Lauren Bell bowls Jemimah Rodrigues with a brilliant delivery to give England a small glimmer of hope on the morning of day three against India, with the tourists falling to 177-3, their lead just short of 300 in the off-one Test at Lord’s.
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NEW YORK — The Trump administration on Tuesday said it would freeze federal funding for New York’s Medicaid Fraud Control Unit, a state agency responsible for investigating and prosecuting fraud in the safety-net government healthcare program.
In a letter sent to New York officials, U.S. Department of Health and Human Services Inspector General Thomas March Bell accused the state of not securing enough criminal indictments and said millions of dollars in funding would be suspended through at least Sept. 30.
The move is the second suspension of a state Medicaid fraud unit this year by the Republican Trump administration, and part of a barrage of anti-fraud actions it has aggressively promoted in the healthcare sector. They have included the creation of a new task force, targeted investigations, funding deferrals and demands for revalidation of healthcare providers that have touched all states but are focused largely on Democratic ones.
The pulled funding also comes after the administration admitted a glaring error in figures meant to help justify a fraud inquiry into New York’s Medicaid program this year, a mistake critics said revealed a Trumpian tendency to attack first and verify the facts later.
New York Atty. Gen. Letitia James, a Democrat, immediately vowed to fight Tuesday’s funding freeze.
“During my time as Attorney General, my office has recovered over $627 million for Medicaid and was recognized by this very administration for leading the nation in anti-fraud efforts,” she wrote. “We are considering all legal options to stop this outrageous action.”
Bell’s letter to James and New York Medicare Fraud Control Unit Director Amy Held argues that the unit is moving too slowly on cases and amassing too few indictments and convictions for wrongdoing in the Medicaid system. It notes that compared with four similarly sized units in other states, it secured the lowest number of criminal fraud convictions between 2023 and 2025.
The letter acknowledges that one reason the state has fewer criminal convictions than others is that it made a deliberate choice to focus on “high impact, complex fraud cases” rather than smaller-scale individual cases, but says that trade-off didn’t produce sufficient results.
“Enough is enough,” Bell wrote. “The New York MFCU has failed to comply with the terms and conditions of its MFCU grant award.”
Bell said in the letter that the funding suspension could be lifted before Sept. 30 if New York takes corrective action, “showing it has remediated concerns that formed the basis for this suspension.” He said if the state doesn’t fix the problems, the freeze will continue.
New York’s attorney general’s office said in a statement that it has “long been recognized as a national leader in effectively investigating and prosecuting Medicaid fraud schemes,” including by the Health and Human Services inspector general’s office. A 2025 report from the office notes that New York is one of four states that made up half the total civil recoveries in that year.
A spokesperson for the attorney general’s office said most of the unit’s criminal convictions focus on company owners, executives and corporations that would return large amounts to Medicaid.
“This administration’s unprecedented attack on New York is another political distraction,” James said in a statement.
The funding cutoff follows a similar move in Hawaii. In early June, Bell told Hawaii officials that Medicaid fraud funding would be cut off there, saying that it had a three-year stretch without a Medicaid fraud indictment or conviction.
Joan Alker, executive director and co-founder of Georgetown University’s Center for Children and Families, said there’s an irony in the federal government cutting off money intended for prosecuting fraud when its stated goal is to do just that.
“If you want to fight fraud, don’t take away money from states’ fraud control units,” she said. “I chalk this up to more political theater to distract voters from historic Medicaid cuts before the midterms.”
For months, the Trump administration has contended that states — especially some Democratic-led ones — have been lax about fraud in social safety-net programs, including Medicaid.
It has demanded that at least five states, four of them governed by Democrats, share information about how they identify, prevent and address Medicaid fraud.
The federal government has also withheld some Medicaid funding from Minnesota and California over fraud concerns. Minnesota Gov. Tim Walz, a Democrat who was Kamala Harris’ 2024 running mate, accused President Trump of making cuts because of retribution.
The fraud-busting efforts have also targeted Medicare programs. Dr. Mehmet Oz, who leads the federal Centers for Medicare and Medicaid Services, announced a six-month moratorium on new enrollments for providers of hospice and home care nationally.
