, the mate was brought ashore by the breeches-buoy. As the crew was obliged to work from a point of land so narrow that they could not spread sufficiently to keep the lines apart, they twisted. The heavy current caused the lee part of the whip-line to foul with the hawser. Before the lines could be cleared, however, the wind changed and beat down the sea. The surfboat was launched and took the captain (who had been on shore at Alcona) and the mate back to the barge. The immediate danger ended with the subsidence of the sea. The life-saving crew returned to the station.
1882 — On November 11, the steam-barge H.C. Schnoor struck on the bar off Alcona at 11 o’clock at night about three hundred yards from the shore. A strong southeast gale prevailed at the time, and there was a heavy sea. At 8 o’clock in the morning of the next day (November 12) a team came with the news from Alcona to Station No. 5, Tenth District, (Sturgeon Point), about four miles and a half from the scene of the disaster. After a half-hour for preparation, the keeper was on the road with two teams, one bearing the wreck ordnance and the other the surfboat. An hour later they arrived and launched the surfboat. The surf, however, was so heavy that they failed to get alongside the barge and they were obliged to return. The wreck-gun was then used. The gear, having been set up, the mate was brought ashore by the breeches-buoy. As the crew was obliged to work from a point of land so narrow that they could not spread sufficiently to keep the lines apart, they twisted. The heavy current caused the lee part of the whip-line to foul with the hawser. Before the lines could be cleared, however, the wind changed and beat down the sea. The surfboat was launched and took the captain (who had been on shore at Alcona) and the mate back to the barge. The immediate danger ended with the subsidence of the sea. The life-saving crew returned to the station.
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
1860 — The light in the massive stone Minot's Ledge Lighthouse, which was built on the original site of the one lost in 1851, was exhibited. Work on the new lighthouse commenced in 1855 and finished in 1860. "It ranks, by the engineering difficulties surrounding its erection and by the skill and science shown in the details of its construction, among the chief of the great sea-rock lighthouses of the world."
https://www.lighthousefriends.com/light.asp?ID=474
https://www.geonames.org/4944240/minots ... light.html
1860 — The light in the massive stone Minot's Ledge Lighthouse, which was built on the original site of the one lost in 1851, was exhibited. Work on the new lighthouse commenced in 1855 and finished in 1860. "It ranks, by the engineering difficulties surrounding its erection and by the skill and science shown in the details of its construction, among the chief of the great sea-rock lighthouses of the world."
https://www.lighthousefriends.com/light.asp?ID=474
https://www.geonames.org/4944240/minots ... light.html
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
1992 — CGC Storis became the cutter with the longest service in the Bering Sea, eclipsing the U.S. Revenue Cutter Bear which had held that distinction since 1929. Bear was decommissioned in 1929 after serving in the Bering Sea for 44 years and two months.
1992 — CGC Storis became the cutter with the longest service in the Bering Sea, eclipsing the U.S. Revenue Cutter Bear which had held that distinction since 1929. Bear was decommissioned in 1929 after serving in the Bering Sea for 44 years and two months.
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
2014 — Watchstanders at the Coast Guard 7th District command center received a report from a tug stating they heard a distress call from a vessel claiming to be taking on water off the coast of Great Inagua, Bahamas. A Coast Guard MH-60 crew deployed in support of Operations Bahamas, Turks and Caicos (OPBAT) launched and located the coastal freighter Calypso approximately 50 miles off the coast of Great Inagua. The helicopter crew lowered a rescue swimmer down with a dewatering pump. Calypso began to slowly transit to the coast of Haiti to investigate the source of the flooding. At approximately 12:30 p.m., CGC Charles Sexton arrived on scene and Coast Guard crewmembers were transferred to the freighter and assisted with the dewatering of the vessel. The freighter began to list on the right side due to the amount of water in the lower compartments. To ensure the safety of everyone aboard, all seven crewmembers were removed and transferred to the cutter Sexton with no medical concerns. CGC Thetis arrived on scene at approximately 7 p.m. and safely transferred the seven crewmembers from Sexton to Thetis. At approximately 7:30 p.m., crewmembers from the cutter Thetis reported seeing the freighter Calypso continue to list on the right side before sinking approximately 45 miles north of Cap Haitien, Haiti.
2014 — Watchstanders at the Coast Guard 7th District command center received a report from a tug stating they heard a distress call from a vessel claiming to be taking on water off the coast of Great Inagua, Bahamas. A Coast Guard MH-60 crew deployed in support of Operations Bahamas, Turks and Caicos (OPBAT) launched and located the coastal freighter Calypso approximately 50 miles off the coast of Great Inagua. The helicopter crew lowered a rescue swimmer down with a dewatering pump. Calypso began to slowly transit to the coast of Haiti to investigate the source of the flooding. At approximately 12:30 p.m., CGC Charles Sexton arrived on scene and Coast Guard crewmembers were transferred to the freighter and assisted with the dewatering of the vessel. The freighter began to list on the right side due to the amount of water in the lower compartments. To ensure the safety of everyone aboard, all seven crewmembers were removed and transferred to the cutter Sexton with no medical concerns. CGC Thetis arrived on scene at approximately 7 p.m. and safely transferred the seven crewmembers from Sexton to Thetis. At approximately 7:30 p.m., crewmembers from the cutter Thetis reported seeing the freighter Calypso continue to list on the right side before sinking approximately 45 miles north of Cap Haitien, Haiti.
