The Dali’s owner and operator, Grace Ocean Private Limited and Synergy Marine Pte Ltd, reached what Maryland Attorney General Anthony Brown’s office refers to as a “settlement in principle” on Thursday. The dollar amount was not made public.

The press release’s wording was cautious, formal, and almost purposefully subdued, as though the office wished to indicate advancement without proclaiming victory. The work wasn’t done, according to Brown. In particular, that phrase seemed to have weight.

This deal seems to have been long overdue and to be arriving without the catharsis Marylanders may have anticipated. In theory, settlements are not checks that arrive in the mail. They are shaking hands while awaiting paperwork. The state’s civil case, which was filed in federal court in September 2024 and alleges negligence, mismanagement, and the operation of what Maryland bluntly described as an unseaworthy vessel that “should never have left port,” is still the most tangible development.

It’s almost as fascinating what the agreement covers as what it doesn’t. The yard that constructed the Dali, HD Hyundai Heavy Industries, is still facing legal action. It’s difficult to ignore where the next legal pressure is likely to fall after the National Transportation Safety Board linked a loose wire to the blackout that crippled the ship in its November report. Additionally, the NTSB described the pier protection of the bridge as “woefully inadequate,” a statement that likely still haunts someone’s conference room.

The agreement was referred to by Senate President Bill Ferguson as “a decisive step forward,” as is customary for Senate presidents. House Speaker Joseline Peña-Melnyk and the office of Governor Wes Moore declined to comment, which is a small story in and of itself. Perhaps they are awaiting the final figures. Perhaps they are awaiting the resolution of the Hyundai issue. In any case, the quiet is audible.

The knock-on effects continue outside of Baltimore in ways that don’t always make the news. Over 34,000 cars still reroute around the missing span every day. Many longshoremen describe a year of financial whiplash, but they are back at work after spending weeks in limbo following the port shutdown. The replacement bridge, which is currently estimated to cost between $4.3 billion and $5.2 billion, won’t open until late 2030, which is about two years later than the original, optimistic estimates. Like ships in a channel, construction schedules rarely go according to plan.

The families of the six men who were killed that night still have their own legal path, and Maryland’s case is one of roughly a dozen related to the collapse. They are backed by shipping interests, small businesses, and injured workers. A portion of the state’s claims are resolved by this settlement. It doesn’t address the grief, the politics, or the question of how a foreign-flagged ship’s loose wire ended up costing a region so much.

As this develops, it seems like Thursday was more of a rest stop than a finish line. The owners of the ship acknowledged Maryland for the first time. Baltimore received a tiny bit of closure. And Hyundai’s name is waiting for whatever happens in an unwritten legal document.

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