Possibly. The Admiralty Court Act 2000 lists the claims the High Court Division can hear in admiralty, and for certain claims it allows an action in rem and the arrest of the ship concerned, and in some cases a ship in the same ownership. Whether your claim qualifies depends on its nature, the relationship between the defendant and the vessel, and the facts at the time of filing. We assess eligibility, prepare the application and evidence, and advise on the risks, including exposure if the arrest proves unjustified. Ownership and location of the vessel should be confirmed before filing.

When a vessel is due to leave, time is critical. If we receive the contract, invoices or other proof of the claim, the vessel's particulars and its current location, we can prepare an application for urgent hearing before the Admiralty Court. The court must be satisfied on the evidence, and listing depends on the bench. We cannot guarantee an order before departure, but early instructions greatly improve the chances. We advise clients to call as soon as they learn that a debtor's vessel is heading for a Bangladeshi port. Hours matter when a maritime dispute involves a departing ship.

Release is usually achieved by providing security acceptable to the claimant or the court, typically a P&I club letter of undertaking or a bank guarantee. We review the arrest papers and the claim, assess whether the amount demanded is reasonable, and negotiate the wording of the security. If the arrest appears defective or unjustified, we consider an application to vacate it, which can be pursued alongside security discussions. Throughout, we coordinate with the master, agents and port authorities so the vessel can sail once release is ordered. The security wording should state its amount, duration and release conditions clearly.

Normally the merits will be decided in the arbitration the parties agreed. The real question is what role Bangladeshi courts play. An arrest may still be available to obtain security, but the court may require the claimant to pursue the merits in arbitration, and the defendant may seek a stay of local proceedings. The interaction between the Admiralty Court Act and the Arbitration Act 2001 needs careful handling. We plan both tracks together so that the local steps support the arbitration and any award can later be enforced. Coordination avoids inconsistent positions in each forum.

Time limits are critical. Many bills of lading incorporate rules under which a cargo claim must be brought within one year of delivery, and contracts may impose shorter notice periods for damage or shortage. Charterparties and other contracts have their own limits, and some can be extended only by written agreement. Missing a deadline can extinguish an otherwise strong claim. When cargo arrives damaged or short, we advise immediately on notices, surveys and protective steps, and we diarise every relevant date so that the claim is properly preserved. Late notice weakens every maritime dispute about cargo.

Claims relating to mortgages and charges on ships are among the categories recognised by the Admiralty Court Act 2000. A mortgagee may be able to bring an action in rem against the vessel and seek its arrest and, eventually, judicial sale. Priority between the mortgage and other claims, such as crew wages or maritime liens, can be complex and depends on the nature of each claim. We advise lenders on enforcement options and timing, and advise owners and other creditors where a mortgagee's action affects their own maritime dispute or security position. Lenders should act before others do.

A foreign owner or charterer can defend proceedings in Bangladesh through local advocates, usually instructed directly or through its P&I club or correspondents. Practical issues include the authority to act, the power of attorney, verification of documents executed abroad and communication with the master and crew. We work with clubs, insurers and foreign law firms, and keep overseas clients informed about procedure, risks and likely costs, so the owner can decide quickly. Original bills of lading, charterparties and powers of attorney should be sent to counsel once proceedings are served.

Very often, yes. Once security is in place, many maritime disputes settle because both sides understand the costs of prolonged litigation or arbitration. Settlement may be negotiated directly, through P&I clubs or insurers, or through structured mediation. Bangladesh is also expanding mediation in civil and commercial matters, and the Legal Aid Services (Amendment) Act 2026 introduces mandatory pre-case mediation for certain disputes as it rolls out by district. We advise on when to negotiate and how to document a settlement. Settlement terms should state who pays, when security is released and whether related claims are also compromised.