Swenson and Mulvihill write for the Associated Press. Mulvihill reported from Haddonfield, N.J. AP writer Anthony Izaguirre contributed to this report.
We took Atlantic all the way to the Pacific, traveling from the San Gabriel Valley to Long Beach on foot. On the last morning of May, a group of us set out at 7:45 a.m. from a barren In-N-Out parking lot in Alhambra, where Atlantic Boulevard begins. We kept walking until we reached the water, 12 hours and more than 55,000 steps later.
In all, our group passed eight freeways, two highways, and one river, twice. We walked through a dozen cities: Alhambra, Monterey Park, Commerce, Vernon, Maywood, Bell, Cudahy, South Gate, Lynwood, Compton, Long Beach and, of course, Los Angeles.
We spent only about 1.5 miles, a half-hour, in the city of Los Angeles itself, all in East L.A. We spent more time in Lynwood than Los Angeles. We spent far more time — more than a third of our day — in Long Beach.
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To walk Atlantic was to connect the dots about how our region functions economically, from the port to the factories to the suburbs. It was also to realize just how expansive and multifaceted Long Beach is.
This is the sixth such walk of one lengthy street that, ending at the ocean, we’ve completed across Los Angeles. Our pursuit began in 2022 with Wilshire’s 16 miles, continued in 2023 with Sunset’s 25, maxed out in 2024 with Western’s 28-plus miles, and stepped back in 2025 with Pico’s 15.5 miles. Earlier this year, roughly 30 of us strolled all of Santa Monica’s 14.5 miles.
This time, we started with a group of 16, ranging in age from 20-something to sexagenarian, and finished with 12. Some walkers left and joined us along the way. Ten, including one Long Beach local, completed the street.
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1. Pedro Moura, center, gives a pep talk before leading a group on a 25-mile walk the length of Atlantic Boulevard. (Scott Strazzante/For The Times) 2. In so-L.A. fashion, a Tesla Cybertruck rolls past a pile of possessions flooding the sidewalk in front of an apartment building. 3. Josiah Fields, 15, earns money by cleaning car windshields at the intersection of Atlantic and Alondra Boulevards. 4. During the final mile of the their 25 mile walk, Chloe Stepney and Trevor O’Brien lead the way past Louis Burgers III on Atlantic Avenue. (Scott Strazzante/For The Times)
We’ve been playfully calling our annual jaunts the Big Walk. This one, we called the Bigger Walk. I suppose that makes Western the Biggest. We’ve come to believe the ideal distance for an all-day effort is about 20 miles. That seems long enough for it to feel like a real feat and short enough to include more interested folks and ample break time.
After a tranquil time on Santa Monica, I wrote that we expected Atlantic to be the opposite experience — “unwieldy, at times unwelcoming, and excessively industrial.” That was an overstatement at best and factually wrong at worst.
We did visit Vernon, the city that proudly promotes itself as “exclusively industrial.” But by one measure, Atlantic was literally the most welcoming street we’ve done yet. Many more people greeted us. The actual street was at least as pedestrian-friendly as Western or Sunset. At no point did we have to walk on the road or in a minuscule median.
We did, though, have to cross five crosswalks just to continue on Atlantic at one point, at an absurd intersection with Ferguson Drive, Goodrich Boulevard, Telegraph Road and Triggs Street. Railroad tracks and the famed old East L.A. Union Pacific Station stood to our left, and the 5 freeway to our right. Clearly, pedestrian convenience had not been front of mind during the area’s planning.
Oil might be the simplest way to illustrate how Atlantic differs from more famous L.A. streets. On Pico Boulevard, there are oil derricks hidden behind elaborate, towering facades. Along Atlantic, the derricks are just everywhere in plain sight for a while. We did walk atop both the Long Beach Oil Field, a mega giant field, and the Wilmington Oil Field, the third-largest oil field in the contiguous United States.
That’s Atlantic, lacking in pretense, not hiding anything, but exceeding our expectations. We saw more plants native to our region, including Cleveland sage and Sacred datura, than along Santa Monica. And we kept encountering vibrant pockets where we did not know they would be. Monterey Park was the first to impress us, with gorgeous Cascades Park tucked into a lush little valley.
