Rio Tinto, Japanese partners pour $733M into Pilbara mine

Cecilia Jamasmie | October 7, 2025 

West Angelas mine.(Image: Screenshot from YouTube video.)

Rio Tinto (ASX: RIO) and its Japanese joint-venture partners will invest $733 million to extend the life of the West Angelas iron ore hub in Western Australia’s Pilbara region by developing new deposits.

The Robe River Joint Venture, which includes Mitsui & Co. and Nippon Steel, has secured state and federal approvals for the West Angelas Sustaining Project, in the works since 2018. Rio Tinto will contribute $389 million toward the development, which will maintain the hub’s annual production capacity at 35 million tonnes and extend mining operations for several years.

Construction will generate about 600 jobs, while 950 full-time positions will be sustained once the project becomes operational, Rio Tinto said. First ore from the new deposits is expected in 2027.

The mine extension is part of Rio Tinto’s broader strategy to sustain output across the Pilbara by replacing production from aging operations. Together, these mines support a total annual capacity of around 130 million tonnes.

Keeping up

West Angelas has been a key part of Rio Tinto’s operations since 2002. Beyond this project, the miner is advancing a pre-feasibility study at Rhodes Ridge, targeting an initial capacity of up to 40 million tonnes per year, with first ore planned by 2030.

Rio Tinto also recently opened the $2 billion Western Range iron ore mine in partnership with China Baowu Steel Group, aimed at sustaining output from its Paraburdoo hub for up to two decades.

A report from Australia’s federal Office of the Chief Economist on Tuesday confirmed that iron ore remains Australia’s top resources export, valued at more than A$100 billion ($66 billion) annually. 

Weaker prices, however, are expected to reduce export earnings by A$3.9 billion ($2.6 billion) to A$113 billion ($74 billion) this financial year, and further to A$103 billion ($68 billion) next year.

US government pours cold water on Critical Metals deal

Staff Writer | October 6, 2025 | 

Narsaq, southern Greenland. (Image courtesy of Algkalv | Wikimedia Commons.)

The US government has shot down reports that it is considering buying a stake in Critical Metals (NASDAQ: CRML), the company developing one of the world’s largest rare earth resources in Greenland.

The Trump administration is not currently considering a deal that would see it take a stake in Critical Metals, a White House official stated on Monday, as first reported by Bloomberg.

On Friday, Reuters reported that Washington had been in talks over an equity investment in the New York-based company while it was completing a deal to buy a 5% stake in Lithium Americas (TSX, NYSE: LAC), developer of a large lithium project in Nevada.

That report, together with Critical Metals’ announcement of a new institutional investor, sent the company’s shares flying during after-hours trading and into Monday. At one point, the stock had more than doubled from its Friday closing price of $8.14 to an all-time high $16.88 apiece.

By midday, Critical Metals traded at $11.70 for a market capitalization of $1.1 billion, as some investors had taken profits following the White House statement.

According to Reuters, the company had been one of “hundreds of companies” in the critical minerals sector that had approached the US government for investment, and a deal would have converted its $50 million federal grant into an approximate 8% equity stake for Washington.

Critical Metals’ Tanbreez project ranks amongst the largest rare earth deposits on Earth, containing at least 45 million tonnes in resources, hosted within a massive kakortokite unit that has largely been underexplored to date.

 

Alberta Seeks Federal Backing for New Oil Pipeline

By Charles Kennedy - Oct 07, 2025

Alberta Premier Danielle Smith is negotiating with the federal government and Prime Minister Mark Carney on the newly proposed oil pipeline from the oil-producing province to the West Coast.

Smith and Carney met in Ottawa on Monday as the Alberta Premier was arriving in the capital for meetings while the federal PM was departing for talks with U.S. President Donald Trump in Washington D.C.

Smith and Carney discussed energy opportunities and Carney said that Alberta and the federal government have a lot to talk about how they could cooperate to make Canada an energy superpower, which is one of the prime minister’s key pledges. There are exciting opportunities to discuss further, Carney said, without giving details.  

