“Coast Guard offloads over $49.3 million in illicit drugs interdicted in Eastern Pacific Ocean” –District SE

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A U.S. Navy P-3 Orion oversees a HITRON MH-65 Dolphin and Coast Guard Cutter Forward Over-the-Horizon boat on scene with a Self-Propelled Semi-Submersible in the Eastern Pacific Ocean, February 24, 2026. (U.S. Navy courtesy photo)(cropped)

Below is a news release from District SouthEast.

I would have thought the press release would have at least mentioned Forward’s interception of a large semi-submersible (pictured above) with an estimated 17,600 lbs of cocaine which sank before the cargo could be off-loaded, rather than leaving it as if Forward had only intercepted only 130 pounds.

Both cutters involved in the interdictions reported here are 270 foot medium endurance cutters home-ported in Portsmouth. VA.

It may seem odd that ships home-ported in Virginia are patrolling the Eastern Pacific, but Portsmouth is closer San Diego and much much closer than Port Angeles Washington where the nearest Pacific Area WMEC home-port is.

March 19, 2026

Coast Guard offloads over $49.3 million in illicit drugs interdicted in Eastern Pacific Ocean

MIAMI – U.S. Coast Guard Cutter Forward’s crew offloaded approximately 6,570 pounds of cocaine worth more than $49.3 million at Port Everglades, Thursday.

The seized contraband was the result of two interdictions in the international waters of the Eastern Pacific Ocean.

On Feb. 7, a maritime patrol aircraft located a suspicious vessel, and Coast Guard Cutter Spencer’s embarked Helicopter Interdiction Tactical Squadron aircrew employed airborne use-of-force tactics to disable the vessel. Spencer’s boarding team interdicted the vessel and seized approximately 6,435 pounds of cocaine.

On March 8, a maritime patrol aircraft located a suspicious vessel, and Forward’s embarked HITRON aircrew employed airborne use-of-force tactics to disable the vessel. Forward’s crew interdicted the go-fast vessel, recovering approximately 130 pounds of cocaine.

“I’m incredibly proud of the crew for adding to the success of Operation Pacific Viper,” said Cmdr. Andrew Grantham, Forward’s commanding officer. “The Coast Guard and our partners are working tirelessly to stop narco-terrorists and criminal organizations before their dangerous and illegal cargos reach American shores.”

The following assets and crews were involved in the interdiction operations:

  • Coast Guard Cutter Forward
  • Coast Guard Cutter Spencer
  • Coast Guard Helicopter Interdiction Tactical Squadron
  • Joint Interagency Tasks Force-South
  • Coast Guard Southeast District watchstanders
  • Coast Guard Southwest District watchstanders

80% of interdictions of U.S.-bound drugs occur at sea. This underscores the importance of maritime interdiction in combatting the flow of illegal narcotics and protecting American communities from this deadly threat. U.S. Southern Command’s Joint Interagency Task Force-South based in Key West conducts the detection and monitoring of aerial and maritime transit of illegal drugs. Once interdiction becomes imminent, the law enforcement phase of the operation begins, and control of the operation shifts to the U.S. Coast Guard throughout the interdiction and apprehension. Interdictions in the Eastern Pacific Ocean are performed by members of the U.S. Coast Guard under the authority and control of the Coast Guard’s Southwest District, headquartered in Alameda, California.

To protect the Homeland from ongoing trafficking of illicit narcotics from South America to the United States, the Coast Guard is accelerating our counter-drug operations in the Eastern Pacific Ocean in support of Operation Pacific Viper. Since launching this operation in early August, the Coast Guard has seized over 200,000 pounds of cocaine, and apprehended 150 suspected drug smugglers.

The Coast Guard continues increased operations to interdict, seize and disrupt transshipments of cocaine and other bulk illicit drugs by sea. These drugs fuel and enable cartels and transnational criminal organizations to produce and traffic illegal fentanyl, threatening the United States.

These interdictions deny criminal organizations illicit revenue. They provide critical testimonial and drug evidence as well as key intelligence for their total elimination. These interdictions relate to Homeland Security Task Force Tampa, investigations in support of Operation Take Back America, which identifies, disrupts, and dismantles the highest-level criminal organizations that threaten the United States using a prosecutor-led, intelligence-driven, multi-agency approach.

