Application for Arrest
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Initiating an Admiralty Action
The Admiralty (Jurisdiction and Settlement of Maritime Claims) Act, 2017, consolidates the legal framework for vessel arrest, detention, and sale within Indian jurisdiction. The process of initiating an admiralty action in Indian courts begins with the filing of a plaint, which must be drawn up in accordance with the Civil Procedure Code, 1908. The plaint is the foundation of the claim, and its precise drafting plays a decisive role in the subsequent arrest of the vessel. Under Section 5 of the Admiralty Act, 2017, the High Court may order the arrest of any vessel within its jurisdiction to provide security against a maritime claim that is the subject of an admiralty proceeding. The court must have reason to believe that the person who owned the vessel at the time the maritime claim arose is liable for the claim and remains the owner when the arrest is effected, or that the demise charterer is liable and continues as the demise charterer or owner at the time of arrest. The High Courts of Bombay, Calcutta, Madras, Gujarat, Andhra Pradesh, Karnataka, Kerala, Odisha, and Telangana exercise this admiralty jurisdiction, which extends up to and including the territorial waters of their respective jurisdictions.
Content and Format of the Plaint
The plaint should accurately describe the ship by name and nationality, followed by the phrase "together with its engines, boats, gear, tackle, apparel, furniture and papers, and everything belonging to it whether on board or ashore." It is common practice to include a description of the ship's location within Indian territorial waters. Some draftsmen prefer to title the plaint as "The Owners and other parties interested in the [ship name] as the second defendants," which effectively brings in the owners and other stakeholders as part of the suit in rem. The plaint must clearly state the nature of the maritime claim, supported by an affidavit verifying the claim. A maritime claim, as defined under Section 4 of the Admiralty Act, 2017, encompasses disputes regarding possession or ownership of a vessel, loss or damage caused by operation of a vessel, loss of life or personal injury, agreements relating to carriage of goods or passengers, salvage services, towage, pilotage, supplies of bunker fuel or necessaries, construction or repair of vessels, port dues, wages of master and crew, general average, insurance premiums, and environmental damage claims. Each of these categories requires specific factual averments in the plaint to justify the arrest.
Foreign Plaintiffs and Powers of Attorney
For foreign plaintiffs, a power of attorney may be required to authorize a local representative to file the plaint, sign pleadings, and verify petitions. The power of attorney must be executed in accordance with the Diplomatic and Consular Officers (Oaths and Fees) Act, 1948. In Commonwealth countries, execution before a notary public is generally acceptable. For non-Commonwealth countries, legalization by an Indian consular officer is advisable. A foreign firm is not recognized as a legal entity under Indian procedural law, and all partners must be nominated as plaintiffs and must execute the power of attorney. The requirement for signing and verification of the plaint within India can pose significant challenges for foreign plaintiffs, especially when seeking to arrest a ship before its departure in a quia timet action. In such anticipatory actions, the urgency of the situation demands immediate legal intervention, and alternative strategies such as obtaining security or negotiating a swift settlement become critical. Recent judicial trends indicate a pragmatic approach by Indian courts in accommodating electronic signatures and digitally verified documents for foreign claimants, reducing procedural delays.
Judge's Order and Arrest Warrant
The arrest of a ship is obtained through an interim application seeking a judge's order. The judge in chambers may grant the arrest warrant even if the supporting affidavit or plaint lacks certain particulars, exercising discretionary powers. The court may authorize the arrest at any time, including non-business hours, weekends, and holidays. The order directs that the ship be arrested unless payment of the sum stated in the order, comprising the amount claimed in the suit, the ad valorem court fee, and the sheriff's poundage, is made on behalf of the ship or satisfactory security is furnished. The supporting affidavit must provide justification for the arrest and include a statement regarding whether notice has been given to the consul of the ship's nation, if applicable. In a suit for wages, the court may waive the requirement of notice to the consul. The judge's order must identify the vessel with precision, including its IMO number, flag state, and current location within the port, to avoid ambiguity during execution by the sheriff or bailiff.