Last week, Alberta proposed a new oil pipeline to the British Columbia coast that could carry up to 1 million barrels daily of crude oil, to be exported to Asian markets.

Using the technical advice of major pipeline companies and with Indigenous participation, the province will begin engagement with Alberta and BC Indigenous communities, develop a proposal, and submit a formal application for a project of national significance to the Federal Major Projects Office, the province of Alberta said.

The federal government has recently launched the Major Projects Office, which will help accelerate the development of the strategic projects.

In early September, Carney announced the Office’s first list of five major projects of national importance, and these included Phase 2 of the first Canadian LNG export project, LNG Canada, which started up only a few months ago.

Alberta is now aiming to submit the new pipeline project to the Major Projects Office. The province plans to engage in pre-front-end engineering and design work to determine the general path and size of the pipeline, quantify costs, initiate early Indigenous engagement and partnership, and make a clear case that this pipeline is in the national interest.

Alberta’s government will contribute US$10 million (C$14 million) to support early planning work, including cost estimates, engagement and development of a credible proposal for federal consideration.

By Charles Kennedy for Oilprice.com

Global miners raked in $700B in 2024 despite rising pressures

Cecilia Jamasmie | October 7, 2025 | 

Stock image. (By Gorodenkoff.)

The global metals and mining industry posted one of its strongest financial performances in two decades last year, earning $700 billion in profits despite a 6% drop in revenue, according to McKinsey’s newly released Global Materials Perspective 2025.

The report highlights that while profitability remains robust, the sector faces mounting challenges from declining ore grades, complex mining conditions, and stricter environmental and labour standards. All of these factors are driving up costs and squeezing margins, McKinsey said, noting that sustained investment in technology, electrification and digital tools will be crucial to maintaining productivity gains.

Profit pools have shifted from coal and steel toward copper, gold, and aluminium, as productivity has rebounded by roughly 1% annually since 2018, led by Latin America and North America. The industry’s structure continues to fragment: the market share of the top 10 mining firms has fallen from 60% in 2000 to 30% in 2015, where it has since stabilized.

Source: Global Materials Perspective 2025.

Regional shifts are reshaping the sector. China and North America have gained share, while Europe’s dropped to 11%. Steel’s share of total market value has halved since 2000, now standing at 10%. Demand remains resilient, with more than half of forecasted growth through 2035 expected to come from energy transition materials. McKinsey notes that artificial intelligence (AI) data centres alone could drive a 3% increase in global copper demand by 2030, underscoring technology’s growing influence on raw material markets.

Asian lead

Asian nations are projected to dominate demand growth, accounting for more than 45% of global expansion by 2035. Meeting this demand will require $4.7 trillion in capital investment, 270 GW of new power capacity, and 350,000 new jobs worldwide. Despite pressures, capital markets remain strong, with total shareholder returns up 3.5 times and market capitalization doubling since 2015.

The report identifies four key shifts since last year’s edition: rising resource nationalism; accelerated materials demand from AI technologies; a visible rebound in productivity driven by generative AI and automation; and slowing decarbonization. This is particularly true in Europe’s steel industry, where nearly one-third of planned projects have been delayed or cancelled.

Coal’s around

Thermal coal production, meanwhile, reached a record eight gigatons, signalling uneven progress on the energy transition. Still, the long-term demand outlook remains positive, fuelled by population growth, expanding middle classes, and the adoption of low-carbon technologies.

McKinsey outlines three strategic opportunities for industry leaders: expanding into new geographies and critical materials, leveraging AI and automation to sustain productivity, and pursuing pragmatic, cost-effective decarbonization. With 30–50% of shareholder overperformance driven by operational decisions, disciplined growth and innovation will be key to enduring success.

“Success in metals and mining will hinge on improving productivity and delivering sustainable solutions,” the report concludes. “Those willing to act decisively will be best positioned to seize the opportunities ahead.”

