Heilongjiang Lighthouse International Logistics Co., Ltd.

China's international trade in goods and services rose 6 percent year-on-year to 4.32 trillion yuan in October 2024, according to official data released by the State Administration of Foreign Exchange Control of China on Friday.

In dollar terms, exports in the country's international trade in goods and services totaled $335 billion last month. In dollar terms, the country's exports in international trade in goods and services totaled US$335 billion, while imports amounted to US$273.4 billion. The country recorded a surplus of $61.6 billion, thereby recording a surplus of $61.6 billion. THE COUNTRY'S IMPORTS AMOUNTED TO US$335 BILLION.

In particular, China's goods exports in October totaled nearly 2.15 trillion yuan in value, while China's goods imports totaled nearly 1.61 trillion yuan. At the same time, the surplus reached 539.1 billion yuan.

Last month, China exported services worth 234.2 billion yuan and imported services worth 335.9 billion yuan. At the same time, the passive balance amounted to 101.7 billion yuan.

中国国家外汇管理局周五公布的官方数据显示，2024 年 10 月，中国国际货物和服务贸易同比增长 6%，达到 4.32 万亿元人民币。

按美元计价，上月中国国际货物和服务贸易出口总额为 3350 亿美元。以美元计价，上月中国国际货物和服务贸易出口总额为3,350亿美元，进口总额为2,734亿美元。该国录得 616 亿美元的顺差，从而录得 616 亿美元的顺差。美元。

其中，10 月份我国自中国出口商品总值近 2.15 万亿元，自中国进口商品总值近 1.61 万亿元。同时，顺差达到 5391 亿元。

上月，中国服务出口 2342 亿元，进口 3359 亿元。被动结余共计 1017 亿元。

The new high-speed railroad /High Speed Railroad/, which connects the metropolis of Shanghai with Jiangsu and Zhejiang provinces in the Yangtze River Delta region of eastern China, started operating in test mode on Saturday.

The first high-speed train left Shanghai's Hongqiao Station at 9:27 a.m. on Saturday and headed for the Zhejiang city of Huzhou, stopping in Suzhou on the way, according to the Shanghai branch of China Railway Corporation. Jiangsu. The design speed of trains on the new line is 350 km/h.

The containership Dali arrived without incident at China’s Fuzhou Port yesterday, November 13, after a nearly two-month voyage from Norfolk, Virginia. It is nearly eight months since the vessel stepped out of obscurity to become the center of worldwide attention after she destroyed Baltimore’s Francis Scott Key bridge and with a trail of legal entanglements set to run at least until mid-2026.

The nine-year-old containership (116,851 dwt) registered in Singapore traveled empty to China after offloading its containers in Virginia and undergoing initial repairs. Port officials in China emphasized the close coordination required to bring the vessel into port due to the extent of the damage. She continues to have no functioning anchors as one was cut off in Baltimore and the machinery was damaged when the roadway and bridge collapsed onto the bow. The thrusters are also reported to be severely damaged.

The containership is going to the Fujian Huadong Shipyard in the Luoyuan Bay Port Area. According to Chinese media reports, the plan calls for fitting a replacement bow on the vessel. No timeline was given for the repairs.

Last week in Baltimore, U.S. District Court Judge James Bredar released the trial plan and timeline for the first of likely several court cases. The judge has bifurcated the case meaning they will first consider if the vessel’s owners Grace Ocean and operators Synergy Marine will be able to limit liability to approximately $44 million under a 1800s admiralty law.

Grace Ocean and Synergy Marine while agreeing to a settlement with the U.S. federal government for the $100 million clean-up costs, which were covered by insurance, continue to deny liability for the vessel hitting the bridge. They “expressed rejected” liability when announcing the settlement and said it was not indicative of liability. It has been suggested that they will seek to place a portion of the blame on Maryland and Baltimore for failing to protect the bridge as well as possibly a faulty electrical system design by the ship’s builder Hyundai Heavy Industries. Quietly, Grace Ocean has also paid nearly $100,000 to the U.S. Coast Guard’s pollution fund for oil pollution from the incident.

Judge Bredar compromised between the owners and operator’s lawyers which proposed a January 2027 trial and lawyers for the multitude of claims which were seeking a December 2025 trial. The trial date is now set for June 1, 2026, and it will be a bench trial, meaning it will be decided by the judge without a jury.

Several key dates were also set including a plan to start taking witness depositions for a week in December 2024 and again in the first half of 2025. Expert witnesses will be scheduled between December 2025 and February 2026. The deadline for additional cargo claims is the end of next week while the deadline for fact discovery was set for July 2025. He anticipates pre-trial in April and May 2026 ahead of the two-week trial in June 2026.

In earlier hearings, Judge Bredar said his goal was to get the case to “the launching pad for settlement.” If they fail to settle, the June 2026 trial would determine issues such as if the ship was unsafe and lacked a properly trained crew and proper maintenance, all points argued by Maryland and other claimants. The second phase would seek to portion the liability and award the potential claims which range from Maryland which is seeking the replacement cost of the bridge to Baltimore which cites the economic impacts, individual businesses affected, and the families of the six victims.

Taiwan has agreed to scrap its local content requirements in its recent offshore wind auction, marking the end of a trade dispute with the EU. Taiwan is now committed to introduce flexibility in its offshore wind tenders, starting with auction round 3.2 completed in August. This added flexibility will address supply chain difficulties faced by offshore wind developers, including those from Europe.

Taiwan introduced a localization policy in 2021, aiming to spur development of the domestic offshore wind supply chain. Per the local content rules, at least 60 percent of parts used in offshore wind farm development must be sourced locally, except for products and services that the Taiwanese supply chain cannot readily provide.

In July, the EU filed a formal challenge at the World Trade Organization (WTO) contesting Taiwan’s localization policy. The EU argued that by Taiwan implementing stringent local content rules, it discriminated against imported goods and services, which is inconsistent with WTO regulations.

Last week, the European Commission revealed that its director-general for trade Sabine Weyand and Taiwan’s Minister of Economic Affairs Jyh-Huei Kuo exchanged letters, setting out new terms that saw the local content rules removed. This means that Taiwan can no longer include localization requirements in future allocation rounds, either as eligibility conditions or as award criteria.

“Provided that Taiwan follows through with the outlined commitments, the EU does not intend to pursue this matter further within the WTO. Addressing barriers in Taiwan’s offshore wind market is crucial for a sector of strategic importance to the EU,” said the European Commission.

In the recent 3.2 offshore wind auction round, Taiwan awarded 2.7 GW of capacity across five projects. During this round, local developers such as Synera and Shinfox appeared to have a head start, possibly due to local content compliance. A big surprise was the Danish energy multinational Orsted missing out on its 570 MW Greater Changhua 3 project. Analysts speculated that Orsted was likely edged out in the bid due to low local content compared to competitors.