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
1906 — At the second International Radio Telegraphic Convention, which was held in Berlin, the attendees agreed to adopt the wireless signal "SOS" as the internationally recognized signal for distress at sea. Their thinking was that three dots, three dashes and three dots could not be misinterpreted.
1968 — A DC-8 with 107 persons on board disappeared from the radar during final approach to San Francisco International Airport. Visibility was 3/4-mile in fog and the ceiling was 300 feet. A Coast Guard helicopter located the aircraft in the water 6,100 yards from the runway with people on the wings boarding life rafts. Within seven minutes, two additional helicopters and a Coast Guard boat were on the scene. All 107 persons were saved.
1906 — At the second International Radio Telegraphic Convention, which was held in Berlin, the attendees agreed to adopt the wireless signal "SOS" as the internationally recognized signal for distress at sea. Their thinking was that three dots, three dashes and three dots could not be misinterpreted.
1968 — A DC-8 with 107 persons on board disappeared from the radar during final approach to San Francisco International Airport. Visibility was 3/4-mile in fog and the ceiling was 300 feet. A Coast Guard helicopter located the aircraft in the water 6,100 yards from the runway with people on the wings boarding life rafts. Within seven minutes, two additional helicopters and a Coast Guard boat were on the scene. All 107 persons were saved.
Re: Coast Guard miscellany
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1968 — M/V Triple Crown foundered off the coast of Southern California with a loss of nine lives while retrieving the anchor and chain of a large offshore drilling rig. The Coast Guard investigated.
1968 — M/V Triple Crown foundered off the coast of Southern California with a loss of nine lives while retrieving the anchor and chain of a large offshore drilling rig. The Coast Guard investigated.
Re: Coast Guard miscellany
https://www.history.uscg.mil/research/chronology/
1964 — The Israeli passenger liner Shalom and the Norwegian tanker Stolt Dagali collided off Point Pleasant, New Jersey in a dense fog. Nineteen tanker crewmen were killed in the collision which sliced the tanker into two pieces. CGC Point Arden was the first on scene. Five other cutters and "a fleet" of Coast Guard and Navy helicopters soon joined in the rescue and salvage operations, resulting in the rescue of 24 of the tanker's crew. One injured Shalom crewman was airlifted by a Coast Guard helicopter for medical treatment and survived. No one else from the liner was injured.
Detailed description at: https://www.usdeadlyevents.com/1964-nov ... ant-nj-19/
1968 — While en route from Apia, Western Samoa to Pago Pago, Polynesian Airlines Flight 5WFAA sighted the wreckage of an overturned vessel and reported it to the Federal Aviation Agency Flight Service at Tafuna, American Samoa. CGC Cape Providence, moored at Pago Pago on search and rescue standby, was notified of the sighting. With an assist from the Polynesian airliner, the cutter located the disabled fishing vessel named Main Sun No.2 and found 17 survivors clinging to the overturned hull. Despite the rough seas breaking over the hull, the Cape Providence rescued 13 of the survivors, while 4 more were retrieved from the water by the fishing vessel Chie Hong No.20, which had arrived on scene to assist. Two members of the 19-man crew, however, had been trapped in the engine room on the capsized vessel and had perished.
https://www.history.uscg.mil/Browse-by- ... wpb-95335/
1964 — The Israeli passenger liner Shalom and the Norwegian tanker Stolt Dagali collided off Point Pleasant, New Jersey in a dense fog. Nineteen tanker crewmen were killed in the collision which sliced the tanker into two pieces. CGC Point Arden was the first on scene. Five other cutters and "a fleet" of Coast Guard and Navy helicopters soon joined in the rescue and salvage operations, resulting in the rescue of 24 of the tanker's crew. One injured Shalom crewman was airlifted by a Coast Guard helicopter for medical treatment and survived. No one else from the liner was injured.
Detailed description at: https://www.usdeadlyevents.com/1964-nov ... ant-nj-19/
1968 — While en route from Apia, Western Samoa to Pago Pago, Polynesian Airlines Flight 5WFAA sighted the wreckage of an overturned vessel and reported it to the Federal Aviation Agency Flight Service at Tafuna, American Samoa. CGC Cape Providence, moored at Pago Pago on search and rescue standby, was notified of the sighting. With an assist from the Polynesian airliner, the cutter located the disabled fishing vessel named Main Sun No.2 and found 17 survivors clinging to the overturned hull. Despite the rough seas breaking over the hull, the Cape Providence rescued 13 of the survivors, while 4 more were retrieved from the water by the fishing vessel Chie Hong No.20, which had arrived on scene to assist. Two members of the 19-man crew, however, had been trapped in the engine room on the capsized vessel and had perished.
https://www.history.uscg.mil/Browse-by- ... wpb-95335/