 

Blank Sailings Hit New Record in Response to Tariff Pressure

Image courtesy Port of Los Angeles

Published Oct 6, 2025 6:07 PM by The Maritime Executive

 

The latest data from consultancy Project44 shows that blank sailings have surged to new heights as demand on U.S.-China routes has fallen. The blanks for October are on track to exceed levels seen during the early months of the COVID-19 pandemic, when consumer demand in the West cratered and imports fell off quickly. 

The "Liberation Day" tariff rollout is largely responsible for this month's drop, the consultancy believes. The number of blank sailings has been on the rise throughout the year, and has been concentrated on trade lanes most affected by tariffs. Volumes have risen and fallen on a weekly or monthly basis in line with the tariff cost of importation, which has fluctuated dramatically, but overall net trade volumes remain the same as last year. Any shifts in sourcing out of high-tariff countries (China) may take years to fully appear, Project44 predicts; for now, the overall proportions of East-West trade remain about the same, and the cost of the tariffs is being divided up between manufacturers, importers and end users. 

On China-to-U.S. routes alone, there are currently 67 planned blank sailings, according to Project44. China-USWC blanks are up 46 percent year-over-year, and SE Asia-USWC blanks are up by 41 percent. (In the other direction, USWC-SE Asia blanks are up 75 percent.) "These lanes remain among the heaviest trafficked in the world, and the surge in cancellations underscores how carriers are managing weaker U.S. import demand and adjusting for uncertainty created by ongoing tariff measures," the consultancy noted. 

The pattern suggests a twofold response to tariff pressures: cuts on the high-volume transpacific services to support rates, and cuts on U.S. export services to match. Export volume from the U.S. to China is down about 40 percent year-over-year, and has been consistently low throughout 2025.  

“Carriers are blanking sailings at an intensity we haven’t seen since the early pandemic period. The strategy is less about crisis response this time and more about maintaining rate stability in a tariff-distorted market," said Project44 researcher Bart De Myunck.

US Warns Ships to Pay USTR Port Fees Before Arrival or Face Denials

The responsibility of determining if a vessel has to pay the fee is on the operator and they must pay before arrival (Port of Los Angeles file photo)

Published Oct 6, 2025 12:59 PM by The Maritime Executive

 

U.S. Customs and Border Protection issued the first guidance for the pending USTR Section 301 Vessel Fees related to Chinese-owned, operated, or built ships, warning operators that the fees are their responsibility and should be paid at least three days before arrival at their first U.S. port. It was the first statement to provide clarification and a further indication that the U.S. is still preparing to implement the fees on October 14.

A statement from CBP was anticipated to provide guidance on the payment mechanisms for the fees, which range from $50 per net ton for Chinese-owned or operated ships to $18 per net ton, or $120 per container discharged, for Chinese-built ships. Car and vehicle Ro-Ros are paying $14 per net ton. The fees are due before the ship arrives at its first U.S. port, and each ship will pay up to five times per year.

“The burden for determining if a vessel owes the fee is on the operator, NOT CBP,” the statement emphasizes. “Responsible parties are strongly encouraged to pay fees prior to vessel arrival as vessels without proof of payment will be subject to denial of lading or unlading operations, or granting of clearance withheld, until proof of payment can be verified.”

As expected, CBP is using the pay.gov website, warning operators not to expect to pay at the port of entry. The website will calculate the fees once the basic parameters are selected and the vessel information is provided. Payment will be made through electronic bank transfers.

Overall, the statement contained no significant new information for the shipping community ahead of the introduction of the fees. There is still a lot of uncertainty in the details of the program, and the shipping community is waiting for guidance. Jeanne Grasso, a partner at the law firm Blank Rome, notes they are still waiting on the FAQ expected from the U.S. Trade Representative. 

Another uncertainty is the current shutdown of the U.S. federal government due to a budget dispute with the U.S. Congress. The USTR was among the agencies that were furloughing most of their staff until the budget is resolved.

