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Singapore Directors of Vermont granted leave to pursue legal suits against Goldsland and Sin Hua

Singapore High Court grants Poh Fu Tek and Koh Seng Lee conditional leave to act against the present and/or previous Directors of Vermont, Goldsland and Sin Hua, states Judgement.

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The High Court of the Republic of Singapore on Monday (6 July) granted Poh Fu Tek and Koh Seng Lee, both Directors and minority shareholders of Singapore-based Vermont UM Bunkering Pte. Ltd (Vermont), conditional leave under Section 216A of the Companies Act* to defend themselves while bringing any counterclaims in legal suits against Goldsland and Sin Hua.

According to the High Court Judgement granting the conditional leave, both Poh and Koh are entitled:

  • To bring any action against the present and/or previous directors of Vermont for breaches of directors’ duties and conspiracy and in relation to the Alleged Debts in Suits 260 and 261.
  • To bring any action against Goldsland and/or Sin Hua for dishonestly assisting the present and/or previous directors of Vermont in the latter’s breaches of duties and for conspiracy

The duo intends to defend the default judgements of multimillion dollar claims from Hong Kong companies Goldsland Holdings Company Limited (Goldsland) and Hong Kong Sin Hua Development Co., Ltd. (Sin Hua), and claim against the other directors of Vermont for breaches of fiduciary duties, stated the document.

In addition, they aim to claim against Goldsland and Sin Hua for dishonestly assisting the directors in breaches of their fiduciary duties; and claim against Goldsland, Sin Hua, and/or those directors for conspiracy to harm Vermont.

Singapore bunkering publication Manifold Times has provided a background summary of the 57-page judgement (that also includes details on the legal suits involving Poh and Koh) below:

A common link between Vermont, Goldsland and Sin Hua

Vermont was incorporated in Singapore in October 2009, and is owned by Hong Kong based Vermont Groups Limited (VGL) (51%), Poh (24.5%) and Koh (24.5%); VGL is in turn 70% owned by Sin Hua, which is 99.99% owned by Goldsland.

Both Sin Hua and Goldsland are under the management of Guangdong Guangxin Holdings Group Ltd (Guangdong Guangxin), part of the Guangxin group of companies (Guangxin Group) which comprised of state-owned enterprises operated by the Guangdong provincial government.

Wrongful trading results in over USD 10 million loss and a dispute over an alleged settlement agreement

Zhao Kundian (Zhao) was among the initial Majority Directors (nominated by the Guangxin Group through VGL) and served as both the Executive Director and General Manager of Vermont.

In 2010, Zhao informed Poh and Koh the Guangxin Group had sourced for trade receivable financial facilities from various banks.

This resulted in the duo entering into counter-guarantees in favour of Goldsland and Sin Hua in 2010 and 2014, under which they would each be responsible for a 24.5% share of any call on the parent company guarantees by the banks.

In 2011, it was discovered Zhao had traded wrongfully in breach of the agreed Trading Limit of a maximum of 10,000 metric tonnes of bunker fuel, resulting in losses of more than USD 10 million to Vermont.

On 29 June 2011, Zhao was removed as a Director by the Guangxin Group for his wrongful trading and replaced by Yang Sanhua (Yang) who ran the day-to-day operations of Vermont.

Meetings between Poh and Koh, the representatives of Goldsland, Sin Hua, and the Guangxin Group to decide who should pay for damages resulted in an alleged agreement that Guangxin Group would be solely responsible for the consequences of Zhao’s trading, according to Poh and Koh.

However, Li Bijian (Li), a Director of VGL, claims this agreement does not exist.

Disputed debt from Credit Facility and Loan Agreement

Around June 2010, Li claimed Vermont ran into cash flow difficulties and requested for financial assistance from its shareholders; though Poh and Koh were not agreeable to provide further funding.

