UK jailing of Indian sailor over Russia sanctions sets off ‘perfect storm’ | Russia-Ukraine war News

Ritu Pant always made sure that her merchant navy officer husband told her two things before departing on an assignment.

“I always noted the details and the name of his ship and his emergency contact details in case of a crisis,” says Ritu, who is based in the northern Indian state of Uttarakhand.

That’s what she did on April 25, when her husband Ajay left Paradip Port in the state of Odisha on board the MT Smyrtos, a crude oil tanker. Her husband had been a sailor for 18 years, and spent six or seven months a year at sea. But growing threats to seamen – amid the wars in the Middle East and between Russia and Ukraine, and from pirates roaming the high seas – had increased her jitters in recent years.

Yet it was through a social media post that she learned in mid-June that the ship had been captured. Not by pirates, but by the British armed forces, because the MT Smyrtos is under Western sanctions for allegedly working as part of Russia’s shadow fleet, a network of vessels that help Moscow evade United States and European economic restrictions to continue to sell oil and gas, amid the war on Ukraine.

Now Ajay Pant faces charges of flouting United Kingdom sanctions against Russia by commandeering the ship. It’s the first known instance when a European nation has kept a ship captain under arrest on such grounds, and could set a worrying precedent, say lawyers and groups advocating for the rights of seafarers. “This is a unique case,” said Tony Patten, the UK representative at the International Transport Workers’ Federation (ITF), an organisation that works for the rights of seafarers.

Other European countries have also taken over ships that they accuse of violating sanctions against Russia, but while they’ve kept the vessels, they have so far let the sailors go. In March this year, a captain of a suspected Russian shadow fleet was prosecuted in absentia by a French court. In another case from Finland, a court dismissed charges against the captain of a Russian oil tanker accused of damaging undersea cables in the Baltic Sea on account of lack of jurisdiction. In other cases, European nations have set commercial sailors free with fines.

By contrast, Ajay faces up to 10 years in prison if convicted.

The case has also underlined a growing tension between maritime traffic through international waters – the Smyrtos was not in British territorial waters when it was captured – and the enforcement by countries of sanctions that are not approved by the United Nations.

‘Situation of the sea was very bad’

The open seas have always been dangerous, but the risks have mounted as wars and piracy have turned ships and their crew into active targets for militaries and mercenaries alike.

At least 24 seafarers have been killed in the Strait of Hormuz since the US and Israel launched their war on Iran in February. More than 120 commercial ships and tankers have been attacked in this period in the waterway, which used to transport a fifth of the world’s energy supplies before the start of the war.

The death toll in the Black Sea is even grimmer: At least 40 sailors have been killed in more than 570 attacks on vessels there. Piracy off the coast of Somalia has resurged, too.

For Ritu Pant, all of that meant increased insecurity each time her husband went on a ship.“I was quite worried,” she said, describing her thoughts while Ajay was at sea. “When I talked to Ajay, I would tell him that you need to keep in touch always; you need to tell me that you’re fine and everything is safe around because the situation of the sea was very bad.”

But it was not uncommon for her to not hear from her husband for days, due to network disruptions at sea. So Ritu would track updates of her husband’s ship online, a practice that has become increasingly common among families of sailors at sea.

On June 14, the MT Smyrtos was chugging through the English Channel when the Royal Marines Commandos intercepted it, in what was a first-of-its-kind operation authorised by then British Prime Minister Keir Starmer.

At the time, the ship was in international waters, outside the territorial jurisdiction of the UK. Yet Chinook, Merlin Mk4 and Wildcat helicopters from the Maritime Air Group; a Royal Air Force P-8A Poseidon Maritime Patrol Aircraft; a frigate; and a mine countermeasures ship participated in the military operation to take control of the vessel, according to the British Ministry of Defence.

The ship was carrying oil from Russia and was on track to pass through the Suez Canal on its way to India, its destination.

“This successful operation delivers yet another blow to Russia and reminds those fueling Putin’s war in Ukraine that we will not let them hide,” Starmer said in a post on X.

What followed was equally unprecedented; charges of allegedly breaching Russian sanctions were brought against Ajay, who has since been in detention in the UK. After an initial court hearing, his bail was denied.

‘Criminalisation of seafarers’

Enforcement of maritime sanctions brought against Russia after its full-scale invasion of Ukraine in 2022 has been tenuous at best, which makes the Smyrtos case “very unique”, said David Hammond, a lawyer and founder of Human Rights At Sea, a nonprofit and UN-accredited organisation advocating for the rights of people living, working, transiting and operating at sea.

“It is unique in terms of the interception and the interdiction of a vessel that had been sanctioned, having passed through the English Channel as an international transit corridor. It’s, in my understanding, not happened before,” he said.

On the one hand, Hammond explained, the outcome of the case will determine how coastal states enforce sanctions against vessels. But, he said, it also underscores the risks of “criminalisation of seafarers”.