Carriers have been working to redeploy vessels in anticipation of the beginning of the fee program, which has been delayed since April 2025. However, analysts have still estimated that the top 10 container carriers alone could face fees of more than $3.2 billion in 2026. Yet, despite the price tag, many of the carriers continue to order new vessels to be built in China.

The original goal of the USTR program was to penalize China for its unfair business practices with its shipbuilding industry and its rapid rise to market dominance, as well as China's efforts at exerting influence over the shipping industry broadly. The Trump administration added the additional fees on all foreign-built car and vehicle carriers and adopted measures that had been promoted in Congress for LNG carriers. In the first phase, LNG carriers are exempt from the fees, but the program sets longer-term goals for a portion of U.S. LNG exports to be carried on U.S.-built LNG carriers.

 

Effort This Week Will Attempt to Refloat Ship Stranded in Canadian Arctic

Thamesborg earlier in September shortly after the grounding (Canadian Coast Guard)

Published Oct 6, 2025 4:19 PM by The Maritime Executive

With the arrival of additional equipment and lightening of the vessel Thamesborg completed, Royal Wagenborg and the Canadian Coast Guard report a refloating operation is scheduled for this week. The teams remain focused on the safe recovery operation while racing to complete the effort ahead of the onset of winter weather.

The crew of 15 and an ice advisor remain aboard the vessel, and there are no reports of pollution as the effort enters its fifth week. The Thamesborg went aground in a remote part of the Canadian Arctic on September 6 while transiting the Franklin Strait off Prince of Wales Island, Nunavut, Canada. The fuel tanks and cargo holds remained intact, although several ballast tankers were damaged.

During the first stage of the salvage operation, around 4,000 tons of cargo, carbon blocks for industrial use, were transferred from the Thamesborg to two other vessels, Silver Copenhagen and Nulavik, that were brought in to aid with the operation. The vessel’s operator, Royal Wagenborg, reports that the goal was to reduce the draft of the grounded ship, and if the effort is unsuccessful, the resources are available to remove additional cargo.

Additional equipment and personnel reached the site on October 3 with the MSV Botnica, an offshore support vessel, which was brought from Europe to aid with the effort. The OSV made stops en route to load additional supplies and provisions before proceeding into the Arctic. The vessel will be able to assist with escorting operations, towing, or potentially icebreaking as the operation proceeds.

One of the challenges emphasized during a briefing on October 6 is the weather conditions in the area. Representatives for Environment and Climate Change Canada and the Canadian Ice Service highlighted that the storm season is beginning in the region. Today, they said, there are strong winds near the site, but they expected a brief lessening early in the week. Strong winds and snow were forecasted for later in the week, but the Canadian Ice Service noted that the heaviest ice is to the west of the location. 

The Canadian Coast Guard vessel CCGS Des Groseilliers remains on site, providing oversight and weather and ice forecasts. The observation efforts vary by the weather each day, while T&T Salvage has been retrained by Wagenborg for the operation. The Coast Guard has also used its crew changes as opportunities to bring additional supplies and expert personnel to the area.

Wagenborg notes the vessel has an ice class hull. The operation this week will reduce the water that flooded into the empty ballast tanks when the vessel grounded in an effort to refloat the ship. If it is successful, the vessel will undergo an inspection to determine the level of damage, and efforts are identifying ports of refuge. The goal is for the ship to sail under its own power, but resources are there to assist if needed. The course out of the Arctic is still being discussed and will be determined based on weather and ice conditions.

The company said there is a contingency plan if they cannot free the vessel before the onset of winter and ice forms to prevent the removal of the ship. However, the focus is on refloating the vessel, and they are confident the Thamesborg can be removed before the conditions prevent its exit from the region. The timing of this week’s refloating effort and the completion of the removal depend on favorable weather and sea conditions.

Canadian law requires the vessel's owner to pay for the salvage as well as repairs and damage to the environment. A spokesperson for the company reaffirmed that Royal Wagenborg maintains comprehensive maritime industry insurance coverage, including Protection and Indemnity (P&I) insurance and Hull & Machinery (H&M)  insurance on all its vessels and it is "confident these industry safeguards will serve their designed purpose in this instance."