Plaintiff's Undertaking and Compensation for Wrongful Arrest
When applying for arrest, the plaintiff must provide the court with an undertaking guaranteeing compensation for costs and damages incurred in case the arrest is deemed wrongful. This undertaking serves as a crucial safeguard against frivolous or malicious arrests. A separate suit must be filed for wrongful arrest, and the plaintiff must prove malicious cause or gross negligence. Wrongful arrest may result in condemnation of the claimant for damages only where the court is satisfied that the arrest was motivated by mala fides (bad faith) or crassa negligentia (gross negligence). Merely unjustified arrest would not normally entitle the defendant to claim damages, although the defendant might recover costs. The Admiralty Act, 2017, incorporates provisions for damages for wrongful arrest, requiring proof of lack of reasonable grounds. The quantum of damages may include loss of charter hire, demurrage, detention expenses, and reputational harm suffered by the shipowner.
Caveat System and Prothonotary Certificate
A party wishing to prevent the arrest of property may obtain entry of a caveat against arrest in the caveat book kept in the Admiralty Registry or Prothonotary and Senior Master of the High Court. Although the entry of a caveat does not prevent arrest of the res, the caveator, on a subsequent motion after arrest, may obtain the discharge of the arrest warrant and condemnation of the arresting party in damages if the latter is unable to show "good and sufficient reason" for having arrested. Prior to making an application for arrest, a certificate from the Prothonotary or registry must be obtained stating that a search of the caveat against arrest register has been conducted. If a caveat exists, notice to the caveator must be given. The caveat system operates effectively as a pre-emptive measure for shipowners and operators who anticipate potential claims, allowing them to receive notice of any arrest application and contest the same before the vessel is immobilized.
Timing of Application and Ex Parte Proceedings
Unless a caveat against arrest has been entered, an application for arrest may be applied for at any time after instituting the suit. In situations where the departure of the ship from the port is imminent, the application may be entertained even before the registry has scrutinized and admitted the plaint to the court's file. The application for arrest is normally moved ex parte, meaning without notifying the other party. However, some judges, in their anxiety to prevent wrongful arrest, direct that the application be moved after notice to the master of the ship. There have been instances where a master, on getting wind of the proceedings, clandestinely weighed anchor and departed. The giving of such notice can be useful as it may produce a speedy settlement of the claim out of court, the furnishing of security, or payment of money into court, along with an undertaking by an advocate appointed for the defendant ship to accept service, thus saving the plaintiff the poundage payable to the sheriff.
Service of Warrant of Arrest
The warrant of arrest is served by the bailiff of the sheriff or marshal. In states where there is no sheriff, the court allows direct service. The sheriff serves the process of the court and returns the process to the registry within four days from service. Service is effected by affixing the original writ of summons or warrant of arrest for a short time on any mast of the ship or on the outside of any suitable part of the ship's superstructure, and leaving a duplicate affixed in its place when removing the original. Where the property is cargo which has been landed or transshipped, service is effected by placing the original writ or warrant on the cargo and leaving a duplicate. If cargo is in custody of a person who will not permit access, service is made upon the custodian. For freight, service is effected by serving on the cargo or on the ship. Recent practice in major ports such as Mumbai, Chennai, and Kolkata has seen digital service of arrest warrants to port authorities and customs via email, expediting the execution process significantly.
Effects of Arrest: Security and Status Quo
The effect of arrest is that it constitutes the ship or other property as security in the hands of the court for the claim in the action. This security cannot be defeated by the subsequent insolvency of the owner of the arrested property. The arrest enables the court to keep the property as security to answer the judgment, unaffected by chance events which may happen between the arrest and the judgment. The arrested vessel remains under the court's custody and control, ensuring that the plaintiff's interest in the security is preserved even if the shipowner becomes insolvent or attempts to dissipate assets. This principle aligns with Section 5(4) of the Admiralty Act, 2017, which provides that any vessel ordered to be arrested or any proceeds of a vessel on sale shall be held as security against any claim pending the final outcome of the admiralty proceeding.
Custody of the Ship and Interference with Arrest Process
Once the warrant for arrest has been executed, the property is arrested and is in the custody of the sheriff or marshal on behalf of the court. Interference by any party with the arrest process, such as removing the property to be arrested with knowledge that an arrest has been issued, constitutes contempt of court. This includes any interference with the custody of the property after arrest, such as moving the property within the jurisdiction without authority or removing it from the jurisdiction. This principle was upheld in The Jarlinn [1965] 1 W.L.R. 1098 and also in The Abodi Mendi [1939] 178. The warrant of arrest on a ship covers everything belonging to it as part of its equipment, even items physically detached from it, but not items which do not belong to the shipowner, such as the personal property of the master and crew or the luggage of a passenger.