A rose peeks through a fence at St. Rose of Lima Church on Atlantic Boulevard.
Lykayla Melendez poses in her quinceañera dress at Cascades Park along Atlantic Boulevard.
In East L.A., chilaquiles, tamales, tejuino and ribs were all available street-side, and one of our members noticed the newer location of the famed La Azteca Tortilleria in a strip mall near the Metro station. Azteca has been the No. 1 seed in Times columnist Gustavo Arellano’s tortilla tasting tournaments with KCRW; we picked up a couple dozen to go.
Farther south, Bell is best known locally as the home of brazenly corrupt city officials earlier this century. When we passed through, the shade provided by a pocket park in the city center became a crucial respite for our lunch break. Across the street, a community market was just starting up for the afternoon. We caught a couple songs from a talented mariachi band.
Once we crossed the 105 overpass, we quickly encountered four sizable parks, each no more than two miles from the last. We saw one pump track, two tennis courts and skate parks, several sports fields, and an impressive number of food trucks, including Instagram-famous Kitchen’s Corner BBQ. At least another dozen food vendors seemed to be setting up for evening service as we marched by in the late afternoon.
By the third park we passed, we were in Long Beach, specifically North Long Beach. The fourth, Scherer Park, is a sprawling, 26-acre gem. Soon enough we were in Bixby Knolls, where, for more than a decade now, Long Beach officials have been investing in improving bicycle and pedestrian access. It shows. We had a delightful happy hour on Ambitious Ales’ front patio overlooking Atlantic.
August Fagerstrom and Pedro Moura fist bump a well-wisher on Atlantic Avenue.
Official lists of the longest L.A.-area streets are almost impossible to find. Often, such lists are kept by cities. The longer the street, the less likely that all of it is within one city’s limits.
We can say this: There are not many stretches of a single street with the same name longer than Atlantic in the L.A. Basin. Western Avenue, definitely. Imperial Highway, depending on your perspective on what constitutes a street. Sunset is about the same length. And that’s about it.
Unless you want to be particularly persnickety and disqualify Atlantic on the grounds that it technically has two names. For its northern 10 miles, Atlantic is a boulevard. For its southern 15, it’s an avenue. Where Maywood becomes Bell, it switches. But it’s Atlantic all the same, and that was good enough for us.
Surely you’ve been wondering about the origin of the name. Atlantic has been named for the distant ocean since the 19th century, when a Brit tried to christen a city after himself and named its three major streets Pacific, American and Atlantic avenues, from west to east. American is now Long Beach Boulevard, so it no longer makes much sense.
At the end of their 25-mile walk, Chris Kirkham celebrates with fellow walkers at Atlantic Avenue and Ocean Boulevard.
Speaking of names: Our Alhambra is named after a Washington Irving book inspired by his visit to the 13th-century Islamic fortress of the same name in what is now Spain. You can walk to the actual Atlantic from that Alhambra in about 150 miles.
This was easier than that, at least. If you’re eager to explore the backbone of Los Angeles, curious for a challenge, you could do worse than attacking Atlantic. I promise you’ll see something new. We saw a street juggler. We saw a live chicken and a dead turkey. We saw a discarded box of Pacifico beer that had been cooking in the sun so long it turned from yellow to white.
Pedro Moura points out Chloe Stepney’s sock tan line as they celebrate the end of their 25-mile walk down Atlantic with a dip in the Pacific Ocean at Alamitos Beach.
After we rinsed our weary feet in the Pacific, some of us waddled back up to Downtown Long Beach and scarfed down Sonoratown burritos and chivichangas before heading home. It was a Sunday well spent.
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The U.S. Marine Corps is set to test at least two new autonomous cargo helicopters, as it seeks to field platforms that can rapidly resupply Marines in contested environments. The service recently awarded contracts for two such platforms, one being the R66 Turbinetruck that inserts Sikorsky’s MATRIX autonomy system in the proven Robinson R66 airframe. The second is the Uncrewed 505, a development of the Bell 505 in a program led by Near Earth Autonomy, in collaboration with Bell Textron, Moog Inc., and XP Services.
