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On Sep 14, 2024 at 10.28 a.m. the 'Brestur-HG 63' notified the rescue station Skagen of smoke development and a suspected fire in the engine room north of the port. The engine had stopped, and then the fishermen observed smoke development. Quickly some pumps were deployed aboard the lifeboat 'FRB 08', which headed towards the reported position. Upon its arrival, the fishing vessel was taken in tow and safely pulled to the port of Skagen. When the ship arrived at the quay, it became clear that the situation had not been serious and that there had not been an actual fire. Report with photo: https://fiskerforum.dk/motorstop-skagen-redningsstation/

On Sep 12, 2025, the ' Kusto' was damaged in an attack, the Ukraine carried out with drones attacks on the Oil Terminal, Russia’s oil-loading facility in Primorsk port in the Baltic Sea. The strikes caused fire and suspension of loading at the port. Besides the 'Kusto' also the Aframax 'Cai Yun' was hit during the raid, sustaining damage and catching fire. The governor of Russia’s Leningrad region later confirmed that a vessel and a pumping station had ignited, but stated that the situation was brought under control without a risk of spillage.

On the late afternoon of Sep 13, the 'Niki' was refloated. However, it appeared to be experiencing stability issues. The impact had created a hole approximately of about 1,5 meters in the bow. During the next few hours, the ship was stabilized and then proceeded to the port of Termini Birese with slow sspeed, where it was berthed at the port jetty on Sep 14 at 6 p.m.

On Sep 12, 2025, the 'Cay Yun' was damaged in an attack, the Ukraine carried out with drones attacks on the Oil Terminal, Russia’s oil-loading facility in Primorsk port in the Baltic Sea. The strikes caused fire and suspension of loading at the port. Besides the 'Cay Yun' also the Aframax 'Kusto' was hit during the raid, sustaining damage and catching fire. The governor of Russia’s Leningrad region later confirmed that a vessel and a pumping station had ignited, but stated that the situation was brought under control without a risk of spillage.

Prosecutors and defense lawyers made their final statements on Sep 12 at the Helsinki District Court in the trial of the captain and two officers from the 'Eagle S' on charges that their negligence caused the damage on Dec 25, 2024, of five subsea cables running between Finland and Estonia. After broad speculation that it was a case of sabotage, the prosecution centered on the command responsibilities, citing negligence and not pursuing charges of intentional damage to the cables. The captain, 1st, and 2nd officers of the tanker were charged with aggravated sabotage and aggravated interference with telecommunications as a result of the anchor-dragging incident. The trial began on Aug 25, and the court has now been scheduled to issue its ruling on Oct 3. The three officers have been subjected to a travel ban since Jan 2025 that did not permit them to leave Finland. Others from the crew that had initially been under investigation were removed from the travel ban. The court has now ruled to lift the travel ban on the captain and two officers. Prosecutors had argued it should remain in place until the verdict. The case centered on whether the captain and officers should have realized that the anchor dropped and was being dragged. Investigators concluded it dropped because of poor maintenance and a broken safety pin on the chain stopper. The defense lawyers countered that the anchor windless had been serviced and tested, and further, it had withstood violent storms before the ship entered the Gulf of Finland. The prosecution contended that they should have realized there was a problem because the vessel’s speed dropped when the anchor began dragging. The defense was that they believed it was an engine problem that caused the speed drop. In their closing remarks, the prosecution contended to the court that no evidence was presented of engine problems. According to them, the captain is responsible for the management and condition of the ship while the two officers were on navigation watch during the time the anchor dragged 55 miles along the seabed. The defense said it was the chief engineer, who was not on trial, who was responsible for the condition of the machinery, including the anchor. Further, they questioned why the Finnish authorities had not informed the vessel sooner when they suspected it was dragging the anchor. There also remained an issue of jurisdiction, and whether the vessel voluntarily entered Finnish waters. The defense argued that Finland lacked the authority because the damage occurred in international waters and the ship only entered Finnish waters when it was commanded by the police. The prosecutors were still asking the court to sentence each of the three officers to a minimum of 2,5 years in prison. The leniency of the proposed sentences is because the cables were not intentionally broken and the overall damage was “quite minor.” The companies reported it took a few months to complete repairs at a cost of approximately €55 million. The incident was followed by several other suspicious events, which led to allegations that it was part of an orchestrated plot by Russia. NATO and the Scandinavian countries increased monitoring of key assets as a result of the suspicions regarding the actions of the 'Eagle S'.