Arrest of Ship vs. Arrest of Cargo
A ship may be arrested while the cargo onboard is not under arrest, or cargo may be arrested while the ship in which it is laden is not. If a ship is to be arrested during discharge of cargo, the sheriff or marshal will not stop the discharge operations unless the arrest is in respect of the cargo. When cargo is arrested, shipowners can request the sheriff or marshal to take appropriate steps to enable the ship to be discharged. The legal distinction between ship arrest and cargo arrest is critical in maritime practice. Cargo arrest targets specific goods onboard and is typically invoked in disputes related to ownership of goods, damage during transport, or unpaid freight charges, whereas ship arrest targets the vessel itself as security for maritime claims against the shipowner or operator. This separation safeguards the interests of shipowners and other cargo owners not involved in the dispute, preventing unnecessary disruption of trade flows.
Port Authority Intervention and Removal to Safe Berth
When arrest of a ship in a port causes considerable and continuing disruption to the operation of the port, and the port authority has to turn away other ships, harming its reputation and causing financial loss, the court has inherent jurisdiction to allow a party to intervene if the effect of an arrest is to cause serious hardship, difficulty, or danger. The court may pass directions to remove the ship to a safe berth or such other place as it thinks appropriate. The intervention of port authorities is recognized as a legitimate interest under Indian admiralty practice. The court balances the arresting party's right to security against the public interest in maintaining port operations and the commercial interests of third parties. In appropriate cases, the court may order the arrested vessel to be moved to an anchorage or a less congested berth within the same port or to a different port altogether, provided security continues to be maintained.
Maritime Liens and Priorities
The Admiralty Act, 2017, defines maritime lien under Section 2(1)(g) and recognizes certain claims as maritime liens, setting out their priorities in Section 9. Maritime liens have the highest priority, followed by registered mortgages and charges, and thereafter all other claims. If there are multiple claims in any single category of priority, they rank equally, with salvage claims ranking in inverse order of time to when the claims accrued. A maritime lien continues to exist for a period of one year from the date of accrual, after which it stands extinguished unless the vessel has been arrested and seized, and such arrest and seizure has led to a forced sale by the High Court. For maritime liens relating to claims for wages or other employment-related payments, including cost of repatriation and social insurance contributions, the limitation period is two years. The limitation period runs continuously without suspension or interruption, except for the period during which the vessel was under arrest or seizure.
Order of Priority Among Competing Claims
Section 10 of the Admiralty Act, 2017, provides the order of priority of maritime claims in admiralty proceedings. The proceeds from the judicial sale of an arrested vessel are distributed in the following order: firstly, costs and expenses incurred by the court for the preservation and sale of the vessel; secondly, maritime liens as specified in Section 9; thirdly, claims for damages caused by the vessel to the environment, coastline, or related interests; fourthly, registered mortgages and charges of the same nature on the vessel; and finally, all other maritime claims. Claims secured by a maritime lien rank equally among themselves, except for salvage claims which have inverse priority, meaning later salvage claims are paid before earlier ones. This structured priority system ensures equitable distribution among creditors while recognizing the superior status of claims that contribute to the preservation of human life, the protection of the marine environment, and the maintenance of the vessel's operations.
Sister Ship Arrest Provisions
Section 5(2) of the Admiralty Act, 2017, permits the arrest of any other vessel for the purpose of providing security against a maritime claim, in lieu of the vessel against which a maritime claim has been made, subject to the provisions of subsection (1). However, no vessel shall be arrested under this subsection in respect of a maritime claim under clause (a) of subsection (1) of Section 4, which pertains to disputes regarding possession or ownership of a vessel or ownership of any share therein. The sister ship arrest provision is a significant tool for maritime claimants, as it allows the arrest of a vessel owned by the same entity against whom the maritime claim arose, even if the offending vessel has left Indian waters. For sister ship arrest to be valid, the claimant must demonstrate that the person who owned the vessel at the time the maritime claim arose is liable for the claim and that another vessel owned by the same person is present within Indian jurisdiction.