Wagenborg highlights that since 2016, it has completed over 50 successful commercial transits of the Northwest Passage. They are working with the authorities for an investigation and expect to learn from this incident. The company remains committed to the use of the Arctic as an important sea lane, saying that one incident does not change its overall operations.
 

 

Sail-Powered Neoliner Origin Prepares for Maiden Voyage

Neoliner Origin is a sail-powered commercial cargo ship for Atlantic crossing (Neoline)

Published Oct 6, 2025 1:13 PM by The Maritime Executive

 

The Neoliner Origin, which is billed as the first large, mostly sail-powered cargo ship, has been delivered by its builders, RMK Marine in Turkey, to its owners in France. The vessel departed the shipyard in Tuzla, Turkey, on September 29 and, after interim port calls in the Mediterranean, arrived in Marseille today, October 6, before proceeding to its homeport of Saint-Nazaire and its first Atlantic crossing.

At 446 feet (136 meters) in length, the vessel has 3,000 square meters (over 32,000 square feet) of sail area with two rigid sails mounted on Solidsail rigs designed by Chantiers de l’Atlantique, and which will fold down for maneuvering in port. The plan calls for the vessel to operate mostly on wind power with a commercial speed of 11 knots. The design also incorporates anti-drift plans, designed by Fouré Lagadec.

The air draft is nearly 289 feet (88 meters) or reduces to approximately 138 feet (42 meters) when the rigs and sails are tilted. It also has a supplemental 4000 kW diesel-electric motor, which would give it a maximum speed of 14 knots. They expect to cut fuel use by 80 percent compared to conventional vessels. Neoliner Origin is 6,300 dwt and 13,278 gross tons.

The company considers the vessel a pilot for its long-term plan to develop a fleet of sail-powered cargo ships. The Neoliner Origin is scheduled to maintain monthly service departing from Montoir de Bretagne, France. The crossing is scheduled to take eight days to St-Pierre & Miquelon, French islands off the coast of Canada’s Newfoundland. The vessel will then proceed to Baltimore, Maryland, a 13-day trip from France. On the return, she will make stops in Halifax, Canada, St-Pierre & Miquelon, and Cork, Ireland.

 

Neoliner Origin during sea trials in Turkey (RMK Marine)

 

The Neoliner Origin is a Ro-Ro cargo ship with 1,200 lane meters for cargo, across three areas. The primary area is 1,150 square meters. The vessel can take light vehicles, including cars, as well as commercial vehicles, and farm, construction, or industrial equipment. Containers are loaded on trailers supplied by Neoline, which can carry up to two 40-foot or four 20-foot containers, including the ability to transport refrigerated containers. It can also transport oversized and bulky goods as well as pallets, boxes, and bags. The total cargo capability is 11,000 tonnes.

In addition to the cargo, the vessel has six double cabins (290 square feet each) to carry up to 12 passengers. The passenger cabins have a private balcony, and facilities aboard include large common areas (77 square meter passenger lounge and sun deck), and also including a gym and Wi-Fi connection. Meals will be in the officer’s wardroom. Neoliner Origin has a crew of 13.

As part of this first sailing, the Neoliner Origin stopped at the port of Bastia on the island of Corsica on Saturday, October 4. There she loaded 315 cars and transported them to Marseille as the vessel's first cargo. 

 

First cargo going aboard the Neoliner for transport between Corsica and Marseilles (Neoline)

 

Neoline was started a decade ago and has drawn support from Renault, which will be a shipper, as well as CMA CGM as an investor. Steel cutting for the vessel began in November 2023 at RMK Marine in Turkey, and assembly of the ship began in 2024. The launch took place in January 2025.

The first sea trials in the Sea of Marmara were completed at the beginning of July, giving them the first opportunity to test maneuvering under real conditions. The second sea trials were completed at the beginning of September, and they reported that the vessel has excellent maneuverability and flexibility. 