Coast Guard Cutter Forward is a 270-foot medium endurance cutter homeported in Portsmouth, Virginia under U.S. Coast Guard Atlantic Area Command.

Time to Fix the Broken System

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The U.S. Coast Guard Cutter Waesche (WSML 751) crew members reunite with family, friends and loved ones after returning to their Base Alameda, California, home port, Aug. 11, 2024, following a 120-day Indo-Pacific patrol. U.S. Coast Guard photo by Chief Petty Officer Matthew Masaschi.

The Coast Guard is still out there doing the job even if they are not getting paid. Same for other government employees including TSA. Withholding pay is morally wrong, but it does not have to be that way. The fiction that until there is a budget the Federal government cannot pay its employees is BS. This was changed for DOD, we can change it for the entire government.

Active duty DOD military and essential civilians can continue to be paid even during a shutdown. “The law changing to ensure active-duty military were paid during a government shutdown was the Pay Our Military Act (POMA; P.L. 113-39), signed by President Barack Obama on September 30, 2013. This law was passed specifically to avoid interrupting pay to military and essential civilians during the FY2014 shutdown. (AI)”

If an employer hires someone, he is obligated to continue paying him until he is fired. No reason this should not apply to the Federal Government as well.

Even if the Federal government is “shutdown,” they continue to pay retired pay and social security. Not configuring the system to continue paying people to continue to do the business of government is a calculated decision that helps pass legislation that otherwise would not. It is as if the Uncle Sam is putting a gun to his head and threatening to commit suicide if he does not get everything he wants.

In the civilian world, if your boss stops paying you, you can quit and find another job and sue the employer for back wages. Military can’t do that, and we really don’t want other employees doing it either. The Federal Government recognizes its obligations and has always paid back pay even to worker who were told not to report for work. The result is unsatisfactory to everyone. The employees have financial hardships. Government jobs are less appealing and consequently harder to fill with qualified people. For a time the Government loses the services of many of its employees, but ends up paying them anyway. We applied a partial solution to DOD, but really we just need to recognize that the government has made a contract with its employees and it should fulfill its obligations.

There are other things they can do as well.

The Coast Guard should be an independent executive agency since no department cover all eleven Coast Guard missions. Only about half are DHS missions. We don’t really need to add additional layers of bureaucracy, the Coast Guard leadership is going to have to testify before Congress anyway.

We don’t have to lump everything together. We could avoid a lot of delay if each agency budget was voted on separately. A thousand pages of justification for hundreds of programs really does not facilitate decision making. Better to quickly approve the programs that have bipartisan support, like the Coast Guard, rather than have them mired in contentious debate over unrelated issues.

2026 Coast Guard Essay Contest, Funded by Susan Curtin and the Naval Institute

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The US Naval Institute has announced its 2026 Coast Guard Essay Contest.  I am a bit late putting this out, but you have four weeks until the deadline for submission, Tax Day, April 15, 2026.

Here is what they say,

The Challenge

What changes should the U.S. Coast Guard make today to meet the Nation’s maritime security challenges 5, 10, or 20 years in the future? All topics are welcome, and no issue is too big or too small. Authors might consider:

  • Changes to missions and force structure
  • How best to integrate the Coast Guard’s unique authorities and capabilities with the other Sea
    Services
  • Innovative ideas to make the Coast Guard a more capable instrument of national power, including platforms and technologies
  • Barriers to mission execution and how to remove them
  • How to better leverage partnerships at home and abroad

Consider how to make the Coast Guard stronger. This does not mean authors cannot be critical and take on “it’s always been done that way” practices. In fact, we encourage you to push the “dare factor.”

Submission Guidelines

  • Open to all contributors — active-duty, military, reservists, veterans, and civilians.
  • Essays must be no more than 2,500 words, excluding end notes and sources. Include word count on title page of the essay.
  • Essays are judged in the blind. Do not include author name(s) on the title page or within the body of the essay.
  • Submit essay as a Word document at www.usni.org/cgessay no later than 15 April 2026.
  • Essay must be original and not previously published (online or in print) or being considered for publication elsewhere.