Action in Rem and Action in Personam
Section 5 of the Admiralty Act, 2017, sets out the action in rem, allowing the High Court to order arrest of any vessel within its jurisdiction for the purpose of providing security against a maritime claim. The conditions for arrest include: the person who owned the vessel at the time the maritime claim arose is liable and is the owner when the arrest is effected; the demise charterer at the time the maritime claim arose is liable and is the demise charterer or owner when the arrest is effected; the claim is based on a mortgage or charge of similar nature; the claim relates to ownership or possession of the vessel; or the claim is against the owner, demise charterer, manager, or operator and is secured by a maritime lien. Section 6 confers admiralty jurisdiction in personam in respect of certain maritime claims, subject to restrictions contained in Section 7. For claims arising out of a collision, an in personam action can be initiated only if the cause of action arises wholly or in part in India, or if the defendant actually and voluntarily resides or carries on business or personally works for gain in India.
Notice to Consul for Foreign Vessels
Where a foreign ship registered in a port of a country having a consulate within the jurisdiction of the High Court where arrest is sought is to be arrested in India in an action in rem for wages, prior notice of the arrest must be given to the consul concerned. This requirement is embedded in Rule 8 of the Admiralty Rules of the High Courts and is grounded in principles of international comity. The notice allows the consul to take appropriate action on behalf of the seafarers of that nationality, including arranging for repatriation or defending their interests in court. Failure to notify the consul may result in the arrest being set aside or the proceedings being delayed. In wage claims involving multiple nationalities, the arresting party must identify all relevant consulates and provide notice to each, although the court has discretion to waive this requirement in urgent cases or where the amount claimed is minimal.
Execution of Foreign Decrees and International Conventions
Although India is not a signatory to the International Convention relating to the Arrest of Seagoing Ships, Brussels, 1952, or the International Convention on the Arrest of Ships, Geneva, 1999, the principles incorporated in these conventions are part of the common law of India and applicable for enforcement of maritime claims against foreign ships, as held by the Supreme Court of India in M.V. Elisabeth v. Harwan Investment & Trading Pvt. Ltd., Goa. The Supreme Court in the matter of M.V. Sea Success I also held that the principles underlying the 1999 Geneva Arrest Convention are applicable for ship arrest in India. However, in cases of inconsistency or conflict between the international conventions and municipal law, the municipal law will prevail. This principle ensures that Indian courts apply domestic statutory provisions as the primary source of law while drawing upon international norms to fill gaps and interpret ambiguities in the domestic legal framework.
Quia Timet Actions and Anticipatory Arrests
A quia timet action, or anticipatory arrest, is a remedy sought to prevent a threatened wrong, typically the imminent departure of a vessel from Indian waters before a maritime claim can be fully documented and adjudicated. The requirement for signing and verification of the plaint within India often poses a major disadvantage to foreign maritime claimants in making a quia timet action impossible. In such cases, the court may consider the application for arrest even before the plaint is formally admitted, provided sufficient urgency is demonstrated. The supporting affidavit must clearly state the basis for the belief that the vessel is likely to depart imminently and that the claimant would suffer irreparable harm if the vessel is allowed to leave. Courts exercise caution in granting quia timet arrests, requiring stronger evidence of the claimant's bona fides and a more robust undertaking for damages.
Poundage, Court Fees, and Security for Release
When a vessel is arrested, the sheriff charges poundage, which is a percentage of the amount claimed, as a fee for executing the arrest warrant. The ad valorem court fee is calculated based on the amount claimed in the suit and must be paid at the time of filing the plaint. To obtain release of the arrested vessel, the shipowner must provide security in one of several forms: depositing the claim amount into the court, posting bail, offering an acceptable bank guarantee from a recognized financial institution, or providing a guarantee from a protection and indemnity club acceptable to the plaintiff. The security must cover the principal amount claimed, interest, costs, and potential damages. The court may also accept an undertaking from the shipowner's advocate to pay the judgment amount, provided the advocate is of sufficient standing and the undertaking is unconditional. The release of the vessel may be ordered even before the security is perfected, at the court's discretion, on terms that protect the plaintiff's interests.
Preservation and Management of Arrested Vessel
Once a vessel is under arrest, the sheriff or marshal has the duty to preserve the vessel and maintain its condition pending the outcome of the litigation. The sheriffs may engage a ship-keeper or a professional vessel management company to attend to the vessel's maintenance, including pumping out bilges, maintaining electrical systems, and ensuring compliance with safety and environmental regulations. The costs of preservation are borne by the arresting party initially but are recoverable as part of the costs of the suit. If the arrested vessel poses an environmental hazard, such as carrying hazardous cargo or having fuel oil on board, the court may order specially urgent measures including the removal of pollutants. The port authority may also intervene to require the vessel to be moved to a safe location to prevent damage to port infrastructure or other vessels. The court has the power to order the sale of the vessel before judgment if the cost of preserving the vessel is disproportionately high compared to its value, or if the vessel is deteriorating rapidly.