Hammond said Ajay Pant’s case was part of a broader pattern of “shipping crews finding themselves in a position where they are arrested for many crimes, such as trafficking or movement of drugs that they’re not even aware of having been put on board the ship”.

He cited the example of Ali Albokhari, a Finnish-Syrian chief mate on a cargo ship, who was detained by Turkish authorities in 2023 after 137kg (302lb) of cocaine was found on board.

Patten of the ITF echoed similar sentiments. “Our stance is that seafarers being penalised automatically when something like this happens isn’t fair. We would always uphold the right of the seafarer,” he said.

Hammond said Ajay’s case was especially without parallel. “In the case of the Smyrtos,  it could be argued that Captain Pant is being criminalised for simply doing his job,” he said, adding that the direction in which the British courts rule will set a new precedent for masters’ accountability over movement of sanctioned goods.

The case, Hammond added, “is a perfect storm in a global storm of impunity; who is accountable and who enforces accountability”.

“And the unintended consequences of which are yet to be seen,” he warned.

‘Horrible year at sea’

The case also raises wider concerns, Hammond said, about how shipping companies and the countries vessels traverse often treat seafarers. “Undeniably, seafarers are seen as disposable assets,” he said, “disposable because they can be easily replaced but concurrently, as assets for assuring continuous global movement of goods by sea.”

The killings in the Strait of Hormuz and the Black Sea have underscored that sense among sailors and their families – that the lives of those who keep the global economy moving are seen as disposable by those in power.

In a statement shared with Al Jazeera, the International Maritime Organization confirmed at least 66 sailors were killed in various conflicts this year, and hundreds of others injured. Many sailors are also still missing and feared to be dead. “It has been a horrible year for people at sea,” Patten said. “Problems have always existed, but conflicts and geopolitical change have certainly heightened them.”

Ajay Pant’s case also shines new light on a growing number of instances where navies have gone outside their territorial waters to seize tankers that they claim are violating their domestic sanctions regimes.

Since February, when the US and Israel launched their war on Iran, US forces have intercepted and captured several cargo ships in the Indian Ocean. These vessels were seized not just far from US territorial waters but also far from the theatre of their war, on accusations that they were helping Iran evade US sanctions.

The US and the UK argue that they are acting within the bounds of international law.

The UN Convention on the Law of the Sea permits a warship to visit a cargo ship to verify its flag where there are reasonable grounds to suspect the vessel is without nationality. The British Defence Ministry, in its statement after the seizure of the Smyrtos, said that if a vessel is determined to be stateless, the UK can exercise criminal and maritime enforcement powers under its domestic Policing and Crime Act.

The Smyrtos, like many ships that are accused of belonging to Russia’s “shadow fleet”, has frequently changed its flag. The ship had once previously been registered in The Gambia, and then adopted a Cameroon flag in December 2025. When it departed from a Russian port, it had a Cameroonian flag, but Lloyd’s List Intelligence reported that the ship had been removed from Cameroon’s register earlier, in June. It is owned by a Chinese company.

According to the British Defence Ministry, Russia sells about 75 percent of its oil using such shadow tankers.

But whether militaries have the right to enforce their domestic sanctions and laws in international waters against individuals and vessels that are not registered in their territory remains a contested question in international law.

The capture of such vessels raises “a much bigger issue” of “the freedom of navigation at sea”, said Hammond.

To Ajay’s family and those advocating for him, it also raises a more human question: If a cargo ship captain passing through international waters can be captured and tried by nations for allegedly violating their domestic laws, is any sailor safe?

Anchored with hope

That’s a question that Ritu has lived with in the past few months, forcing the former school principal into advocacy not just for her husband’s release, but for seafarer rights globally.

“Ajay’s case goes beyond just our family, and could be a landmark judgement for seafarers worldwide,” she said. “It raises the fundamental question of whether a master of a ship can be criminalised for decisions that are beyond his authority, knowledge or control.”

The journey has been a difficult one, she said.

“Ajay was the primary breadwinner of his family, and I have also been forced to give up my work to focus on this case,” the mother of an eight-year-old and a one-year-old said.

“He has also been a caregiver to his elderly parents,” she added, saying that for the first few days after the arrest, she kept the news from them, worried for their health. “I wouldn’t allow the daily newspaper in the house and stopped sending my older daughter to school, afraid that someone would say something hurtful to her.”

Eventually, Ritu informed the family and prepared them for the struggles ahead.

“The hardest part is having to do this across continents. We have only spoken to him over short calls, and he has had no personal visitors since I went to meet him in August,” she said. “I don’t want him to feel that he has been forgotten.”

But despite the hardships, she remains hopeful, as support has poured in from the global seafarers community. “When I started posting on social media, I received so many messages from families and wives of sailors,” she said. “Every seafarer’s family I’ve talked to relates to this. So many sailors are getting targeted right now in conflict at sea; they are being made scapegoats.”

Now, she’s preparing for Ajay’s upcoming trial. “I have to bring him back home,” she said. “For his family, but also because no seafarer should be treated in this way.”