The U.S. Coast Guard (USCG) is carrying out another major operation in its fight against drug cartels and human smuggling in the Eastern Pacific. Recent efforts in coordination with the U.S. Navy have already led to the seizure of over 13,000 pounds of cocaine and the arrest of 11 suspects.
Homeland Security announced that just days after the USCG embarked on Operation Pacific Viper with the deployment of large numbers of forces and warships to fight Latin American drug cartels, the results are evident. In a matter of days, the agency has hunted down, interdicted, and boarded several illegal vessels, resulting in seizures and arrests.
The first seizure happened on August 8 when the Legend-class cutter Hamilton interdicted a drug smuggling vessel south of Mexico, seizing over 4,000 pounds of cocaine and arresting three smugglers.
Three days later, the Navy guided missile destroyer Sampson was operating in the known drug trafficking corridor when she interdicted a smuggling boat. Sailors, together with USCG Law Enforcement Detachment officers onboard, identified the suspicious vessel, prompting the launch of MH-60R Sea Hawk helicopter and a rigid-hull inflatable boat to intercept it.
Destroying smugglers' boats (USCG)
The smuggling vessel attempted to flee with the traffickers trying to dump their cargo overboard before they were subdued, leading to the seizure of about 1,300 pounds of cocaine and the arrest of two suspects. Due to deteriorating seaworthiness and heavy seas, the smuggling vessel was left to sink.
In yet another case on August 16, USCG cutter Stone interdicted a smuggling vessel south of the Galapagos Islands, with officers disabling it by shooting its engine out from a helicopter. Three suspected drug smugglers were detained with over 3,500 pounds of cocaine being confiscated. The vessel was set on fire.
A day later, Stone carried out another interdiction, disabling the engine on a smuggler’s vessel with fire from a helicopter. It resulted in the arrest of three smugglers and the seizure of over 4,000 pounds of cocaine. The suspects arrested in the two cases are said to be Ecuadorian nationals.
Another seizure of nearly 3,000 pounds of cocaine occurred on August 19 after Stone yet again interdicted a smuggling vessel. On the same day, a boat launched from the Reliance-class medium endurance cutter Venturous seized over 750 pounds of cocaine that was jettisoned by a target of interest.
Seized cocaine on the deck of USS Sampson (Homeland Security)
“80 percent of illicit drug seizures occur at sea,” said Homeland Security Secretary Kristi Noem. The U.S. Coast Guard is surging maritime interdictions in the Eastern Pacific to stop the cartels and criminal organizations, cutting off drugs and human smuggling before it reaches American shores.”
Operation Pacific Viper is taking place while reports indicate that President Donald Trump has also ordered the deployment of three warships off the coast of Venezuela to intensify the fight against drug trafficking.
Reuters is reporting that the Aegis guided-missile destroyers USS Graverly, John Dunham, and Sampson, and a contingent of 4,000 sailors and marines are designed to increase pressure on Venezuelan President Nicolás Maduro, for whom the U.S. is offering a $50 million reward for his arrest over his alleged links to cocaine trafficking.
The Port of Auckland in New Zealand is finally set to embark on major infrastructure expansion projects aimed at enhancing its competitiveness. It is proceeding after getting a government greenlight under a new law designed to cut red tape in the approval process for huge infrastructure and development projects.
Under the Fast-track Approvals Act, Auckland’s wharf expansion project has become the first mega project to be granted consent. The greenlight now allows New Zealand’s main import terminal to proceed with the implementation of the Bledisloe North and Fergusson North projects, as well as the construction of a cruise passenger terminal and other upgrades.
The consent was granted by an expert panel set up under the Act, which was introduced in Parliament in March last year and enacted in record speed as part of the coalition government’s plan for its first 100 days in office. The Act, which received Royal Assent in December and became effective in February, establishes a permanent fast-track regime that makes it easier and quicker for large projects to gain approvals. The decision came just 66 working days after the panel was convened.
“The Act helps cut through the tangle of red and green tape and the jumble of approvals processes that have, until now, held New Zealand back from much-needed economic growth,” said Chris Bishop, New Zealand Infrastructure Minister.
Having become the first to get approval under the act, the Port of Auckland will, starting next month, embark on implementing key projects that are critical to future growth. The Bledisloe and Fergusson wharves expansion forms the core of the projects that will not only allow berthing of larger containerships but also make Auckland a hub for cruise shipping.
The Bledisloe North wharf project will include a new reinforced concrete-piled wharf at the terminal, giving it enough depth for large cruise ships and RoRos. For Fergusson North, the project involves a wharf extension that will enable the port to handle 10,000 TEU ships in the future. Currently, the port can only handle ships with a 5,000 TEU maximum capacity.
Auckland has termed the projects as once-in-a-generation infrastructure that is needed to serve the city for decades to come, not only by making the port “big ship capable” but also by providing long-term fit-for-purpose infrastructure. In February, the port that is owned by the Auckland Council revealed it intends to invest NZ$120 to NZ$150 million (US$70 to $88 million) over the next three to four years in infrastructure expansion.
“The Bledisloe North wharf extensions will enable larger cruise ships to berth, and increase New Zealand’s importing and exporting capacity,” said Bishop. The project will deliver lasting economic benefits by boosting the efficiency of a critical part of Auckland’s economy and supporting long-term growth.
Auckland’s infrastructure investments come when the port, the second largest after Port of Tauranga, is recording growth in container throughput to hit the 900,000 TEU mark in 2024.
The Auckland project was among a total of 149 projects on the fast-track list, with others involved in mining, power, and residential development, among others, being under consideration.
APM Terminals, the terminal operations for AP Moller-Maersk, has entered into an agreement with the authority overseeing ports on India’s east coast along the Bay of Bengal. Under the Memorandum signed in India on August 22, they plan to explore the development of ports to create an “Eastern Gateway” as part of India’s plan to expand trade.
According to officials, the agreement while help realize the vision of creating Andhra Pradesh as the logistics hub of the east. The region has more than 620 miles of coastline. The vision is to develop marine infrastructure such as ports, fishing harbors, and fish landing centers every 30 miles.
The region is currently home to Visakhapatnam, a port city and industrial center, which is the third-largest port by volume in India and one of the country’s 12 major ports. However, it is mostly a bulker port with smaller container operations in the region. The coast currently hosts a total of 15 ports in eight coastal districts, with five operational non-major commercial ports and four green field projects, which will be operational by 2026.
