Heilongjiang Lighthouse International Logistics Co., Ltd.

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.

在创始人兼前董事长克里斯蒂安-西姆（Kristian Siem）离任后，前西姆海工公司（Siem Offshore）改名为 Sea1 Offshore，该公司报告称，其在海工市场看到了积极的迹象，并准备重新实现增长。该公司重新命名并缩小规模，于 2024 年 5 月将 9 艘船出售给 Siem。

Sea1 Offshore 报道称，该公司将根据市场机遇实现增长。据该公司 11 月 4 日报道，它已从中国中远船务订购了两艘新的下一代海上能源支持船。该公司表示，这项投资是其发展战略的结果，将有助于巩固公司作为全球近海能源行业领先服务供应商的地位。

“Sea1 首席执行官 Bernt Omdal 说："海工行业的租船合同和费率都在上升，我们期待那些能够向市场提供装备精良的现代化船舶的企业能够获得良好的盈利潜力。

Omdal 认为未来几年海工行业将出现许多积极的迹象。他证实，Sea1 正在与中远船务就交付更多船舶的方案进行对话。Sea1 管理层表示，他们相信传统的近海石油和天然气行业将继续保持高活跃度。

新造船长约 394 英尺（120 米），货运甲板面积达 1,400 平方米。每艘船将配备一台 250 吨级的甲板起重机，最多可容纳 120 人。两艘船都将配备 ROV 机库和月池。

Sea1 公司强调，这些船舶将以挪威 Skipsteknisk 公司的设计为基础，具有多功能性，以满足新兴市场的机遇。这些船舶的设计和装备将适用于包括可再生能源市场在内的各种业务。该公司预计，对可为海上风电场提供服务的船舶的需求将会增加。

Sea1 强调其致力于减少船队的排放。基于先进的 ST-245 设计，新船将配备现代技术，以减少排放并最大限度地提高运营效率。此外，它们还可使用甲醇，发电机可使用 100% 的生物燃料。

据 Sea1 报道，当这两艘新船于 2027 年交付后，该公司将拥有一支由 19 艘现代化近海船舶组成的船队。该公司将于 2025 年 4 月结束今年售出的 9 艘船的管理协议，但强调它能够利用该协议降低债务状况。该公司还签署了维京供应船公司（Viking Supply Ships）所拥有的六艘 AHTS 船舶的管理协议，以继续为公司发展重新定位。

The former Siem Offshore reformulated as Sea1 Offshore after the departure of founder and former chairman Kristian Siem reports it is seeing positive signs in the offshore market and preparing for renewed growth. The company renamed itself and downsized selling nine vessels to Siem in May 2024.

Sea1 Offshore reports it is set for growth based on the market opportunities. It reported on November 4 that it has ordered two new next-generation Offshore Energy Support Vessels from the Chinese shipyard Cosco Shipping. The company said the investment is a consequence of its growth strategy and will help to strengthen the company's position as a leading supplier of services to the energy sector offshore worldwide.

"Chartering contracts and rates are on the rise in the offshore sector, and we expect good earning potential for players who can provide modern and well-equipped ships to the market," says Bernt Omdal, CEO of Sea1.

Omdal sees many positive signs for the offshore industry in the coming years. He confirms that Sea1 is in dialogue with Cosco Shipping about an option of delivering more ships. Sea1 management says it believes in continued high activity in the traditional offshore oil and gas sector.

The newbuild vessels will be approximately 394 feet (120 meters) long, with a cargo deck of 1,400 square meters. Each ship will feature a 250-tonne deck crane and provide accommodations for up to 120 personnel. Both vessels will be equipped with an ROV hangar and a moonpool.

Based on designs from Norway’s Skipsteknisk, Sea1 highlights the ships will be versatile to meet emerging market opportunities. They are designed and will be equipped for a wide range of operations, which includes the renewable energy market. The company expects increased demand for vessels that can serve offshore wind farms.

Sea1 highlights that it is committed to cutting emissions in its fleet. Based on the advanced ST-245 design, the new vessels will be equipped with modern technology to reduce emissions and maximize operational efficiency. They will also be methanol-ready, and the generators will be able to operate on 100 percent biofuel.

When the two newbuilds are delivered in 2027, Sea1 reports it will own a fleet of 19 modern offshore vessels. The company will be ending in April 2025 the management agreement for the nine vessels sold this year, but highlights it was able to use that to lower its debt position. It also signed management agreements for six AHTS vessels owned by the Viking Supply Ships as it works to continue to reposition the company for growth.

On 28 October, Yemen’s Houthi group announced their involvement in targeting three vessels in the Red Sea and the Arabian Sea, according to Reuters, as part of their efforts to impose a naval blockade against Israel.

Houthi military spokesperson, Yahya Sarea, stated in a televised address that the attacks targeted ships attempting to reach Israeli ports.

According to LSEG data, all three vessels were registered in Liberia.

The 2006-built bulk carrier Motaro was last observed off the western coast of Yemen in the Red Sea, navigating from Egypt’s Suez Canal towards Shanghai.

The 2004-built container ship SC Montreal was reportedly targeted in the Arabian Sea during its journey from Seychelles’ Port Victoria to Salalah, Oman.

The 2005-built container ship Maersk Kowloon was located in the western Indian Ocean, also en route from Salalah.

Maersk’s spokesperson, however, said that Maersk Kowloon was not attacked, refuting Houthis’ claims.

Earlier that day, British maritime security firm Ambrey reported two explosions near a merchant ship approximately 14 nautical miles southwest of Yemen’s Al Dhubab.

This followed earlier announcements from the U.K. Maritime Trade Operations regarding three explosions 25 nautical miles south of Yemen’s port of Mokha.

The UKMTO confirmed the vessel and its crew were unharmed and continued their journey to the next port of call.

The Houthis have declared they will persist with these actions until Israel ceases its operations in Gaza and Lebanon. These developments pose substantial risks to commercial shipping in a vital corridor for international trade.