First Prize: $5,000

Second Prize: $2,500

Third Prize: $1,500

Selection Process

The Proceedings staff members will evaluate every essay and screen the top essays to a special Essay Selection Committee of at least six members who will include two members of the Naval Institute’s Editorial Board and four subject experts. All essays will be judged in the blind—i.e., the Proceedings staff members and judges will not know the authors of the essays. Since we receive so many submissions (more than 100 per month!), notification of acceptance on one of our platforms can take 4-6 months. We will notify you via email if your essay is selected for a prize or for publication.

Announcement of the Winners

Winners will be published in the August 2026 Proceedings.

Deadline:

Observations on Unmanned Surface Drone Attacks

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Threats to shipping passing the Hormuz Strait include ballistic missiles, cruise missiles, Unscrewed Air Systems (UAS), submarines, small manned surface craft, and Unscrewed Surface Vessels (USV). It appears the submarine and manned surface craft threats have been neutralized. Provided there are a few destroyers, helicopters, and fighter aircraft providing zone defense, to take out the ballistic and cruise missiles and most UAS, it seems the USVs may be one of the most effective threats because of their numbers, minimal support requirements, small radar signature, and large warhead which explodes at the waterline.

Above is a video from Ukrainian Forces of USV attacks on the Russian shadow fleet. Notice the attacks all are from the stern.

USV damage–Iranian media

A recent attack by an Iranian USV Ilooks to have been similar.

A Thai-flagged cargo vessel, Mayuree Naree Bangkok, was attacked near the Strait of Hormuz on March 11, leaving 3 of its 23 crew missing. The ship had departed Dubai and was heading to India when struck near its stern. #Iran

I have noticed that in most of the videos of uncrewed surface drone attacks, the attacks generally approach from stern and most frequently the attack detonates at the stern.

I think there are at least two reasons for the attacks from the stern. First, it is a more vulnerable area in terms of disabling the ship. This is the reason I want the Coast Guard to have access to torpedoes that target the propellers and rudder. On most merchant ships, the stern is also where the ship’s control stations and crew accommodations are.

Second if the target is moving and the targeting logic is a pursuit curve (always point at the target and use higher speed to close the target) the USV will always approach from the stern.

While leading the target (constant bearing/decreasing range) is more efficient, it might not be possible if the USV’s camera is fixed to face forward and the field of view is limited. Even if the operator leads the target a little, the USV will always approach abaft the beam to keep the target visible in a fixed forward facing camera’s field of view.

What does this mean for escorting shipping?

The PATFORSWA Webber class WPCs (and LCS) may have a role in escorting ships through the Strait of Hormuz providing a last line of defense against UAS and USVs. I would have hoped the Webber class were better equipped, but it might still be possible to supplement their weapons by putting a squad of Marines aboard.

Knowing that approach from the stern is most likely, will influence the positioning of escorting vessels and where additional weapons and lookouts might be positioned.

“Coast Guard Cutter William Hart returns home following 48-day Operation Blue Pacific Patrol in Oceania” –News Release

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U.S. Coast Guardsmen assigned to the fast response cutter USCGC William Hart (WPC 1134) approach the pier while mooring up on Coast Guard Base Honolulu March 15, 2026. While deployed in support of Operation Blue Pacific, the crew worked alongside Pacific Island partners to bolster maritime security and sovereignty, countering illicit maritime activities and transnational criminal organizations. (U.S. Coast Guard photo by Chief Petty Officer Corinne Zilnicki)

Below is a news release from District Oceania. 48 days away from homeport and 7,000 miles transit is pretty impressive for a 154 foot cutter with a normal crew of 24.

There are suggestions the Coast Guard will establish a new base in American Samoa where ships of this class would be based, which would make long deployments like these less necessary, while providing greater presence.

The linked news release has more photos and videos including boat launch and recovery.