Working with APM, the goal is to accelerate port and terminal development in the state. APM has expressed its intent as part of the MoU to invest approximately $1 billion to modernize ports and terminals. They will focus on the development of the Machilipatnam, Mulapeta, and Ramayapatnam ports and infrastructure.
These are three of the ports currently being developed by the authority in the region. In June, the local authorities reported that Ramayapatnam Port was the most advanced with Phase 1 work nearly two-thirds (64 percent) completed. Both Machilipatnam and Mulapeta have completed more than 40 percent of their Phase 1 development.
APM is seen as a logical partner for the next phase of development, with the local officials noting that it is at the forefront of introducing advanced cargo handling technologies, promoting sustainable operations, and enhancing efficiency in container and bulk handling. APM Terminals has been present in India since 2004 and operates two key assets. The Gujarat Pipavav Port is located 152 nautical miles (10 hours steaming time) from Nhava Sheva in Mumbai. It was India’s first public-private port operation and has a capacity for 1.35 million TEU annually.
APM is also in partnership with India for the operations of APM Terminals Mumbai (Gateway Terminals India), which is the largest container facility in the country. Efforts are currently expanding its capacity above 2 million TEU annually.
Fire concerns and the potential for toxic, runaway fires spurred by lithium-ion batteries continue to weigh heavily on the shipping industry. Lynden’s Alaska Marine Lines has become the latest carrier to report it will no longer ship electric vehicles or plug-in hybrid electric vehicles due to the increased safety risk.
The company operates a vital cargo barge service across Alaska as well as to Hawaii. It is a vital connection for moving commercial freight and is used by Alaskans for shipping materials or to bring items from the “Lower 48.”
“Although we have previously shipped EVs and PHEVs, the increased complexity and fire risk associated with shipping large lithium-ion batteries on vessels at sea has caused us to reevaluate how to best keep our employees and equipment safe. While issues with lithium-ion batteries are infrequent, the inability to extinguish or contain this type of fire, especially while at sea, can lead to catastrophic results,” the company said in a customer statement released on August 12.
The new policy is effective immediately for Central Alaska, Western Alaska, and Hawaii. The company said it would continue to carry the vehicles for the next few weeks until September 1 for Southeast Alaska. The decision does not impact other hybrid vehicles, smaller electric recreational vehicles, e-bikes, and four-wheelers. Alaska Marine Lines said it will continue to reassess the ability to safely ship these vehicles as industry standards and safety procedures improve.
Alaska Public Media highlights that the restrictions will be especially hard for the Southeast, where electric vehicles are growing in popularity. It reports that the State of Alaska’s Alaska Marine Highway System and its ferries will continue limited transport of EVs.
The ferry system limits just two EVs per trip, and a spokesperson told KCAW Alaska that special precautions are in place on the ferries. They have designated spaces with more area around the two spots for EVs, and each ferry carries two special fire blankets designed to smother EV battery fires.
Alaska Marine Lines’ policy follows a similar decision announced by Matson in June. The carrier reported that its vessel from California to Hawaii and Guam would no longer transport EVs despite the precautions that it had put in place to control possible fires.
Similar policies have also emerged in Europe. Havila, for example, which carries cars on the Norwegian Coastal voyages, announced in 2023 that it was banning EVs and hydrogen vessels from its ships.
Equinor, one of the leading developers in the offshore and renewable energy industry, is not proceeding with its development projects in Australia, marking another setback for the developing industry. The Norwegian company had been working in Australia for the past few years and was positioned to be one of the first to develop a project.
Australia’s Energy Minister, Chris Bowen, said that Equinor and its Australian partner, Oceanex Energy, had been unable to agree on terms for the next phase of the development project. They had been selected by the government in February to receive a feasibility license to proceed with the research for the project, but according to Bowen, the company has decided to decline the license for the proposed Novocastrian Offshore Wind Farm.
Oceanex has spent years developing the plan and the local expertise for the project, which is one of the projects selected for the Hunter coast of New South Wales. The plan calls for a mega 2 GW floating wind farm located more than 12 miles offshore south of Newcastle. The proposed timeline expected construction to begin in 2028 and operations by 2031.
No official reason was given for the decision not to proceed, but it is being pointed out that Equinor has withdrawn from a number of projects both in Australia and elsewhere in recent months. Novocastrian was positioned according to Oceanex to be “at the forefront of deep-water deployment.”
Equinor had launched its partnership with Oceanex in 2022, citing the strong potential for offshore wind energy in Australia and the government’s strong desire to develop the industry. Oceanex is also developing offshore plans for the Illawarra and South Coast regions.
Equinor last month quietly withdrew from another project, its third in Australia, the Bass Offshore Wind Energy project. To be located near Tasmania in the Bass Strait, it calls for 70 to 100 turbines with a capacity of 1.5 GW. Equinor was working with the Australian company Nexsphere, which assumed full ownership of Bass from Equinor. Unlike Novocastrain, Bass has not yet been selected for a feasibility license.
Bowen said that Oceanex wants to continue to pursue the project, but it lacks the access to capital required. He believes that both Oceanex and Nexsphere will be shopping for new international partners.
The changing economics for offshore wind energy and the challenges of developing a new market have weighed heavily on Australia’s plans. Last month, Blue Float Energy, which is developing the plans for a Victoria offshore project, reported it was not proceeding. The plan calls for a 2 GW project for the Gippsland region, but reports said the company’s lead investor, Quantum Capital, determined the project was no longer commercially viable.
The changing economics have also challenged projects in other parts of the world. Ørsted recently announced it would not proceed with the Hornsea 4 project in the UK in its current proposed form. The company has also reported that it was unable to secure an investment partner in the United States for its Sunrise Wind project. It is planning to sell rights to its current shareholders to raise more than $9 billion, which will primarily be used to complete construction of the U.S. project.
Bowen reiterated that the Australian government remains firmly committed to renewable energy. Analysts, however, question whether the government can meet its goals as the leading offshore projects have stalled before reaching feasibility and the final investment decision.
More than a week after the crew of the containership Marie Maersk reported smoking coming from containers, the fire is controlled but likely still burning. The ship has resumed sailing as it works to get additional help from shore in its efforts to extinguish the fire.