A Request for Instructions on Borrowing Working Capital was issued on 14 June 2010 to Goldsland which stated Vermont had borrowed USD $8.19 million (and a standby letter of credit of USD 4.5 million) and USD 4.6 million (and a credit line of USD 11 million granted by the Bank of Communications) from Goldsland and VGL.

Another round of borrowings allegedly occurred in late 2011 where Guangxin Group had extended to Vermont a credit facility of up to USD 37 million to the latter as working capital.

Li claims the above debt is owned by Vermont, while both Poh and Koh claim the loan agreement is not genuine or accurate.

CPIB Investigations and alleged breach of Director’s duties

Vermont UM Bunkering had its bunker supplier and bunker craft operator licence revoked by the Maritime and Port Authority of Singapore (MPA) on 28 April, 2016.

Poh, Koh, Lee Kok Leong (Vermont’s former bunker manager), Yang, and Mac Xing Tao (Mac) (Vermont’s then-financial controller) were charged, among other things, for cheating and criminal breach of trust.

Despite the revocation of the MPA Licence, Poh claimed Vermont could still operate by chartering its vessels. However, Yang decided to unilaterally close all of Vermont’s open trade positions at a significant loss, and Poh and Koh only found out about this on 29 June 2016 at a meeting in Hong Kong.

Poh claimed Yang’s actions were a breach of his duties to act in Vermont’s best interest and prevented Vermont from using its revenue stream to sustain its operations and reduce any debt owed to third parties.

In early July 2016, Yang and Mac disappeared.

Around September or October 2016, Yang was removed as a director of Vermont and replaced by Zou Bin, who was the director and chief executive of Goldsland. Poh claimed Zou Bin refused to engage Poh and Koh on continuing Vermont’s business.

Dispute of total USD 40.8 million claim from Goldsland and Sin Hua

Goldsland and Sin Hua, meanwhile, each launched legal suits against Vermont on 12 March 2018 to respectively recover loans of USD 22.4 million (exact: USD 22,443,995.61) and USD 18.4 million (exact: USD 18,360,759.33) on the basis that they had provided financial assistance to Vermont for bunkering transactions between 2010 and 2016.

The Hong Kong firms alleged Vermont requested them to transfer the monies directly to Vermont’s suppliers, which they did, and both companies obtained the Default Judgments against Vermont on 23 March 2018.

Separately, on 22 January 2018, Goldsland commenced proceedings in Hong Kong against Poh and Koh for USD 9.4 million (exact: USD 9,433,013.27) each.

Goldsland claimed that, from 21 April 2010 to 10 December 2013, it made payments of USD 34.0 million (exact: USD 34,002,094.98) on Vermont’s behalf to suppliers; and, on 20 June 2016, it made payments of USD 4.5 million (exact: USD 4,500,000) on Vermont’s behalf to the Bank of China. The Applicants signed the Counter-Guarantees in respect of these loans and were thus personally liable for 24.5% of the loan amounts each.

*Section 216A of the Companies Act (Cap. 50) allows any member of a company “to apply to the Court for leave to bring an action or arbitration in the name and on behalf of the company or intervene in an action or arbitration to which the company is a party for the purpose of prosecuting, defending or discontinuing the action or arbitration on behalf of the company,” according to Singapore Statutes Online.

The full 57-page judgement from the High Court of the Republic of Singapore is available for download and inspection here.

A record of earlier developments leading to the current case has been compiled below:

Related: Vermont UM Bunkering makes winding up application at Singapore High Court
RelatedSingapore-based Vermont UM Bunkering directors, staff charged for fraud
RelatedBank seeks $38 million from arrested Singapore bunker tankers
RelatedSingapore: Four bunker tankers arrested
RelatedGoldsland Holdings moves in to secure US $22 million from Vermont UM Bunkering
RelatedVermont UM Bunkering Directors plan to defend claims from Hong Kong firms

 

Photo credit: Manifold Times
Published: 13 July, 2020

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Vessel Arrest

Malaysia: MMEA detains two vessels over suspected illegal ship-to-ship transfer off Johor

Other than the vessels, MMEA also seized a cargo of oil, bringing the total value of the seizure to MYR 260 million (USD 61.9 million).