American Samoa lower left–Google Earth

March 15, 2026

Coast Guard Cutter William Hart returns home following 48-day Operation Blue Pacific Patrol in Oceania

HONOLULU – The crew of Coast Guard Cutter William Hart (WPC 1134) returned to Honolulu Sunday following a 48-day patrol in support of Coast Guard Oceania District’s Operation Blue Pacific in Oceania.

The William Hart crew departed Coast Guard Base Honolulu in January and traveled more than 7,000 nautical miles, making port calls in Apia, Samoa, Rarotonga, Cook Islands, Pago Pago, American Samoa, Nuku’alofa, Tonga, and Kiritimati, Kiribati.

Patrolling in support of Operation Blue Pacific, the cutter’s crew worked alongside Pacific Island partners to bolster maritime security and sovereignty, counter illicit maritime activities and transnational criminal organizations, and protect vital marine resources.

The William Hart crew exercised partnerships with Samoa and Cook Islands through bilateral maritime law enforcement agreements, professional exchanges and community engagements. In total, the William Hart crew and Pacific Island enforcement officers conducted eight boardings of fishing vessels.

The crew conducted one additional boarding of a foreign fishing vessel on the high seas supporting the Western and Central Pacific Fisheries Commission as part of a multinational effort to deter illegal fishing practices throughout Oceania.While on patrol to control, secure and defend the U.S. maritime border and its approaches in American Samoa, the crew worked alongside Coast Guard Sector Honolulu boarding team personnel and conducted a total of six boardings, including a cargo vessel, recreational boats and three passenger vessels in the vicinity of Pago Pago.

In Tonga, the crew hosted U.S. Deputy Secretary of State Christopher Landau and Prime Minister Fatafehi Fakafānua to facilitate the signing of the new annex to the 2009 bilateral maritime law enforcement agreement between the U.S. and Kingdom of Tonga. This addition significantly strengthened the security partnership between both nations by enhancing the ability to combat illegal fishing, illicit maritime activities, and transnational crime in Tonga’s exclusive economic zone through expanded enforcement authority and technical cooperation.

“This historic patrol advanced critical partnerships with Pacific Island nations, protecting valuable marine resources and strengthening U.S. Coast Guard presence throughout Oceania,” said Lt. Cmdr. Jason Helsabeck, commanding officer of the William Hart. “Our crew’s dedication to these partnerships ensures a more secure and prosperous future for the region. I am deeply proud of the crew’s unsurpassed professionalism, relentless commitment to securing our maritime borders, and the positive impact we’ve made alongside our trusted partners. We look forward to future deployments in Oceania.”

Operation Blue Pacific is an overarching multi-mission Coast Guard endeavor to promote security, safety, sovereignty and economic prosperity in Oceania. Coast Guard cutters, aircrew and personnel deploy throughout Oceania to maintain unrestricted, lawful access to the maritime domain for all nations, improve regional stability, and solidify the Coast Guard as a reliable partner for maritime safety, security and stewardship in the Pacific.

The William Hart is the third 154-foot Sentinel-class fast response cutter homeported in Honolulu. The cutter’s primary missions are maritime law enforcement, search and rescue, and national defense.

Two of Three Mine Counter-Measures LCS That Were Based in Bahrain Are Currently in Malaysia

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The Independence class LCS USS Canberra, in front, sails together with the M/V Seaway Hawk carrying the decommissioned Avenger class on January 20, 2026. USN

The War Zone reports, “U.S. Navy Minesweepers Assigned To Middle East Have Been Moved To Pacific.”

It remains to be seen how long the USS Tulsa and USS Santa Barbara will remain in Malaysia, and where they might sail after they depart. Where USS Canberra is currently is still unknown, as is whether any additional mine countermeasures configured ships are on the way to the Middle East.

For the moment, at least, a substantial portion of the Navy’s minesweeping capacity in the region, amid a major conflict with an opponent experienced in mine warfare, is now thousands of miles away in a completely different part of the world.

They also report continued difficulty with the mine countermeasures systems being used on Independence class Littoral Combat Ships.

With plans to begin escorting merchant ships through the Straits of Hormuz I expect the six Webber class WPCs will have a role, but I also expected these ships to have a role as well, perhaps providing close escort to high priority vessels given their RAM missile launchers and 57mm Mk110 gun mounts.

