Ship arrests is frequently carried out in Singapore due to various factors, including being one of the world’s busiest ports, a key bunkering port, an efficient Court system with specialist Admiralty judges to promptly handle arrest matters and the adjudication of the substantive dispute. As a key maritime port, Singapore has a few specialised maritime law firms, including JTJB, that handle arrest cases on a regular basis, and therefore very familiar with the processes, as well as the procedural laws and requirements. Recent developments in Admiralty law in the past few years have imposed greater obligations of disclosure on the part of the arresting party in the application for a warrant of arrest, however that has not significantly dampened the rate of arrest, given the popularity of Singapore as a key port of call for many vessels.
Singapore is a signatory to the Convention on Limitation of Liability for Maritime Claims, 1976, which has been given effect and incorporated into Singapore’s Merchant Shipping Act.
It may be possible to seek to detain a vessel as part of a Mareva Injunction taken out against the shipowners, but practically it may be costly, imposes more difficult threshold hurdles and time consuming, and therefore not attempted.
See attached file: ALCO20130002 Ship Arrest in Singapore.pdf
国际扣船实务-新加坡
新加坡作为世界上最繁忙的港口之一，是全球主要的加油港，拥有高效的法院体系和专业的海事法官，可以迅速地处理扣船事宜并对大量争议进行判决，因此扣船经常在新加坡出现。作为全球主要的海运港口，新加坡有相当多的专业海事律师事务所，包括JT JB，这些律所经常处理海事扣船案件，对相关步骤，程序法律及要求非常熟悉。过去这些年，海事法有了一些新的发展，这些发展使得扣船方在申请扣船担保时举证方面承担更多义务。但是作为许多船舶的主要挂靠港，这一变化并没有对新加坡的扣船率产生很大的影响。
新加坡是《1976年海事索赔责任限制公约》的签约国，同时该公约还被并入到了《新加坡商船条例》。
在新加坡可以把扣船作为对船东资产扣押的一部分，但是在实际中，这样操作的成本太高，通常扣船难以开始，而且非常耗费时间，因此几乎没人尝试。
详细信息请参阅附件。