“One container, which has been flooded with water, still shows an elevated temperature while being under control,” reports a spokesperson for Maersk. “Marie Maersk is sailing slowly eastwards off the West African coast to meet another supply vessel with additional firefighting equipment which will be loaded onboard.”
The last AIS signal from the containership showed it sailing at more than 10 knots eastward into the Gulf of Guinea. It had been holding off Liberia on the West Coast during the first phase of the firefight. The ship was bound from Rotterdam to Malaysia and then China when the smoke was spotted on the morning of August 13. The ship initially moved closer to shore so that equipment and personnel could be brought out to aid the efforts.
An external firefighting team boarded the vessel on Tuesday, August 19. Maersk reports together with the crew of Marie Maersk, they have the fire under control, while it is still not completely extinguished.
“The expert Crisis Response Team of Maersk remains in constant touch with the vessel crew, salvage operator, flag state authority, and classification society to take qualified decisions about the next steps,” the spokesperson told The Maritime Executive on August 22. The port of destination is “under contemplation,” with the goal of finding the best solution for the crew, Maersk’s customers and their cargo.
The ship has a rated capacity of just over 19,000 TEU, but it is unclear exactly how many containers are currently aboard and how many might be empties. Maersk says that due to the prevailing conditions in the affected cargo bays, it cannot confirm the exact impact of the fire on each container. The expectation is that the ship will be taken to a port of refuge to offload the damaged containers and ascertain the full extent of the damage.
Le Groupe ALMACO, a proudly Canadian subsidiary of ALMACO Group, today announced it has signed an over 100M CAD Engineering, Procurement and Construction (EPC) contract with Chantier Davie Canada Inc. (Davie), Canada’s premier shipbuilder, for the outfitting of the Polar Max Icebreaker – a flagship project under the National Shipbuilding Strategy (NSS) and a cornerstone of the Canadian Coast Guard’s (CCG) future fleet. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.
Polar Max: a Unique Project Executed Across Continents
The execution plan for Polar Max is a truly international collaboration between Davie and ALMACO, spanning both Canada and Finland. The hull will be constructed at Davie-owned Helsinki Shipyard, with Le Groupe ALMACO delivering interior accommodation spaces and other essential areas during this stage. In parallel, in Québec, Davie’s skilled shipbuilders and Le Groupe ALMACO will lead the design, procurement, and fabrication of the 1,400-ton superstructure – the top part of the ship.
This dual-build approach not only leverages expertise across two continents but also accelerates the project timeline by allowing major work to proceed simultaneously in both locations and guarantee the timely delivery of the ship to the Government of Canada. Once the hull is transported from Finland to Canada, the superstructure will be integrated at Davie’s facility in Lévis, Québec. This approach follows a proven process, successfully used for the delivery of Combat Support Ship (CSS) Asterix to the Royal Canadian Navy (RCN). Work on the superstructure begins in late summer, with final integration and vessel delivery to Canada by 2030.
Expanding ALMACO Group’s Presence in Québec
To support the Polar Max project and to create a long-term presence, ALMACO is expanding its operations in Canada. ALMACO set up operations in Québec already in 2022 and will open a new Le Groupe ALMACO office in Québec City in September 2025.
Québec’s role in the Polar Max program further reinforces its position as a global shipbuilding hub, recognized for innovation, technical excellence, and a highly skilled workforce. In delivering the project, Davie and ALMACO intend to collaborate extensively with subcontractors across Québec and Canada’s broader shipbuilding industry, ensuring that expertise and economic benefits are shared nationwide. As part of this effort, ALMACO’s role in the Polar Max will generate new jobs in Québec, creating opportunities for local talent and driving long-term growth in the province’s advanced marine sector.
The company has launched a major recruitment program, combining the know-how of ALMACO’s Europe-based employees with the skills of Canadian professionals. Le Groupe ALMACO is committed to employing local talent in all functions – from engineering and project management to manufacturing and other roles.
A Shared Commitment to Canada’s Maritime Future
“Working with Davie again is a proud moment for us,” said Vilhelm Roberts, Executive Chairman of the Board and Co-owner of ALMACO Group. “We’ve maintained a close relationship with their team ever since the Asterix Project, and this new contract confirms our shared ambition to deliver world-class vessels while growing local expertise and capacity. We’re not just outfitting a ship—we’re helping to build the future of Canadian shipbuilding together.”
“Polar Max is a once-in-a-generation project that demands the very best from every partner involved, said Davie co-owner and CEO, James Davies. “Our work with ALMACO on Asterix proved that when we combine their world-class expertise with Canadian ingenuity, we deliver faster, better and with greater impact. This is a lasting partnership which will not only help deliver Polar Max on time and to the highest standard – it will also create jobs and develop skills and industrial capability here in Canada.”
Davie is a key player in Canada’s National Shipbuilding Strategy. ALMACO is honoured to support this important national initiative and looks forward to continuing its collaboration with Davie on Polar Max, and beyond.
“This is great news that ALMACO has chosen Québec to expand its activities and partner with Davie on the Polar Max Icebreaker project. The National Shipbuilding Strategy continues to generate exciting opportunities for Canada’s shipbuilding industry, creating high-value jobs and strengthening our economy while advancing shipbuilding expertise in Québec and across the country,” said the Honourable Mélanie Joly, Minister of Industry and Minister responsible for Canada Economic Development for Québec Regions.
“The Polar Max project is an excellent example of how Canadian industry and international partners can collaborate to deliver world-class capabilities while creating good-paying jobs here at home. With ALMACO expanding its footprint in Québec, we can expect more skilled jobs, greater shipbuilding expertise, and a stronger, more resilient Canadian marine sector. As a key project under the National Shipbuilding Strategy, the Polar Max icebreaker will contribute to a more modern, capable Canadian Coast Guard fleet and secure long-term economic growth and shipbuilding capacity for our country,” said the Honourable Stephen Fuhr, Secretary of State for Defence Procurement, Canada.
“Davie’s leadership in the Polar Max project is a powerful driver of economic growth for Québec,” said Christopher Skeete, Minister for the Economy. “The collaboration between Davie and the ALMACO Group will generate business opportunities in both jurisdictions’ naval sectors. It will also consolidate Québec’s position as a shipbuilding hub, while recognizing the strategic importance placed on the Arctic in the 21st century.”