Cargo Operations During Ship Arrest
The arrest of a vessel does not automatically stop cargo operations. The sheriff or marshal will not interfere with discharge of cargo unless the arrest is specifically directed at the cargo. The shipowner and the cargo owners may continue to work the vessel for the purpose of discharging or loading cargo that is not subject to the arrest. However, any cargo loaded or unloaded remains subject to the court's jurisdiction if it is directly connected to the maritime claim. The arresting party may apply to the court for an injunction to prevent the removal of cargo if there is a risk that the cargo constitutes security for the claim or if the cargo belongs to the shipowner. The court balances the interests of the arresting party against the economic interests of cargo owners and third parties, typically allowing cargo operations to continue unless there is clear evidence that the cargo is being removed to defeat the claim.
Judicial Sale of Arrested Vessel
If the shipowner fails to provide security or contest the suit within the prescribed time, the court may order the judicial sale of the arrested vessel. The sale is conducted by public auction, with notice published in local and international maritime publications to attract competitive bidding. The court appoints a commissioner to supervise the sale and report on the highest bid. The proceeds of the sale are deposited into the court and distributed according to the order of priority set out in Section 10 of the Admiralty Act, 2017. The sale extinguishes all mortgages, liens, and charges on the vessel, and the purchaser acquires clean title free of encumbrances. The court confirms the sale and issues a certificate of sale, which is recognized internationally for the purpose of registering the vessel under a new flag. The judicial sale mechanism is a powerful remedy for maritime claimants, as it converts the arrested vessel into liquid assets that can be distributed to satisfy claims.
Protection of Owners and Charterers Under Arrest
Section 11 of the Admiralty Act, 2017, provides for protection of the owner, demise charterer, manager, operator, or crew of a vessel arrested. The court may order the release of the vessel from arrest if the claimant fails to provide sufficient security for the costs and damages that may be incurred by the arrest. The court may also order the claimant to pay compensation for any loss or damage caused by the arrest if the arrest was wrongful or if the claimant acted with malice or gross negligence. The owner or charterer may apply to the court for an order requiring the claimant to provide additional security if the value of the vessel is significantly higher than the amount claimed and the continued arrest is causing disproportionate economic loss. These protective provisions ensure that the arrest mechanism is not abused and that shipowners and operators are not unduly prejudiced by frivolous or exaggerated claims.
Recent Developments in Admiralty Procedure
The enforcement of maritime claims through arrest has seen significant developments in Indian admiralty courts. In 2026, the Gujarat High Court ordered the arrest of a bulk carrier vessel involved in short delivery of cargo of 407.3 metric tonnes of Bright Yellow Crude Sulphate, imposing costs of Rs. 2.89 crore to prevent execution of the arrest warrant. The court directed the Port Officer and Customs Authorities at Kandla Port to arrest and keep the vessel under arrest until further orders. The Madras High Court in 2026 ordered the arrest of a Panama-flagged vessel M/V Zhong Peng You Yi at Chennai Port over unpaid dues of USD 2.6 million arising from a time charter party dispute, with the court finding a prima facie maritime claim warranting arrest. The Andhra Pradesh High Court detained the Latvian vessel M.V. Polar Star at Visakhapatnam Port, recognizing that a foreign merchant ship entering Indian waters temporarily submits to Indian law and jurisdiction. These recent decisions demonstrate the robust application of Indian admiralty jurisdiction and the willingness of courts to order arrest ex parte to secure maritime claims.
Praecipe Filing and Caveat Search Procedures
To institute an admiralty action, the plaintiff must file a praecipe for search of the caveat registry to determine if any caveat against arrest of the vessel has been filed and to obtain a Prothonotary certificate to that effect. At the time of application for arrest of a vessel, the plaint should be lodged, the draft of the judge's order submitted, the affidavit in support of the judge's order filed, and the undertaking as per the rules of the High Court included in the court file. A notice to consul may be required prior to making an application for arrest as per the rules of the High Court, and an averment to that effect should be made in the affidavit. The registrar or Prothonotary scrutinizes the documents for compliance with procedural requirements before the application is placed before the judge in chambers. Any deficiency in the documentation can cause delay, which may be fatal if the vessel is about to depart. Experienced admiralty practitioners ensure that all documents are meticulously prepared and filed well in advance of the anticipated arrest.