PACIFIC OCEAN (May, 12, 2022) – An AGM-114L Longbow Hellfire missile launches from the Surface-To-Surface Missile Module (SSMM) aboard Independence-variant Littoral Combat Ship USS Montgomery (LCS 8). The missile exercise was the first proof of concept launch of the Longbow Hellfire missile against land-based target. (U.S. Navy photo by Lt.j.g. Samuel Hardgrove)

They may also have vertical launch Hellfire, which has proven effective against both low altitude subsonic air and surface targets.

Gun Mission Module by Northrop Grumman

They do not seem to have been equipped with the 30mm Mk 46 mounts, which would be useful against both unscrewed surface and air attack systems.

Helicopters operating from these ships could also be effective against several threats.

I suppose they may be being reequipped for the escort role.

“CGC Forward interdicts suspected drug smugglers in Eastern Pacific” –News Release

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The U.S. Coast Guard Cutter Forward’s Over-the-Horizon cutter boat approaches a Self-Propelled Semi-Submersible in the Eastern Pacific Ocean, February 24, 2026. (U.S. Coast Guard courtesy photo)

Below is a District East news release. Presumably this is the end of patrol report given the delay from Feb. 24 to March 11. There was no drugs to unload because the semisubmersible sank.
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This was a very large semisubmersible. You can see how large it was compared to the 8 meter “Over the Horizon” boat in the photo below. To me it looks to be more than three time the length of the 8 meter boat. 24 meters would be 78.7′ so the release’s estimate of length (over 70 feet) may have been conservative. 

A U.S. Navy P-3 Orion oversees a HITRON MH-65 Dolphin and Coast Guard Cutter Forward Over-the-Horizon boat on scene with a Self-Propelled Semi-Submersible in the Eastern Pacific Ocean, February 24, 2026. (U.S. Navy courtesy photo)(cropped)

March 11, 2026

CGC Forward interdicts suspected drug smugglers in Eastern Pacific Sea

PORTSMOUTH, Va. – Coast Guard Cutter Forward (WMEC 911) delivered a decisive blow to maritime criminal networks by intercepting a self-propelled semi-submersible (SPSS) vessel during a routine patrol on February 24 in the Eastern Pacific Ocean.

A maritime patrol aircraft detected the vessel and reported the location to Forward watchstanders. Forward’s crew rapidly deployed its over-the-horizon cutter pursuit boat and an embarked MH-65 aircraft from the Helicopter Interdiction Tactical Squadron (HITRON) to intercept the suspicious vessel.

Despite repeated verbal commands issued by the boarding team, the SPSS failed to comply or stop their vessel. The boarding team successfully gained access to the vessel, secured positive control, and apprehended four suspected narco-terrorists. All personnel were safely evacuated to the cutter as the SPSS experienced flooding and subsequently sank.

SPSS vessels are commonly used by maritime criminal networks to transport large quantities of drugs in the Eastern Pacific. The Coast Guard routinely interdicts these vessels as part of ongoing counterdrug operations in the region.

“SPSS vessels are purpose-built to move large quantities of illicit, dangerous cargo,” said Cmdr. Andrew Grantham, commanding officer of the Forward. “This interdiction of an SPSS of over 70 feet, prevented a potential 17,600 lbs of cocaine—more than 6 million lethal doses—from reaching U.S. shores. Stopping this vessel demonstrates the exceptional skill and dedication of the Forward crew, the HITRON, Joint Interagency Task Force South, and Coast Guard District Southwest at imposing significant costs on transnational crime organizations.”

The Coast Guard is committed to deterring criminal activity and enhancing maritime security through disrupting illicit smuggling activity at sea before it can reach U.S. shores.

Coast Guard Cutter Forward is a 270-foot Famous-class medium-endurance cutter that conducts counterdrug, migrant interdictions and search and rescue missions throughout the Western Hemisphere. Link to provide more information on the Forward: History

“U.S. Coast Guard Cutter Polar Star completes Operation Deep Freeze 2026 mission, departs Antarctica” –News Release

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USCGC Polar Star (WAGB 10) sits moored at McMurdo Station Antarctica amid Operation Deep Freeze 2026, Feb. 2, 2026. Operation Deep Freeze is one of the more challenging U.S. military peacetime missions due to the harsh environment in which it is conducted, and this year also commemorates the Polar Star’s 50th year of service. (U.S. Coast Guard photo by Petty Officer 2nd Class Christopher Bokum)

Below is a news release.