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Malaysia: MMEA detains two vessels over suspected illegal ship-to-ship transfer off Johor

The Malaysian Maritime Enforcement Agency (MMEA) detained tugboat and dredger suspected of conducting an unauthorised ship-to-ship (STS) transfer in Malaysian waters.

The two Malaysian-registered vessels were detained at around 3.20am on Wednesday by an MMEA patrol boat after the agency received public information about two suspicious vessels seen operating alongside each other about 1.4 nautical miles northwest of Tanjung Buai.

MMEA Tanjung Sedili Zone Acting Director Maritime Commander Mohd Najib Sam said further inspection found that the tugboat was operated by five crew members, including its skipper, comprising Malaysian and Indonesian nationals aged between 26 and 58.

The dredger was operated by 13 crew members, including its skipper, all Malaysian nationals aged between 22 and 51.

“Further inspection also found a quantity of oil cargo believed to be without any documents relating to ownership and delivery,” Najib said.

Both vessels and the oil cargo have been seized for further investigation. The total value of the seizure, including the two vessels and the oil cargo, is estimated at MYR 260 million (USD 64 million).

The case is being investigated under Section 491B(1)(K) of the Merchant Shipping Ordinance (MSO) 1952 for allegedly conducting ship-to-ship activities without authorisation from the Malaysian Director of Marine.

The vessels are also being investigated under Section 491B(1)(L) of the MSO 1952 for allegedly anchoring without permission, as well as under the Customs Act 1967 in connection with the oil cargo suspected of lacking the required documentation.

 

Photo credit: Malaysian Maritime Enforcement Agency
Published: 3 September, 2026

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Bunker Claim

Rajah & Tann: Bunker disputes are won in the first 48 hours

Partner V Bala says bunker disputes depend heavily on evidence gathered in the first 48 hours, making disciplined preservation, accurate reporting and early expert involvement critical to protecting a claim or defence.

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Rajah & Tann: Bunker disputes are won in the first 48 hours

V Bala, a partner in Rajah & Tann Singapore’s Shipping & International Trade practice group, has highlighted the critical importance of preserving evidence in the first 48 hours of a bunker incident, outlining best practices for ship managers to protect potential claims and defences:

A vessel somewhere in the Indian Ocean reports abnormal fuel behaviour. Sludge is forming. Filters are clogging. Consumption looks wrong. Within hours, owners, charterers, managers, suppliers and insurers are exchanging messages. Everyone asks the same question: is there a claim? It is reasonable. It is also often premature. The better question is: what evidence will still exist in 48 hours to explain what happened?

For all the technical sophistication around modern bunker disputes, many are decided less by expert reports than by the first two days after trouble appears. The tribunal may sit years later. The factual foundation is usually laid before the vessel reaches its next port.

Bunker claims are commonly treated as technical contests about fuel specifications, ISO standards and competing laboratory results. They are that. But experienced litigators quickly notice a simpler pattern: the strongest cases are rarely built by the cleverest lawyers. They are built by the best recordkeepers.

The Vanishing Evidence Problem 

Unlike a collision, fire or grounding, bad bunkers leave few obvious visual traces. The evidence is scattered across tanks, samples, engine records, maintenance logs, performance data and electronic communications. Much of it can deteriorate, disappear or become contaminated with surprising speed.

A discarded sample cannot be recreated. A cleaned filter may tell a different story from one preserved immediately after failure. Electronic records overwritten in routine operations may never be recovered usefully. Crew change. Memories fade. The difficulty is that bunker incidents rarely feel like casualties when they first arise. They look like operational nuisances.

The Pressure to Move On 

A ship manager’s first duty is to keep the vessel trading. Engineers solve the immediate problem. Technical managers assess options. Owners watch delay. Charterers want assurance. The commercial pressure to restore normality is intense. It is also the moment when evidential mistakes are most easily made.