Strategic Considerations for Arresting Parties
Arresting parties must carefully consider the timing, jurisdiction, and potential consequences of vessel arrest. Filing the admiralty suit and arrest application in a High Court with territorial jurisdiction over the port where the vessel is located is essential. The choice of court may also affect the speed and cost of proceedings, as the admiralty rules and practices vary slightly among the High Courts of Bombay, Calcutta, Madras, Gujarat, Andhra Pradesh, Karnataka, Kerala, and Odisha. The arresting party should also consider the likelihood of the vessel being released on security, the financial standing of the shipowner, and the possibility of an offer of settlement being made promptly after arrest. The undertaking for damages should be evaluated carefully, as a wrongful arrest can result in a substantial damages award against the arresting party, including loss of profit for the shipowner. Engaging specialized admiralty solicitors with experience in ship arrest practice is highly recommended to navigate these complex procedural and strategic issues effectively.
Costs, Security, and Settlement Negotiations
Once a vessel is arrested, the dynamics of the dispute often shift in favor of the arresting party. The shipowner typically desires a prompt release to avoid continuing detention, loss of charter hire, and demurrage liabilities. Settlement negotiations commonly commence within days of the arrest, with the shipowner offering security or agreeing to a timetable for payment. The arresting party may agree to release the vessel upon provision of a bank guarantee or a letter of undertaking from a protection and indemnity club. The terms of release are negotiated between the parties and approved by the court. If an agreement is reached, the parties file a consent decree or a memorandum of understanding providing for the release of the vessel and the security to be provided. The court may also order costs to be paid by the shipowner as a condition of release, including the arresting party's legal costs, sheriff's poundage, and expenses for maintaining the vessel under arrest.
Duration of Arrest and Limitation Periods
The arrest of a vessel continues until the suit is finally disposed of, the claim is settled, or the court orders release. However, the plaintiff must diligently prosecute the suit after arrest. The Admiralty Act, 2017, does not prescribe a specific time limit within which the suit must be concluded, but the court may, on application by the shipowner, order the release of the vessel if the plaintiff fails to take steps to bring the suit to trial within a reasonable time. The limitation period for filing admiralty suits is determined by the general limitation laws of India, which provide varying periods depending on the nature of the claim. For example, claims for breach of contract must be filed within three years from the date of breach, while claims for tort must be filed within one year. The limitation period is suspended during the period the vessel is under arrest if the arrest is for the purpose of security and the suit is pending.
International Recognition of Indian Arrest Orders
Indian arrest orders and judicial sales are generally recognized internationally, particularly in jurisdictions that are party to the International Convention on the Arrest of Ships, 1999, or that have reciprocal arrangements with India. The order of a High Court exercising admiralty jurisdiction in India is treated as a judgment in rem, binding on the world. The purchaser of a vessel through a judicial sale in India obtains valid title that is recognized by other maritime nations for the purpose of registering the vessel under their flag. This international recognition enhances the effectiveness of India's admiralty jurisdiction and encourages maritime claimants to pursue remedies in Indian courts. The Supreme Court of India has consistently upheld the broad powers of Indian admiralty courts, reinforcing the international legal community's confidence in the Indian judicial system for the resolution of maritime disputes and the enforcement of claims through vessel arrest.
Professional Advice and Legal Representation
Given the complexity of admiralty proceedings, the time-sensitive nature of ship arrest, and the potential liabilities arising from wrongful arrest, seeking professional legal advice is essential for any party considering vessel arrest in India. The procedural requirements, documentation standards, and court practices vary among the different High Courts exercising admiralty jurisdiction. The undertaking for damages, the provision of security, and the negotiation of settlement terms require careful legal analysis and strategic judgment. Experienced admiralty solicitors can advise on the viability of the claim, the appropriate court for filing, the urgency of action required, and the likelihood of obtaining an ex parte arrest order. Legal representation ensures that the plaint, affidavit, and supporting documents comply with the requirements of the Admiralty Act, 2017, and the applicable High Court rules. The availability of specialized legal advice significantly increases the probability of a successful arrest and the recovery of the maritime claim.