A Trusted Partnership Renewed
The Polar Max project represents a significant milestone in the long-standing collaboration between Davie and ALMACO Group. Their previous partnership to deliver the CSS Asterix to the Royal Canadian Navy in 2017 created lasting impact on the Canadian and international maritime industries. The Polar Max contract highlights the trust and shared commitment to delivering top-tier marine outfitting and advancing shipbuilding excellence in Canada.
Introducing Mobile Cabin Factory for Modular Cabins
A local “cabin factory” will be established in Québec. This facility, a first of its kind in Canada, will allow Le Groupe ALMACO to produce pre-fabricated modular cabins on site, significantly improving project logistics, efficiency, and quality assurance. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.
Capt. Iain Macneil MNM and Kat Heathcote Macneil MBE return to their roots with the announcement of a new CBT Joint Venture initially focussing on the burgeoning Maritime Security Sector. Witherby Publishing Group's owners are delighted to announce the signing of an exclusive MoU between themselves and Steve Richards and Cathy Wallwork of VIRSEC.
Capt. Macneil, CEO of Witherbys and original founder of Seamanship International said, "while it's been a while since we stepped away from CBT creation to focus on our takeover of Witherbys and expanding that portfolio of technical, operational and compliance guidelines, I always felt we may well return to the CBT sector under the right circumstances. We have been extremely impressed with VIRSEC and indeed, as part of my own re-qualification as Master Unlimited in 2024, I used their online STCW Ship Security Officer (SSO) course: while onboard ship, in my own time, at a pace that suited me, prior to successfully completing an online examination to receive an MCA Approved Certificate. Since then we have looked more closely at the company and its owners and feel their style and values align with our own. Their sharp focus on their area of expertise and their accreditation from bodies such as the MCA and ABS makes them the ideal partner, and we very much look forward to adding our maritime expertise to their undoubted security and course creation skills. With an initial focus on security aspects such as: Port Security, Drug Trafficking, Piracy and Armed Robbery, Cyber Security, Stowaways and Distressed People in Small Boats, it is our intention to specialise in the training required for compliance and certification before expanding the portfolio in support of STCW, SOLAS, MARPOL and the ISM Code.
Our last foray into CBT was the highly successful internal competence management system developed for Shell, and we are really pleased to be moving back into this area alongside this excellent small company.”
Steve Richards, Operations Director at VIRSEC added: “We are really excited to be working with Witherbys on this Joint Venture and view this as a unique opportunity to transform how maritime professionals access and experience training. Witherbys’ integrity and heritage, combined with VIRSEC’s focus on practical, quality-led training, will enable us to create courses that are not only compliant, but also engaging, flexible and future-ready. Our shared vision is to empower seafarers and maritime organisations with the knowledge and confidence to operate safely and securely in an increasingly complex world.”
August has marked what many hope will be a turning point and the start of a new beginning for New Zealand’s KiwiRail and its troubled interisland ferry service. It reports that the previous iReX ferry program has been brought to a close with a final settlement with the shipyard, and this week it retired its oldest vessel as the first step in the modernization program.
The company provides a vital passenger and freight operation running RoRo ferries between the North and South islands. According to company data, each year it moves US$8.5 billion in freight, making more than 4,000 crossings. The company says it transports nearly 800,000 passengers and 250,000 cars annually on three vessels, the oldest of which was built in 1988, while the others were built in 1995 and 1998.
With government support, in 2020, it announced plans for two much larger ferries to enter service in 2025 and 2026. Each would have been 50,000 gross tons with a capacity for more than 1,900 passengers, versus the current ships, which have a maximum capacity of 650 passengers. They would also have accommodated 650 passenger cars versus the current 250. Contracts were signed in 2021 with Korea’s Hyundai Mipo Dockyard to build the vessels, which were to be hybrids with battery-electric power.
A new government elected in 2023 was critical of the project and reported it was canceling funding in part due to runaway cost estimates. KiwiRail terminated the order and began settlement negotiations with Hyundai Mipo. Last week, it was reported that a final settlement was completed at a cost of NZ$144 million (US$84.6 million). Along with a previous payment, KiwiRail reports the total cost was NZ$222 million (US$130 million) to Hyundai Mipo and an additional NZ$449 million (US$264 million), including costs of landside infrastructure.
“Doomsayers said cancelling the contract would cost the taxpayer the full NZ$551 million contract value, but these are some of the same people who accepted Project iReX ballooning from NZ$1.45 billion when approved in 2021 to Treasury warning it was on course to NZ$4 billion in 2023 thanks to eyes-bigger-than-their-mouths ambitions and absentee management,” said Ministers Nicola Willis (Finance) and Winston Peters (Foreign Affairs), in a joint statement on the settlement agreement.
They contend that there was not sufficient consideration given to the port infrastructure requirements for the two massive ferries. After winning the election, they allege they were confronted with “billion-dollar blowouts” due to the mismanagement by the prior government of the infrastructure projects.
“KiwiRail remains focused on working with Ferry Holdings Limited and the port companies to deliver two new rail-enabled ferries and the required infrastructure upgrades in Wellington and Picton by 2029. We’re looking forward to ensuring the safe and smooth transition of the new fleet into service for our people and customers when the time comes,” said Jason Dale, KiwiRail Chief Financial Officer.
The service has also experienced breakdowns, reports of poor maintenance, and management issues. In 2023 regulators said they would prosecute the company over maintenance issues which caused one of the vessels to black out during its crossing. In 2024, another one of the ferries went aground departing port with the investigation saying the crew did not know how to turn off the autopilot.
This week, the company began its plan by officially retiring the Aratere after its final sailing on August 18, a three-hour crossing between Picton and Wellington. The retirement of the vessel, which had been commissioned in 1999, is designed to permit the development of new port infrastructure. Aratere was the company’s only rail-enabled ferry, meaning freight cars were moved to the vessel and across the Cook Strait.
Aratere’s wharf in Picton is due to be demolished later this year as part of the new ferry project. Aratere required specialized wharf infrastructure to load and unload, including integrated rail tracks, so it cannot use Interislander’s other berths. Until the new ferries are delivered, freight will have to be transferred into trailers and trucks for the trip between the islands.