Fuel is blended before investigations are complete. Samples are mishandled. Machinery is repaired before it is properly photographed. Internal messages fill with theories. By the time experts arrive, the most useful evidence may already have changed.

The Danger of Instant Certainty 

Modern communication has made this harder. A concern raised in the engine room can reach executives across continents within minutes. The advantages are obvious. So are the risks.

The earliest explanations are often the least reliable. When machinery problems arise shortly after bunkering, the fuel is naturally blamed because it is the most visible recent change. Sometimes that is right. Sometimes it is not.

Yet once a theory enters circulation, it acquires momentum. Months later, early WhatsApp messages or emails written under pressure may be attached to witness statements, analysed by experts and scrutinised by lawyers. A passing operational remark can begin to look like a settled conclusion.

The Documentary Ship 

Shipping remains a documentary business. Despite digitalisation, disputes still turn on engine logs, maintenance reports, fuel transfer records, sounding measurements and superintendent correspondence.

What matters is not merely whether those records exist, but what story they tell together. Tribunals value contemporaneous documents because they were created before positions hardened. They are the closest thing to a real-time account.

Ship Managers at the Centre 

Ship managers sit at the centre of the network: owners, financiers, charterers, bunker suppliers, insurers and regulators. In bunker matters, their role now goes beyond technical operation. It includes preserving enough information to understand what happened if the matter becomes a claim.

What the Best Operators Do Differently 

If bunker disputes are won in the first 48 hours, what do the best operators do differently? They treat fuel incidents as evidential events as well as operational ones. While engineers restore function, someone asks: if this becomes a dispute, what will we wish we had preserved today?

They resist instant certainty. Communications distinguish facts from theories. There is a difference between recording that power loss followed consumption from a particular tank and declaring that the supplier delivered bad fuel.

They know samples are useful only if identity, seals, labels and custody can be proved. They keep samples alongside the full operational record: delivery documents, tank soundings, transfer history, engine logs, alarms, purifier settings, maintenance data and ship-to-shore messages.

They preserve physical evidence before routine work alters it. Filters, residues and affected components may contain information that disappears once cleaned or discarded. Photographs should capture the condition found, not just the condition after repair.

Finally, they bring the right expertise to the problem early. They also involve the right people early: surveyors, laboratories, technical experts, insurers and lawyers. A surveyor or technical expert can help identify what should be sampled, photographed, retained and recorded before the evidence changes. Lawyers and insurers can help ensure that notifications are made, communications remain measured and contractual deadlines are not overlooked. The point is not to turn every operational problem into litigation. It is to avoid discovering, months later, that the ingredients of a sound claim or defence were lost during the first voyage after the incident.

The first 48-hour discipline 

PRESERVE Segregate the suspect fuel where practicable. Secure representative samples, seals, labels and a documented chain of custody. Retain affected filters, residues and components before cleaning or disposal.
RECORD Capture tank soundings, transfer history, consumption sequence, engine parameters, alarms, purifier settings, maintenance data and photographs. Preserve original electronic records and contemporaneous logs.
COMMUNICATE Report observed facts, not untested conclusions. Keep a disciplined chronology of what happened, when it happened, who was informed and what action was taken.
NOTIFY Check contractual notice provisions and inform the relevant owner, charterer, supplier, manager, insurer or P&I club promptly. Delay can damage both evidence and rights.
DEPLOY Involve the appropriate surveyor, laboratory, technical expert and legal team before the condition of the evidence changes, not after positions have hardened.

The lesson is simple. In bunker disputes, the law often comes late. The evidence comes early. The party that preserves it calmly, completely and without premature blame gives itself the best chance of winning the argument when the dispute finally arrives.