March 11, 2026

U.S. Coast Guard Cutter Polar Star completes Operation Deep Freeze 2026 mission, departs Antarctica

SOUTHERN OCEAN  — The U.S. Coast Guard Cutter Polar Star (WAGB 10) departed McMurdo Sound, Antarctica, on March 1, after operating for 55 days below the Antarctic Circle and traveling 14,000 miles in support of Operation Deep Freeze 2026.

The cutter marked its 50th year of commissioned service on Jan. 17 while breaking free a cruise ship trapped in pack ice during a six-hour evolution. The Australian-owned cruise ship Scenic Eclipse II contacted the Polar Star for assistance after encountering denser ice than expected, roughly eight nautical miles from McMurdo Station. The Polar Star’s crew conducted two close passes to break the vessel free, then escorted it approximately four nautical miles to open water.

A few days later, the Polar Star and its crew finished establishing a seven-mile channel through fast ice, creating a navigable route for vessels to reach McMurdo Station. Shortly after its establishment, the Polar Star escorted the 600-foot fuel tanker Stena Polaris into and out of Winter Quarter’s Bay through the brash ice-filled channel to deliver more than 6 million gallons of fuel to McMurdo Station.

“I am so proud of how this crew, once again brought their best energy and worked together through every single challenge this year’s mission presented,” said Capt. Jeff Rasnake, commanding officer of the Polar Star. “Despite the heavy toll Operation Deep Freeze exacts on each individual, mentally and physically, our spirits remain high as we point our compass north and start our journey home.”

In late January, the cutter spent five days moored at McMurdo Station, where crew members helped onload 300,000 gallons of fuel.

After departing, the Polar Star removed the 4,200-ton floating ice pier from Winter Quarters Bay into McMurdo Sound during a joint operation with the National Science Foundation. This cleared the bay for the arriving vessel Plantijngracht to conduct cargo operations via a U.S. Army Modular Causeway System. Shifting ice floes necessitated the Plantijngracht requiring an escort from the Polar Star to reach the protected waters in Winter Quarters Bay.

After cargo operations were complete and the Plantijngracht departed, the Polar Star conducted its fifth and final escort of the season to bring the tug Rachel through lingering late-season pack ice to deliver the new NSF Discovery Pier to McMurdo Station.

“The delivery of the new NSF Discovery Pier is a landmark achievement that will significantly enhance the logistical support for the U.S. Antarctic Program for years to come,” said Cmdr. Samuel Blase, the Polar Star’s executive officer. “This multi-year effort culminated this year with the remarkable trek of the pier from Oregon to the McMurdo Sound, and teamwork between the Coast Guard, National Science Foundation, U.S. Navy Seabees, U.S. Army Corps of Engineers, the New Zealand Antarctic Program, and Tug Rachel for its installation.”

The Polar Star departed Seattle in November for its 29th deployment to Antarctica in support of Operation Deep Freeze.

Operation Deep Freeze provides logistical support for the U.S. Antarctic Program, which is managed by the National Science Foundation. The mission includes strategic and tactical airlift, airdrop, aeromedical evacuation, search and rescue, sealift, seaport access, bulk fuel supply, cargo handling, and other transportation requirements. These efforts enable continuous critical scientific research in one of the most remote regions on Earth.

The Polar Star and its crew also demonstrated its continued support to the Convention on the Conservation of Antarctic Marine Living Resources (CCAMLR) efforts by safeguarding resources and U.S. national interests through monitoring activity on the high seas in the Antarctic region.

The Polar Star is the United States’ only surface asset capable of providing year-round access to both Polar Regions. It is a 399-foot heavy polar icebreaker commissioned in 1976, weighing 13,500 tons and is 84 feet wide with a 34-foot draft. The six diesel and three gas turbine engines produce up to 75,000 horsepower.