The ferry was laid up in Wellington with KiwiRail reporting it is considering options for its sale with a shipbroker. It says the plans for the new ferries are on schedule. Due for delivery by 2029, they will be larger, replacing all three current ships, and will reintroduce rail freight capabilities to the route.
The Australian Transport Safety Bureau (ATSB) is investigating the circumstances around an incident where a larger bulker lost power and drifted dangerously close to Newcastle. It will be looking for critical safety issues, and if they are identified, the ATSB will immediately notify the operators of the ship and the port, and other relevant parties, so that appropriate and timely safety action can be taken.
The incident began on the morning of July 30 when the Marshall Island-registered bulker Basic Victory was holding offshore awaiting its berth. Newcastle is one of the busiest ports in Australia, reporting that it handles over 4,400 ship movements each year. Over 152 million tonnes of cargo are handled annually at the port.
The bulker, which was built in the Philippines in 2021, was about 20 miles off the Port of Newcastle while waiting to berth when it reported around 8:00 a.m. local time that its main engine had failed. The ship was drifting towards the coastline north of Newcastle and by about 1730 that afternoon had closed to within three miles of the nearest land.
The ship’s master reported the propulsion failure to Newcastle vessel traffic service and, as they were drifting close to shore, requested permission to anchor. Shortly afterward, the crew succeeded in restarting the main engine and the ship steamed clear of the coastline.
After the ship had berthed in Newcastle on August 7, ATSB reports its investigators boarded the ship for an inspection and to collect evidence, including interviewing the master and crewmembers. They also obtained recorded data and documentary evidence.
After repairs were completed, the Basic Victory sailed from Australia on August 9. The vessel is at sea bound for Japan, where it is due to arrive next week.
Australia has a reputation for its enforcement of safety regulations and detailed inspections of ships. The Australian Maritime Safety Administration has administered bans on ships that are repeat violators or have failed to undertake proper repairs and maintenance.
Advocates for the Philippine community report that U.S. Customs and Border Protection (CBP) is continuing its enforcement efforts, rapidly deporting individual crewmembers off cruise ships that it says have violated their work visas. This comes as the Trump administration confirmed on Thursday, August 21, that it was expanding its review of all current U.S. visas and specifically suspending work visas for foreigners as commercial truck drivers.
The Pilipino Workers Center (PWC) reports CBP officers once again met the Carnival Cruise Line ship Carnival Sunshine last Sunday, August 17, when the ship returned to Norfolk, Virginia, from its weekly cruise. Four Filipino crewmembers out of a crew of over 1,000 people were reportedly taken into custody, removed from the ship, placed in a hotel under guard overnight, and flown out of the United States the following day.
The advocacy groups contend that the crewmembers are being “fast-tracked” for deportation with no legal process. They said no evidence, no charges, and no hearings are being conducted. Instead, the crewmembers are told they must sign deportation paperwork or face the potential of a $250,000 fine or jail time. As part of the deportation, they are also barred from returning to the United States for 10 years.
The group reports the four crewmembers taken into custody on Sunday were told they were being targeted because they participated in an online chat group that had links to child pornography. No evidence was presented, and the group says all four individuals denied the allegations.
The groups report that 28 crewmembers from the Carnival Sunshine have now been removed from the ship and deported since the crackdown began this spring. Over 100 crewmembers from various cruise ships around the United States, all holders of valid crew visas for work on commercial vessels, have been deported.
CBP confirmed the actions to 13News Now in Virginia, saying that the individuals were “found inadmissible and were denied entry into the United States,” as part of “ongoing cruise vessel operations” where immigration law is being enforced. The Pilipino Workers Center reports it is speaking with the Philippine government about the matter.
The U.S. State Department confirmed on Thursday that it is reviewing what it said are 55 million U.S. visas, looking for any violations that could lead to deportation. Associated Press noted there are 12.8 million foreigners with residency papers known as a “Green Card” and an additional 3.6 million people in the U.S. on visas. It believes the remainder of the 55 million figure is outstanding multi-entry visas where the people are not currently in the country.
Secretary of State Marco Rubio posted online that as part of the review, his department was suspending visas for commercial truck drivers. He wrote that foreigners operating large tractor-trailer trucks endanger American lines and undercut American truck drivers. The Trump administration has already increased rules to ensure English language competency for commercial truck drivers.
A portion of the drivers now being targeted are the ones who move containers from the U.S. ports and around the country. Advocates highlight an existing shortage of drivers and the potential to further impact supply chain operations.
(The Center Square) – A Wisconsin lawmaker has introduced a bill to prevent state and local governments from paying for health care services for undocumented individuals in the state.
(The Center Square) – Wisconsin’s Republican legislative leadership is pushing back on Gov. Tony Evers’ attempt to push through rulemaking without legislative oversight.
In 2023, Arian Rice became a private pilot at age 18.
Now 20, he’s working toward his goal of flying commercial planes and encouraging Black children to explore their dreams.
“After getting the news about getting my license, I can look back and say that I didn’t sit and wait for somebody to do it for me,” Rice said.
Currently, Rice is participating in the aeronautics program at Gateway Technical College to fly commercial planes.
While there, he will complete 125 hours of training to receive his Airline Transport rating, the highest level of pilot certification issued by the Federal Aviation Administration.
First time in a cockpit
Rice was 11 when he was first introduced to aviation. His nana, Isha Kinard, took the family to Burlington to experience the Young Eagles flight program, eat breakfast and explore airplanes.
There, Rice was given the opportunity to fly a plane for the first time.
“I wasn’t scared at all, and when we took off, it felt exhilarating,” Rice said.
During the one-on-one flight, the pilot allowed Rice to take control of the plane, teaching him how to steer and turn.
“I remember we were by a pole, and the pilot tells me to turn around it,” Rice said.
Rice’s aviation journey had just begun.
“I saw a sense of purpose in his eyes as he shared his experience,” Kinard said.
Not old enough for flight school
Rice said his biggest challenge was finding additional flight training. He wanted to train at Spring City Aviation at Milwaukee’s Timmerman Airport, but the minimum age to fly an aircraft solo is 16.
“It was hard, but I didn’t let my dream of aviation die out,” he said.
From ages 13 to 14, he participated in free aviation training through the Young Eagles Sporty’s Learn to Fly course. There he learned the fundamentals of aviation.
In addition, he watched videos on YouTube.
