An arrest can be obtained quickly if the claim falls within the Admiralty Court Act 2000 and the papers are ready. The claimant files an admiralty suit in the High Court Division with an affidavit setting out the claim and the basis for arrest, and applies for an arrest order. Where the vessel is about to sail, the application can be made urgently. Speed depends on the documents available, the court's schedule and the vessel's location. We keep templates and procedures ready so that we can act within hours of instruction when a vessel's departure is imminent.

The Admiralty Court Act 2000 lists the maritime claims within the court's jurisdiction. They include claims relating to cargo damage or loss, collision, salvage, towage, pilotage, crew wages, supply of goods and materials such as bunkers and spares, repairs, port and harbour dues, charterparty disputes, mortgages and disputes over ownership or possession of a ship. Some claims give rise to maritime liens that follow the vessel even after sale. Whether a sister ship can be arrested depends on ownership at the relevant time. We assess each claim against the statute before filing, to avoid a later set-aside.

Release usually requires security for the claim, such as payment into court, a bank guarantee from an acceptable bank or, where the claimant agrees, a P&I club letter of undertaking. The amount is normally the claimant's reasonably arguable best case, with interest and costs, but it can be challenged if excessive. An owner can also apply to set aside the arrest if the claim falls outside the court's admiralty jurisdiction or the wrong vessel was arrested. Every day of detention costs money, so we move quickly to negotiate security and obtain a release order.

Cargo claims under bills of lading are often subject to the Hague Rules framework as applied in Bangladesh through the Carriage of Goods by Sea Act 1925, which generally requires suit within one year of delivery or the date when goods should have been delivered. Contracts may contain other provisions, and charterparty claims and claims against terminal operators or inland carriers may have different time limits. Notice of loss or damage should be given promptly on discharge. We advise cargo owners and insurers on preserving time, including through extensions agreed with the carrier or its P&I club.

Yes. Bangladesh is a party to the New York Convention, and the Arbitration Act 2001 provides for enforcement of foreign arbitral awards made in Convention countries, including LMAA awards made in London and SCMA awards made in Singapore. The award holder applies to the competent court in Bangladesh, and the grounds for refusal are limited. In practice, award holders often combine enforcement with steps to identify assets, including vessels calling at Bangladeshi ports. We advise on enforcement strategy and act in enforcement proceedings, including where a claimant also wants to obtain security through an admiralty arrest.

Bangladesh has legislation that reserves a share of certain seaborne cargo for Bangladeshi-flagged vessels and provides for waivers where suitable national tonnage is not available. These rules can affect chartering of foreign vessels for imports by public bodies and certain private cargo. The Department of Shipping administers the regime. Shipowners considering Bangladeshi registration and charterers bringing foreign ships into Bangladeshi trades should check how the rules apply. We advise on compliance, waivers and the commercial effect of cargo reservation on shipping contracts and freight arrangements. Waiver applications need careful timing, and we confirm the current position for each case.

Ship recycling is regulated under the Bangladesh Ship Recycling Act 2018, with oversight by a dedicated ship recycling board and roles for the Department of Environment, the Department of Explosives and other authorities. Yards must be authorised, and each vessel requires approvals and a ship-specific recycling plan before beaching. Bangladesh has acceded to the Hong Kong Convention, which brings international standards for yards and vessels. We advise cash buyers, sellers, yards and financiers on documentation, approvals, environmental and safety obligations, and disputes over delivery, price and title. Pre-beaching documentation is frequently scrutinised by regulators and buyers alike.

Yes. Claims for wages and other sums due to the master and crew are maritime claims under the Admiralty Court Act 2000, and they generally carry a maritime lien with high priority against the vessel. Crew may therefore bring admiralty proceedings and seek arrest, including where an owner has abandoned a vessel in a Bangladeshi port. Repatriation and welfare issues often arise at the same time. We act for crew, owners, managers and P&I clubs in wage claims, abandonment cases and the sale of vessels by court order, where competing claims must be ranked.