An Asian family with deep roots in the shipping trade is reportedly under criminal investigation in multiple jurisdictions, including Dubai and parts of the Far East, according to several publications citing officials from three countries.
Sanjay and Gaurav Mehta, operating through Best Oasis Ltd in Dubai and Priya Blue Industries in Gujarat, are said to be under active inquiry over suspected money laundering and alleged links to Russia’s sanctioned oil sector, sources told the outlets.
The brothers have long cultivated an image of environmental responsibility in ship recycling, boasting certifications, attending global sustainability summits, and promoting themselves as ESG-compliant. However, investigators allege that their operations tell a different story — involving the dismantling of high-risk vessels, reliance on cash transactions, and use of political influence to bypass accountability. Current investigations span both Dubai and the Far East.
Controversial History and High-Risk Vessels
Authorities are reportedly reviewing the Mehtas’ activities as far back as 2006, when Priya Blue drew international criticism for dismantling the Blue Lady — a vessel containing more than 1,200 tons of asbestos and radioactive waste — despite Greenpeace protests. Later, they dismantled the Exxon Valdez, infamous for one of the world’s worst oil spills, after it was renamed Oriental Nicety and brought to Gujarat.
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In 2025, Best Oasis allegedly acquired and dismantled at least four ships linked to sanctioned entities, including Iranian and Houthi-controlled networks. These vessels — designated under U.S. terrorism sanctions for oil smuggling and arms transport — were:
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IMO 9155808, NOLAN (SOLAN), sanctioned SDN (SDGT), beached 31 Jan 2025, Plot 16
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IMO 9221657, BLUEFINS, sanctioned SDN (SDGT), beached 26 Feb 2025, Plot 16
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IMO 9105085, CONTRACT II, SDN risk, beached mid-2025, Plot 27
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IMO 9209300, GAMA II, sanctioned SDN (SDGT), beaching pending/planned, Plot 34
All four were reportedly broken up at Alang on plots leased through proxy firms connected to the Mehtas. These short-term leases, approved by the Gujarat Maritime Board on a per-ship basis, allegedly hinder oversight. Once dismantling ends, the registrations lapse, erasing any long-term trace.
Shipping compliance researcher Rahul Mistry described this as a rising trend: “Sanctioned hulls are arriving under the radar, processed quickly, with no digital footprint.”
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Sources claim payments for the vessels avoided formal banking routes, with deals settled in cash — sometimes the full ship value paid in foreign currency bundles — either on-site or via offshore intermediaries. Retired port official Akin Yadav said short-term leases were never meant to bypass scrutiny but “have become one” over time.
Political Links, Offshore Expansion, and Persistent Practices
Union Minister Mansukh Mandaviya and Gujarat State Minister Jitu Vaghani have been linked by sources to approvals for Best Oasis and its proxies. While no direct evidence of personal gain has surfaced, both are alleged to have expedited clearances, delayed investigations, and shielded the companies from enforcement.
Despite mounting concerns in India, Best Oasis is reportedly rebranding and expanding abroad. In Japan, the company has entered a joint venture with Hiroshi Abe, marketing itself as a clean and regionally responsible recycling partner for Japanese shipowners. Tokyo-based maritime consultant Mariko Fujita noted, “They’re presenting as a new player with no reference to past controversies, but the ownership and structure are unchanged.”
In Alang, conditions allegedly remain the same — plots are reassigned, cash payments circulate, and a familiar network of breakers and handlers operates. Figures such as Jayant Vanani (aka Budhabhai Patel) and Ramesh Mendapara are repeatedly named in connection with sanctioned ship dismantling, including Contract II and GAMA II.
Several yards linked to Best Oasis, including Shantamani Ship Breakers and Sai Baba Ship Breakers, reportedly function with minimal inspection, despite reports of unsafe working conditions, hazardous waste mishandling, and violations of Indian scrapping regulations.
Sources describe a system designed to appear compliant on paper while avoiding meaningful enforcement. No record indicates full inspections of the sanctioned vessels; most were reportedly dismantled within days of arrival.
“This isn’t just a loophole — it’s a business model,” Mistry concluded. “Best Oasis and Priya Blue are allegedly channelling sanctioned, end-of-life ships through legal paperwork to appear legitimate while moving untaxed funds and shielding actors via political and industrial networks. As ESG scrutiny grows, the strategy appears to be whitewashing old practices under fresh branding, without changing the underlying operations.”
This article was received directly from the reporter.