The maiden voyage was delayed by last-minute fine-tuning of the vessel, but the final sea trials were completed on September 22 and 23, and the handover on September 26. The maiden Atlantic departure is scheduled for October 15.

 

Dutch Coast Guard Stops Drifting Tanker Before It Hits Wind Farm

Multipship Protector is part of the monitoring effort for offshore wind farms and platforms (Kustwacht)

Published Oct 6, 2025 6:27 PM by The Maritime Executive

 

The Dutch Coast Guard is reporting a close call on Saturday night, October 4, as a product tanker lost propulsion and was drifting dangerously close to the Netherlands’ largest offshore wind farm. A Multiship emergency tug under contract to the Coast Guard ultimately was able to stop the drifting vessel at about two-thirds of a mile (1 km) from the turbines and held it in position until repairs could be completed.

The product tanker Eva Schulte (16,621 dwt) managed by Berhard Schulte and registered in Singapore reported at 1930 on October 4 that it had lost propulsion due to a problem with its main engine. The vessel, which was built in 2010, was loaded with a fuel oil cargo coming from Sweden. 

Complicating the situation was a strong storm over the region west of the Netherlands in the North Sea area. According to the reports, winds were Force 7 to 8 (30 to 40 mph) with gusts over 50 mph in the area of the wind farm. Seas were running at around 16 feet (5 meters). Due to the weather conditions, the tanker was unable to anchor.

The vessel was more than 22 miles from the Dutch coast at Ijmuiden and drifting towards Vattenfall’s Holland Kust Zuid wind farm. It is a 139-turbine installation with a capacity of 1.5 GW.

The tanker had a crew of 21 aboard, but according to the Coast Guard, the captain never requested an evacuation. The Coast Guard put two helicopters on standby in case assistance was required.

The Multiship emergency tug Protector was moored near the Holland Kust Zuid wind farm as a precaution. It was ordered to respond to the drifting tanker, but three hours after the first call was received, it still had not been able to get a line secured due to the weather conditions. They were, however, continuing to attempt to establish a tow connection as the vessel drifted close to the wind farm.

Shortly after 2300, the tug reported it had finally been able to secure a line to the vessel, which by that point was only 0.6 miles from the wind farm. The priority was to tow the vessel away from the wind farm and hold it in a more secure location.

Overnight, the crew was able to repair the main engine, but the Coast Guard was still working to determine if the vessel would need to be towed into port. Also, because of the weather conditions, it was decided that the tug needed to continue to secure the tanker, an operation which continued till at least 1500 on Sunday afternoon. They were finally able to release the tanker, and on Monday, the tanker proceeded into Ijmuiden.

It was not the first incident with this wind farm. While it was under construction in 2022, the bulker Julietta D also lost power in the region. It drifted into the site, hitting one of the monopoles and the base of a substation. The monopole was sufficiently damaged that it needed to be removed.

The Coast Guard reports that only days earlier, on October 1, it launched a new monitoring operation for the wind farms and offshore platforms. With the offshore industry continuing to grow, a special 24-hour desk was launched at the Vessel Traffic Monitoring Center. They are monitoring for traffic approaching the assets and will contact a vessel, wind farm, or platform when a vessel is approaching. It is manned by specially trained staff to work with the Coast Guard Center to reduce the dangers.
 

Hijacker" in Mysterious Arctic Sea Case Has Been Captured After 16 Years

iStock / D. Keine

Published Oct 6, 2025 7:12 PM by The Maritime Executive

 

A suspect who has been wanted by Russia for 16 years in connection with an alleged hijacking off Sweden has been arrested at last, according to authorities in Cyprus. 

In July 2009, the freighter Arctic Sea got under way from Jakobstad, Finland with a cargo of $1.8 million worth of lumber aboard, bound for Algeria. On July 24, the ship was in Swedish waters off Gotland when it was intercepted by a group of men in a rubber boat, according to the master. The vessel carried on its normal voyage, and the crew continued conversing over VHF and broadcasting AIS as usual until July 30, when the ship went dark off Brest. It was presumed hijacked, and a search warrant was issued for its capture and detention. 