This is all part of ongoing efforts to develop uncrewed logistics platforms that the Marines can use in contested environments, something that is of particular relevance as the branch looks to the requirements for a future conflict with China in the Pacific.
Lockheed Martin announced yesterday that its Sikorsky subsidiary and Robinson Unmanned had received a contract for the Turbinetruck from the Marine Corps. This comes under the Marines’ new-look Autonomous Aerial Logistics Program Medium Aerial Resupply Vehicle — Expeditionary Logistics (MARV-EL). The contract is worth $15.5 million and covers Increment 2 of MARV-EL.
“As we expand the MATRIX family, we also extend the reach of uncrewed solutions for both civil and military customers,” said Rich Benton, vice president and general manager of Sikorsky. “The commercially developed R66 Turbinetruck is simple, economical, and re-configurable; ideal for high-risk, hard-to-reach environments, where keeping personnel out of harm’s way is essential.”
“Our partnership with Sikorsky brings the trusted performance and reliability of the R66 platform into the unmanned logistics arena,” added David Smith, president and CEO of Robinson Helicopter Company. “The R66 Turbinetruck represents a significant step forward in expanding proven rotorcraft into scalable, autonomous cargo solutions for demanding operational environments. Together, we are delivering a game‑changing capability that will enhance warfighter readiness and open new opportunities for safe, reliable, and affordable autonomous transport.”
Robinson Unmanned | The Future of Autonomous Rotorcraft is Here
The R66 Turbinetruck puts together the R66 airframe from the Robinson Helicopter Company, a single-turbine engine design that is best known as a five-seat light rotorcraft on the commercial market. The R66 was selected for the Turbinetruck application primarily on account of its reliability, low maintenance demands, and high level of versatility. The aircraft is currently in widespread civilian service as a trainer, passenger, and utility helicopter.
Combining the R66 airframe with Sikorsky’s MATRIX system provides the ability to perform autonomous uncrewed operations. MATRIX has previously been proven in a U.S. Army UH-60M helicopter, giving it a ‘robotic brain,’ and the culmination of a series of tests stretching back years now that have been steadily working on ever-greater pilot-optional capabilities for the Black Hawk family. As we have noted in the past, the same technology could easily find its way onto other aircraft, as evidenced by the Turbinetruck.
Sikorsky and DARPA Autonomous Black Hawk Flies Logistics and Rescue Missions Without Pilots on Board
Lockheed Martin says the Turbinetruck is intended to give the Marines “flexible, affordable and rapid combat sustainment,” with its primary roles including the delivery of ammunition, medical supplies, and other essential equipment directly to the troops that need it. These critical loads need to be supplied “regardless of terrain, weather, or enemy threat,” the company adds.
According to Robinson Helicopter, the Turbinetruck can carry a load of 1,300 pounds internally, or external loads supported via a cargo hook. The internal cargo compartment is accessed via front clamshell doors and a right-hand baggage door. A total useful load of 1,500 pounds can be transported, and the aircraft has a range of more than 325 nautical miles.
When it comes to MARV-EL, this now stipulates an uncrewed aircraft that can carry a logistic payload of between 1,300 and 2,500 pounds to a combat radius of 100 nautical miles, operating through a common digital handheld device.
In an operational scenario, the mission objectives would be entered into the Turbinetruck using a digital tablet. The system would then automatically create a flight plan, using sensors and algorithms to guide the helicopter safely to the target location.
The Turbinetruck would allow the Marines to conduct critical logistics missions without having to put any additional personnel at risk, as would be the case if crewed rotorcraft were employed at the tactical edge of the battlefield. Crewed rotorcraft also come with increased demands on maintenance and availability. Meanwhile, crew-rest cycles might mean that the aircraft have to stay on the ground during high-tempo operations, while these assets will inevitably be in heavy demand for all kinds of other missions in any kind of high-end fight.
A video outlining the Robinson R66 Army Trainer, a crewed version of the helicopter offered to the U.S. Army schoolhouse:
Robinson R66 Army Trainer Helicopter | Press Conference & Official Reveal | AAAA in Nashville
At the same time, the MARV-EL concept is especially tailored for the Indo-Pacific theater, in which Marines and other U.S. military forces would be expected to fight from and around austere forward operating bases — a concept known as Expeditionary Advanced Base Operations — as well as unimproved landing zones, and from the decks of ships.