 

Photo credit: Rajah & Tann Singapore
Published: 2 September, 2026

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Winding up

Singapore: Notices of intended dividend issued for Hua An Shipping and related firms

Creditors will need to produce proofs of debt to liquidators of Hua An Shipping, Hua Guang Shipping, Nan Hai Maritime, Nan Sia Maritime and Nan Zhou Maritime by 11 September.

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RESIZED Drew Beamer

Notices of intended dividend for Hua An Shipping Pte Ltd, Hua Guang Shipping Pte Ltd, Nan Hai Maritime Pte Ltd, Nan Sia Maritime Pte Ltd and Nan Zhou Maritime Pte Ltd were published on the Government Gazette on Friday (28 August). 

The following are the details of the notice of Hua An Shipping Pte. Ltd:

Name of Company : Hua An Shipping Pte. Ltd. (In Creditors’ Voluntary Liquidation)
Unique Entity No. / Registration No. : 200610919Z
Address of Registered Office : c/o Grant Thornton Singapore Private Limited, 8 Marina View, #40-04/05 Asia Square Tower 1, Singapore 018960
Last Day for Receiving Proofs : 11 September 2026 at 5:00 pm by email to [email protected]
Name of Liquidators : Paresh Tribhovan Jotangia and Ho May Kee
Address : c/o Grant Thornton Singapore Private Limited, 8 Marina View, #40-04/05 Asia Square Tower 1, Singapore 018960

Details of the notice of intended dividend for Hua Guang Shipping Pte. Ltd are as follows:

Name of Company : Hua Guang Shipping Pte. Ltd. (In Creditors’ Voluntary Liquidation)
Unique Entity No. / : 200610922R Registration No.
Address of Registered Office : c/o Grant Thornton Singapore Private Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960
Last Day for Receiving Proofs : 11 September 2026 at 5:00 pm by email to [email protected]
Name of Liquidators : Paresh Tribhovan Jotangia and Ho May Kee
Address : c/o Grant Thornton Singapore Private Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960

Details of the notice of intended dividend for Nan Hai Maritime Pte Ltd are as follows:

Name of Company : Nan Hai Maritime (Pte.) Ltd. (In Creditors’ Voluntary Liquidation)
Unique Entity No. /Registration No. : 200814299M
Address of Registered Office : c/o Grant Thornton Singapore Private Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960
Last Day for Receiving Proofs : 11 September 2026 at 5:00 pm by email to [email protected]
Name of Liquidators : Paresh Tribhovan Jotangia and Ho May Kee
Address : c/o Grant Thornton Singapore Private, Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960

Details of the notice of intended dividend for Nan Sia Maritime Pte Ltd are as follows:

Name of Company : Nan Sia Maritime (Pte.) Ltd. (In Creditors’ Voluntary Liquidation)
Unique Entity No.  / Registration No.  : 200814320Z
Address of Registered Office : c/o Grant Thornton Singapore Private Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960
Last Day for Receiving Proofs : 11 September 2026 at 5:00 pm by email to [email protected]
Name of Liquidators : Paresh Tribhovan Jotangia and Ho May Kee
Address : c/o Grant Thornton Singapore Private Limited 8 Marina View #40-04/05 Asia Square Tower 1 Singapore 018960

Details of the notice of intended dividend for Nan Zhou Maritime Pte Ltd are as follows:

Name of Company : Nan Zhou Maritime (Pte.) Ltd. (In Creditors’ Voluntary Liquidation)
Unique Entity No. / Registration No.: 200814295H
Address of Registered Office : c/o Grant Thornton Singapore Private Limited, 8 Marina View, #40-04/05 Asia Square Tower 1, Singapore 018960
Last Day for Receiving Proofs : 11 September 2026 at 5:00 pm by email to [email protected]
Name of Liquidators : Paresh Tribhovan Jotangia and Ho May Kee
Address : c/o Grant Thornton Singapore Private Limited, 8 Marina View, #40-04/05 Asia Square Tower 1, Singapore 018960

 

Photo credit: Drew Beamer

Published: 31 August, 2026

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