Rice’s mom, Dahneisha Gavin, home-schooled Rice and said he’s good at being a self-learner.
“He can see something and adapt to it,” Gavin said.
Rice mowed lawns and sold fireworks during the summer to pay for the training.
“When we were at the breakfast that day, there was a man that spoke life into not only my son, but us as a unit. He said if we wanted him to fly, we would all have to work together,” Gavin said.
Kinard, Gavin and Rice’s dad, James Sims Robinson, searched for scholarships, pitched in financially and provided other support.
Winning a scholarship
In 2023, mentor and former flight instructor Sean O’Donnell encouraged Rice to apply for a $10,000 EAA Ray Aviation Scholarship, which he won.
“Sean understood my limitations with getting training, and in his spare time, he saw an opportunity for me and forwarded the information to me,” Rice said.
Rice said he was the only Black applicant, which motivated him to work harder.
“Most of the applicants already had the experience and come from families with pilots,” Rice said. “They saw I had worked to do the 10 hours of training, and that stood out to them.”
A generational trailblazer
After passing written exams and completing training hours, Rice received his official private pilot license at 18. He is the first pilot in his family.
Gavin said flying with her son for the first time was one of the proudest moments of her life.
“Arian showed me that he belongs to the sky. It’s not just about flying airplanes. It’s about breaking barriers and creating a legacy to show other young people in Milwaukee that anything is possible,” Gavin said.
Rice said he has moments when he thinks about his first experiences leading up to now and thanks his nana for it.
“My nana invested in my future just by bringing me to that breakfast,” Rice said.
Rice said he believes that Black people aren’t exposed to other careers enough.
“Blacks are always being pushed into music or sports. My license gave me a freeing feeling because some families become too complacent when there isn’t a push,” he said.
For more information
For children looking to go into aviation, Rice suggests reading books about planes at a library and researching resources.
“It’s out there, but you just need to read what’s in front of you,” he said.
Kinard encourages parents to start small. “Break the dreams down into smaller achievable steps and support their efforts to learn and grow along the way,” she said.
Wearing his Milwaukee police uniform, Gregory Carson Jr. stepped into the witness stand, raised his right hand and swore to tell the truth.
Two years earlier, a man had been shot in an alley. His girlfriend said police pressured her to allow a search of the duplex as she held her infant. That search had turned up five guns, and now her boyfriend faced a federal charge.
On the stand that afternoon, a public defender asked Carson if he recalled making inappropriate statements to the girlfriend. Commenting on seeing her underwear on the floor? Reaching out to her hours later? Texting her?
Carson’s answer under oath to each question was the same.
No.
A few witnesses later, the girlfriend swore to tell the truth and read screenshots of text messages she had received.
Hey, it’s me. Honestly it was seeing your thong on the floor that had me like damn lol.
The woman replied to ask who was contacting her. She read the response in court: Hey it’s Carson from yesterday and I understand.
The officer had been caught in a lie.
Gregory Carson Jr. (Provided photo)
At the time, Carson already was on the Milwaukee County district attorney’s list of officers with a history of credibility, integrity or bias concerns, commonly referred to as a “Brady/Giglio” list.
He also was under internal investigation for those same text messages. None of that was known to the defense attorney who questioned him.
After that court hearing, Carson remained on the Milwaukee Police Department payroll for more than two years. In that period, he came under internal investigation three more times.
His nine-year career illustrates the risk of keeping such officers on the force and interacting with the public after their credibility and integrity have come under question. At least a dozen officers, including Carson, kept their jobs after landing on the Brady list, then ended up on the list again for another incident, an investigation by the Milwaukee Journal Sentinel, TMJ4 News and Wisconsin Watch found.
Reached in April, Carson declined an interview request.
Police Chief Jeffrey Norman said Carson faced several allegations that overlapped in time and that the officer had due process and collective bargaining rights. Internal investigations can take months or even years to complete, the chief added.
“But we still have to remember, just as a court case, you are innocent until proven guilty,” Norman said in an interview in January.
Milwaukee Police Chief Jeffrey Norman speaks with reporters at the Milwaukee Police Administration Building in July 2025. (Mike De Sisti / Milwaukee Journal Sentinel)
Officers’ rights are important, but so is protecting public trust, said Justin Nix, associate professor of criminology and criminal justice at the University of Nebraska Omaha.
“Officers can arrest us, they can use force on us, and along with that comes a lot of responsibility to uphold certain values and to be honest,” Nix said in June.
“When officers fail to meet those standards, in my mind, it’s unacceptable.”
Officer lands on Brady list after domestic violence arrest but keeps his job
Carson wanted a long career with the Milwaukee Police Department.
He started as a police aide.
He had relatives who were cops and he wanted to make a difference in his community, “busting down drug houses, getting guns off the streets,” he wrote to a supervisor in 2015.
“I am striving for success, and 25 years plus on the job,” he added.
He became a sworn officer in 2018. Two years later, his own department arrested him on a domestic violence allegation.
A woman had called for help, saying she wanted Carson to leave their shared residence. She had confronted him over infidelity suspicions, and then he held her against the couch and bit her cheek, she said.
Police separated the two. Officer Roy Caul asked the woman about domestic violence incidents that had occurred at any time, not just that night in 2020.
“Just because he’s a cop doesn’t mean that he’s free to do this to you,” Caul said, according to transcripts from body camera footage.
The woman said she just wanted Carson out of the house.
The officer asked if anything occurred that night or within the last 28 days to cause her pain or make her fear for her safety. The woman replied no.
Officers arrested Carson, already in uniform for his next shift, and took him to the training academy for further questioning. He denied hurting the woman.
The department referred the case to the district attorney’s office. Assistant District Attorney Nicolas Heitman declined to charge Carson. In a recent email to the Journal Sentinel, Heitman said the office did not feel it could meet the burden of proof with the available evidence.
Three months later, the woman told Internal Affairs she had not feared for her safety. Carson told Internal Affairs nothing physical happened.
“I feel that I didn’t do anything wrong,” he said, according to department records.
Norman, the chief, disagreed and gave Carson a three-day suspension.
The arrest resulted in the district attorney’s office placing Carson on its list of officers with credibility or integrity issues, often called a “Brady/Giglio” list, named after two landmark U.S. Supreme Court rulings.