For reasons undisclosed, the Russian Navy tasked five ships to locate and pursue the Arctic Sea in the Atlantic. On August 17, the Russian frigate Ladny intercepted and seized the vessel at a position off the Cape Verde Islands. The crew - all Russian nationals - were all alive and well; eight "hijackers" - Estonian, Latvian and Russian nationals - were arrested. 

From here, the story took an unusual turn. The shipowner claimed that they never received a ransom demand for the hijacking. The ship's Russia-based insurer said that it had received a demand, and that the alleged criminals wanted about $2 million. 

For their part, the accused claimed that they were environmentalists, and that their boat had run out of fuel - and, further, that the captain had held them hostage and diverted the ship towards West Africa. The judges were not swayed, and six were convicted and sentenced to long jail terms. The crew were interrogated, then released under a gag order and instructed never to talk about their experience. 

Speculation about the nature of the Arctic Sea affair has circulated for years, and in diplomatic circles it was not considered an act of "piracy" as Russia claimed. 

"It would seem that these acts, such as they have been reported, have nothing in common with 'traditional' acts of piracy or armed robbery at sea," said EU Commission spokesman Martin Selmayr at the time. 

One popular theory has it that the vessel was carrying an illicit and unauthorized cargo of Russian arms, loaded earlier in the voyage, and that the "hijackers" were a team sent by another nation (or by a disgruntled commercial partner) to intercept the weapons shipment. A senior Russian Navy officer confirmed this account to Komsomolskaya Pravda at the time. "I think that if [Arctic Sea's] journey had been successful, Russia could have ended up in a huge international scandal," the officer said. "We caught the boat to make sure we didn't end up in a nasty situation." (These suggestions were not welcomed by the Russian government: one Russian journalist who reported on the story had to flee the country after receiving threats for his coverage.)

Russia had an arrest warrant active for one more suspect in connection with the case - a man who had been released on bail while awaiting trial and had disappeared. Investigators had Interpol "red notice" open for his capture since 2009. The suspect, a Russian-Israeli national, walked off a cruise ship in Larnaca, Cyprus last weekend and was swiftly arrested after 16 years on the run. He had made no attempts to conceal his identity, and it is unclear how he had evaded capture until now. The man is being held pending extradition hearings to determine if he can be sent to Russia to stand trial. 

Fisherman Killed in Capsizing at Harbor Entrance in Hanstholm

Fishing vessels in the harbor at Hanstholm (file image courtesy Erik Christensen / CC BY SA 3.0)

Published Oct 6, 2025 9:47 PM by The Maritime Executive

 

A fisherman lost his life in a tragic grounding at the small Danish port of Hanstholm last night, according to local media accounts. 

The fishing vessel Flipper was under way Sunday on a routine trip when the crew noticed issues with their steering gear, West Jutland's police department told Nordjyske. In foul weather and high waves, the crew returned to port at Hanstholm, a tiny port on the exposed northwestern tip of Jutland. While attempting to enter the harbor, they allided with the northeastern breakwater. The boat began to flood just yards away from safety, and in waves of up to 25 feet, it capsized.  

The weather was so rough that the local rescue station was unable to launch its lifeboat, according to Maritime Danmark. Instead, the rescue crew rushed to the pier to attempt to help from shore, while a Danish Navy helicopter aircrew attempted to effect a rescue.

Three fishermen made it to shore alive and uninjured; the fourth man, aged 55, did not survive. He passed away soon after he was retrieved from the water, officials told DR. In addition, two shoreside rescuers needed hospital treatment for minor injuries, Maritime Danmark reported. 

The Danish Maritime Authority will be investigating the cause of the casualty. 

Top image: Fishing vessels in the harbor at Hanstholm (file image courtesy Erik Christensen / CC BY SA 3.0)