In this context, the Turbinetruck, and the MARV-EL program, more generally, hope to fill a notable capability gap between small tactical drones and larger crewed airlifters. This is something that Lockheed Martin describes as a “middleweight” uncrewed logistics platform capable.
Robinson Unmanned will deliver the first R66 Turbinetruck to Sikorsky for integration, test and evaluation, and demonstration. At that point, the aircraft will undertake capability demonstrations to prove out the MATRIX system in the R66 airframe.
Since MATRIX is platform-agnostic and has an open architecture design, it is intended to be easily integrated into various airframes.
As for the rival Uncrewed 505, this takes the Bell 505 Jet Ranger X helicopter and combines it with Near Earth’s Captain autonomous system, and Moog’s Genesys avionics. The 505 is also a single-turbine helicopter that is in use in similar training, passenger, and utility roles as the R66.
The MARV-EL Increment 2 program will also see the Uncrewed 505 prototype developed for the Marine Corps. Near Earth says it will spend the next 36 months integrating and flight-testing the autonomous flight system in the Uncrewed 505, before progressing from early demonstrations to full mission capability.
“The program is to develop an uncrewed aerial logistics aircraft for where the risk and need are highest,” said Lyle Chamberlain, CTO of Near Earth. “We are combining our Captain autonomy architecture with a proven Bell 505 platform to move cargo without putting Marines in harm’s way. To be as intuitive as possible, we are designing the aircraft around existing Marine Corps workflows. Operators will be able to request, dispatch, and manage missions through familiar command-and-control pathways, including MAGTAB and MANGL integration. At the same time, cargo can be loaded with standard pallet jacks and forklifts. This approach reduces infrastructure burden and helps make autonomous resupply practical for expeditionary operations.”
Near Earth says the Uncrewed 505 is optimized for efficient transportability, with two aircraft fitting inside a C-130 cargo aircraft with minimal disassembly.
Other aircraft have previously emerged out of the MARV-EL program.
These included the Kargo UAV, a rotary-wing drone from the Kaman Corporation, which previously developed an optionally crewed version of its K-Max helicopter.
KARGO UAV | Transforming Expeditionary Logistics
Notably, Kaman partnered with Near Earth Autonomy for the autonomy system for both the Kargo UAV and the optionally crewed K-Max.
Another competitor for MARV-EL was the SeaOnyx from Leidos. In 2023, it was announced that Leidos had won a Marine Corps contract to develop a prototype of this autonomous resupply vehicle under the Medium Unmanned Logistics Systems — Air (MULS-A) program, which later became MARV-EL.
However, neither of these platforms met Marine Corps requirements, leading to MARV-EL being recompeted. At the same time, the previous requirements (including delivering a logistics payload of 300-600 pounds within a radius of 25 to 100 nautical miles to a combat area) were made more ambitious, increasing cargo payload and range.
Overall, MARV-EL again highlights the Marines’ growing focus on expeditionary warfare in contested environments, in the Pacific theater especially. With their versatile airframes, the R66 Turbinetruck and the Uncrewed 505 could be adapted for other missions, including intelligence, surveillance, and reconnaissance (ISR), electronic warfare (EW), communications relay, and search and rescue. All of these are growth areas for the Marines specifically and the U.S. military more generally.
A video outlining the Bell 505, as offered for the U.S. Army Flight School Next requirement:
Bell 505: Ideal Trainer
At the same time, the R66 already has a foothold with the U.S. military, with TH-66 Sage used to train U.S. Army and Navy helicopter operators, under contract. The Army is also now looking at both the R66 and the Bell 505 for its Flight School Next training helicopter program.
Whichever design or designs are ultimately selected for the MARV-EL requirement, the Marines can expect a new medium-weight logistics platform that bridges the gap between smaller drones and larger crewed aircraft currently in use. At the same time, it will help reduce risk by keeping more fixed-wing and helicopter crews out of harm’s way.
Contact the author: thomas@thewarzone.com