These lists are maintained to help prosecutors fulfill their legal obligations to share information favorable to the defense. Often, criminal cases come down to the word of an officer against a defendant. Judges and juries must weigh the credibility of both.
With Carson’s name added to the list, prosecutors would need to disclose his criminal referral and integrity violation to defense attorneys if he appeared on their witness list.
Then it would be up to a defense attorney, and later a judge, to determine if it was relevant to bring up in court.
Carson kept his job, his badge and his ability to testify.
Wisconsin does not have statewide standards for Brady lists, leaving it to each county to track material
Until recently, the county’s full Brady list was kept secret.
As a result of reporters’ questions, District Attorney Kent Lovern removed officers and added others. His office released a corrected and updated list of nearly 200 officers in February, which was published by the Journal Sentinel and media partners.
Milwaukee County District Attorney Kent Lovern speaks at a news conference on April 8, 2025, in Milwaukee. (Jovanny Hernandez / Milwaukee Journal Sentinel)
Who gets on a list – and whether counties even have a list – varies widely in Wisconsin, where there are no statewide standards. Officers can testify in multiple counties or in federal court, depending on the case and where an investigation leads.
Federal prosecutors, however, have standardized U.S. Department of Justice guidelines. Prosecutors are supposed to ask law enforcement witnesses directly about potential Brady material and check with officers’ home agencies.
“This process is designed to identify information that is even broader in scope than what is legally required and what might trigger being on a list in another jurisdiction,” said Kenneth Gales, a spokesman with the U.S. Attorney’s Office in Milwaukee, in an email.
Gales maintained the office followed all proper procedures prior to Carson’s testimony in the federal hearing.
Even if a formal list is not shared by prosecutors, state and federal public defenders in eastern Wisconsin often exchange information between their offices about the credibility of law enforcement witnesses.
Criminal defense attorneys in Wisconsin say inconsistencies in disclosing Brady material can lead to injustice and wrongful convictions.
Such information is crucial for an effective defense, said Bridget Krause, trial division director for the State Public Defender’s Office.
“Our clients have liberty at stake,” she said.
In shooting case, a witness says officer made inappropriate comments in person and through texts
In late 2021, the Milwaukee Police Department’s Internal Affairs Division received a letter from a prisoner at Kettle Moraine Correctional Institution.
In it, a man accused officers of illegally searching his house during a shooting investigation.
It was the call involving Carson.
Internal Affairs opened an investigation and notified Carson, saying he was accused of taking part in an illegal search and failing to activate his body camera.
A third allegation read that “while on scene, you made inappropriate comments to a female citizen as well as sending her an inappropriate text message,” according to paperwork served on Carson on March 1, 2022.
Seven days later at the court hearing, Carson denied knowing anything about the texts.
A transcript shows Milwaukee police officer Gregory Carson Jr. answering questions about texting a witness during a 2022 federal court hearing. The witness’ name was redacted. (Milwaukee Police Department)
He also defended his decision to turn off his body camera, saying he had switched off the device to speak with other officers, who did the same. No one recorded the conversation detectives had with the woman about searching the home.
“My role in the investigation was over once the detectives were on scene inside the residence,” Carson said, according to a court transcript.
When the man’s girlfriend testified, she said she felt pressured to allow the search after an officer mentioned child welfare. She feared her baby would be taken away. She also said that Carson had flirted with her in the house.
When the prosecutor asked her to elaborate, she quoted Carson as saying: “Oh, you might as well kiss your man goodbye, because you ain’t never going to see him again.”
She also remembered this comment: “I’m going to come back and see you later, okay? You going to let me in? It’s just going to be me and you.”
As the hearing closed, Joshua Uller, a federal public defender, sharpened his argument that officers had acted improperly and their search was not lawful.
Carson and others violated department policy when they didn’t record their interaction with the woman as she signed the consent form. They treated a shooting victim as a suspect without evidence to do so, and Carson had acted completely inappropriately, he said.
“Turning a woman with a newborn child whose boyfriend was just taken away in an ambulance into a romantic objective is really beyond the pale,” Uller said, according to a transcript.
Later that month, Magistrate Judge Stephen C. Dries issued his report and recommendation. Though he chided officers for failing to record the woman signing the form, he concluded they had properly gotten her consent and the search was legal.
Carson’s testimony on the text messages, he said, was not credible.
Officer, already on the Brady list, tries to dissuade a woman from filing a complaint against another officer
Two days after the hearing, an internal investigator questioned Carson about the text messages.
He admitted to sending them, contradicting his testimony.
He said he had a “weakness” and had contacted the woman in “romantic pursuit,” department records say.
“In no way shape or form did I ever intend to be inappropriate or disrespect her in that manner,” he said, according to the records. “It was honestly me trying to shoot my shot and that was it.”
He denied making inappropriate comments to her in person and denied using his position as a police officer as an advantage. He said he regretted it and had learned a lesson.
He never mentioned his false testimony. At this point, federal prosecutors had not notified the police department of any concerns.
A portion of Milwaukee Police Department records detailing the internal investigation into Gregory Carson Jr., who was found to have sent inappropriate text messages to a woman he met at a shooting scene. (Milwaukee Police Department)
About three months after that interview, Carson had another troubling interaction with a woman he met on duty when she and her ex-boyfriend walked into District 7 on the city’s north side.
The former couple had a heated property dispute. The woman also said the man had intentionally hit her head while closing a car door. The man said it was an accident.
Carson was one of four officers dealing with the situation.
The woman grew frustrated with an officer who implied she was lying about the car door injury and refused to write a report about the incident. Police cited the man for battery.
Hours later, the woman received a call from a blocked number.
It was Carson.
He explained who he was and said he was off-duty. He pleaded with her not to file a complaint against his co-worker who had implied she was lying, according to police records. All of the officers involved were “good guys” who could only do so much, she remembered him saying.
She also recalled Carson saying that he hoped she would leave her ex-boyfriend alone because he did not want the ex “popping up at her house” while Carson was there, which she believed to be a flirtatious comment.
The next day, she filed two complaints at District 7: one against the officer who implied she lied and one against Carson.
In a recent interview with the Journal Sentinel, the woman called the actions of the officers that day “extremely disheartening.”
“When you’re going through one of the toughest times of your life, the last thing you should have to deal with is them approaching you in a sexual manner or accusing you of lying when you’re literally crying out for help,” said the woman, who asked not to be named publicly for privacy and safety reasons.
Internal Affairs classified her complaint against Carson as potential misconduct in office and assigned a detective to investigate.
A federal prosecutor tells the Milwaukee Police Department an officer gave false testimony in court
That summer, the federal case involving the shooting victim and Carson’s texts continued.
The defense attorney asked another judge to weigh in on the legality of the search.
As prosecutors prepared for another hearing in July 2022, Assistant U.S. Attorney Megan Paulson reached out to Carson about his prior testimony.
She then wrote a memo summarizing their conversation, in which she said Carson admitted to sending the texts and not being truthful in his testimony, adding: “I’m human and I’m attracted to women.”
The Milwaukee Federal Building and Courthouse is shown in Milwaukee on Aug. 5, 2016. (Angela Peterson / Milwaukee Journal Sentinel)
On July 6, 2022, Assistant U.S. Attorney Tim Funnell emailed Internal Affairs with concerns about Carson’s credibility. He followed up the next day with a transcript from the March hearing, the earlier judge’s report and the defense motion for a second evidentiary hearing.
Asked about the case and the length of time it took the U.S. Attorney’s Office to contact Milwaukee police, a spokesman for the office said prosecutors acted appropriately.
“The United States also timely satisfied all legal disclosure obligations to the Court and to the defense in the matter you have referenced,” Gales said in an email.
Carson was on the county’s Brady list of officers with credibility issues — he had been since 2021 — but Uller, the federal public defender, said he had never seen the county’s Brady list until the Journal Sentinel and other media partners published it in February.
“While I cannot comment on this particular case, I am not aware of any instance in which, prior to the publication of this list, a lawyer in our office was notified of an officer’s inclusion in this list,” he said.
The Journal Sentinel tried to contact the woman who received the texts but was not successful. Her then-boyfriend charged in the case died in a shooting two years ago.
After hearing from the federal prosecutor in July 2022, Internal Affairs opened an investigation into Carson’s false testimony.
Carson was now the subject of three pending internal investigations, had previously received a three-day suspension and was on the county’s Brady list.
Still, he remained on patrol.
“At the time, it’s an allegation,” Norman, the police chief, said in an interview.
“We have, again, due process,” he added. “And so we need to make sure that there is, you know, the fairness of ensuring that there is credibility to everything, even from a prosecutor.”
A domestic violence victim calls for help, and an officer under internal investigation responds
Bobbie Lou Schoeffling called 911 for help on July 11, 2022.
Over the previous months, Schoeffling or her sister had repeatedly called police to report violence from Schoeffling’s ex-boyfriend, Nicholas Howell. Howell had not been arrested despite the multiple reports, having an open warrant for fleeing and being under the supervision of correctional agents for a past robbery conviction.
Bobbie Lou Schoeffling is seen in an undated family photo. (Courtesy of Tia Schoeffling)
That night, Schoeffling called police twice to report threats from Howell. On the second call, she said he had threatened to burn down her house on Hampton Avenue. She had left the area, fearing for her safety, she added.
Carson and his partner were dispatched to the second call. They did not drive to her house. Instead, Carson spoke to her over the phone and failed to activate his body camera to record their conversation.
Carson and his partner — and the two officers who responded earlier that night — did not file any reports or make any arrests.
Schoeffling was found shot to death two weeks later, on July 26.
On Sept. 4, 2022, police leaders finally pulled Carson from patrol, stripped him of his police powers and assigned him to the stolen vehicle desk in the forensics division.
He did not routinely interact with the public in the role, and the job limited him from having to testify, a department spokesperson said in an email to the Journal Sentinel.
As internal investigations conclude, officer faces a suspension, then termination
As Carson sat at his desk job, his discipline piled up.
In February 2023, Norman suspended him for six days for the inappropriate texts and for failing to activate his body camera at the shooting scene.
Milwaukee police officer Gregory Carson Jr. was one of four officers disciplined for their response to 911 calls from Bobbie Lou Schoeffling reporting domestic violence. Carson and his partner were dispatched to her home in the 9000 block of West Hampton Avenue but called her instead of going to the residence. (Ebony Cox / Milwaukee Journal Sentinel)
That same month, Internal Affairs interviewed Carson about the complaint filed by the woman at District 7. That investigation had slowed, in part, because it was difficult to reach the woman for follow-up interviews, records show.
The woman told the Journal Sentinel that she recalled speaking to an investigator once after filing her complaint and said she received several letters from the department.
Carson told the investigator, Sgt. Adam Riley, that when he called the woman, he did not say anything suggestive, only that she was worth more than her ex-boyfriend, according to department records. He acknowledged urging her not to make a complaint.
Riley pointed out the officer appeared to have a “pattern.”
Riley asked about Carson’s court testimony in the earlier case, pointing out he knew about the allegation related to the texts before his testimony. Carson said he thought he was truthful on the stand because he did not remember the text at the time.
Carson also said the federal prosecutor who wrote the memo had “misinterpreted” their conversation. Riley asked if Carson would have done anything differently.
No, he said.
Federal and state prosecutors declined to file criminal charges of perjury or misconduct against Carson.
But the district attorney’s office did add him to the Brady list for a second time — and the false testimony cost him his job.
Norman fired him for lying under oath and for discouraging the woman at District 7 from making a complaint.
Carson’s discharge date was Aug. 28, 2024, three years after he was first placed on the Brady list in the aftermath of his domestic violence arrest.
The woman who filed the complaint against Carson and the other officer at District 7 knew Carson had been fired. Still, she has concerns about how the department investigates misconduct allegations.
“I think it’s not handled appropriately or quickly enough,” she said.
Tia Schoeffling, Bobbie Lou Schoeffling’s sister, called it “ridiculous” that an officer arrested in such a case could then respond to domestic violence victims.
She thought of Carson on desk duty for two years, collecting nearly $80,000 in annual wages while he was the subject of several ongoing internal investigations.
She questioned if it would have taken that long to investigate a regular citizen for similar allegations.
“It’s mind-blowing that he was even allowed to respond to her call,” she said.
This story is part of Duty to Disclose, an investigation by the Milwaukee Journal Sentinel, TMJ4 News and Wisconsin Watch. The Fund for Investigative Journalism provided financial support for this project.
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