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Golden Star Marine wins legal suit against Star Formula Marine Services in Vietnam bunker project dispute

GSM awarded USD 1.85 million as well as SGD 5,800; Judge finds SFM Director ‘ungrateful and dishonest in his dealings with Bernard and the plaintiff,’ according to Court Judgement seen by Manifold Times.

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Supreme Court

The High Court of the Republic of Singapore on 21 April published a judgement decision regarding a legal case between Singapore-based maritime firms Golden Star Marine Pte Ltd (GSM, or plaintiff) and its former business partner Star Formula Marine Services Pte Ltd (SFM, or defendant).

Summary of the Facts

The case involves GSM Director Bernard Chew filing a suit against SFM Director Martin Chua over a bunkering project at Vietnam, where a client wanted to purchase a large quantity of marine gas oil (MGO) in early 2016, according to the document obtained by Singapore bunkering publication Manifold Times.

Martin, who was in the brink of bankruptcy during the period, approached Bernard for help with the Vietnam project where he would use GSM’s funds to purchase MGO to sell to the Vietnamese buyer.

The bunkers were supplied through Bunkers Marine Pte Ltd in the Vietnam project, while Bernard and Martin agreed to share the profits on a 50:50 basis.

At the material time, three vessels Eustance, the Sea Frontier and Victoria Strike which have been earlier owned by the now defunct Searights Maritime Services Pte Ltd (Searights) were sold/mortgaged to a company called RS Marine Investments Pte Ltd.

Bernard and Martin equally owned the vessels; Martin’s role was to procure the vessels while Bernard would manage the vessels and provide the facilities for their operations through Shipmate (another firm where Bernard is a Director).

Both further agreed that, once full payment was made for the vessels their ownership would be transferred to MB Marine Pte Ltd which is a new company jointly owned by them where Bernard had 50% holding of the shares.

Operation of the vessels commenced after Shipmate sourced and hired crew for the vessels.

Problems Emerge

Initially, the end-buyer would transfer the required funds directly to GSM for any purchase of MGO; however, a change in payment occurred on 8 March 2017 where payment was made to Bunkers Marine after the end-buyer paid SFM – without Bernard’s knowledge or consent.

Bernard, who later found out of the arrangement, held discussions with Martin to change the structure of MB Marine to manage the accounts and receive funds from the Vietnam Project. It was also agreed that upon full payment, the ownership of the vessels would be transferred to MB Marine.

Consequently, GSM supplied MGO or marine fuel oil (MFO) to SFM from 2016 onwards. However, troubles deepened when Martin used SFM’s account to make payment of the last two instalments for the bareboat charter of the vessels.

He went further and subsequently transferred the vessels to parties other than MB Marine, in breach of his agreement with Bernard.

Disappointed, Bernard decided he did not want to have any more dealings with Martin and SFM; Bernard subsequently requested SMF pay up all outstanding sums but was “shocked” to find out claims of USD 691,483.77 owed to RS Marine during a 31 July 2018 meeting.

Martin further presented invoices to GSM for bareboat charters and supply of marine lubrication oil totalling SGD 1,587,000 on 12 July 2019 which Bernard disputed the sum to be monies owed by Martin and SFM to GSM.

Findings by the Court

“There is no doubt on the evidence that the plaintiff and the defendant had a 50:50 partnership in the joint venture until Martin unilaterally took over the entire project and cut out the plaintiff’s share,” stated Senior Judge Lai Siu Chiu.

Judge Lai found the evidence provided by GSM accountant Carmen Lee, GSM Director Doris Ng (also Bernard’s wife) and Bernard to be credible over material from Martin and his assistant Lee Cheng Guan (known as Tony) who was in charge of accounts for SFM in the Vietnam Project.

“I should add that Carmen was not only a credible but also a competent witness, unlike her counterpart Tony from the defendant,” said the Judge.

“Every statement of account disputed by the defendant could be corroborated by her from the plaintiff’s documents, while payments the defendant claimed were not taken into account by the plaintiff were refuted by Carmen’s testimony and/or Tony’s cross-examination.

“As compared with Carmen’s evidence, Tony’s cross-examination showed that the defendant kept poor records and that its version of its running account with the plaintiff was unreliable.

“Despite being in charge of the defendant’s accounts, Tony came across as disorganised if not incompetent – he was not even aware of certain payments made by the plaintiff notwithstanding the undisputed evidence produced by the plaintiff.”

Though Judge Lai noticed Bernard not speaking in complete sentences during cross-examination, she did not find him to be either dishonest or evasive in manner.

“Indeed, Bernard fared much better as a witness than Martin. Martin’s lengthy cross-examination elicited rambling and irrelevant testimony, and he prevaricated and was often evasive. What emerged from his cross-examination was that portions of his AEIC [ affidavit of evidence-in-chief] were clearly false – he was shown to have been untruthful in many instances,” she adds.

“The court finds that the plaintiff and Bernard tolerated Martin’s behaviour despite the frustrations Martin caused because it was Martin who brought the Vietnam Project to the plaintiff as business and the plaintiff had no contact whatsoever with the buyer(s).

“The plaintiff had no choice but to put up with Martin’s misconduct, which culminated in Martin taking away from the plaintiff the Vietnam Project and the vessels from MB Marine.

“Martin’s contention that the plaintiff did not contribute anything to the Vietnam Project ignores the fact that, without the plaintiff’s participation and guarantee to Bunkers Marine, Jack would not have agreed to supply MGO to Martin for the Vietnam Project.

“Moreover, through Shipmate, Bernard crewed, managed and maintained the vessels throughout the duration of the Vietnam Project until Martin cut the plaintiff off.

“In addition, save for the first instalment, which Martin paid from the advance payment made by the cargo buyer under the Vietnam Project, the plaintiff paid to RS Marine the hire purchase instalments (disguised as charter hire) for the vessels. As Bernard alleged, Martin then diverted the vessels away from MB Marine.

“The court not only did not find Martin to be a credible witness, he was ungrateful and dishonest in his dealings with Bernard and the plaintiff.”

Final Judgement

After analysing the facts and findings, Judge Lai decide to award final judgment with costs for the balance sum of USD 1.85 million (exact: USD 1,854,803.66), after taking into account a contra exercise, as well as SGD 5,804.50 in favour of GSM.

She also dismissed SFM’s counterclaim with costs to GSM.

“Martin’s claim for charter hire allegedly due to the defendant was nothing less than dishonest,” she remarked.

GSM v SFM chart

Note: The original High Court of the Republic of Singapore judgement document can be viewed here.

 

Photo credit: Manifold Times
Published: 3 May, 2021

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Biofuel

BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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Biofuel

NYK starts one-year B100 bio bunker fuel trial on car carrier

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices.

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NYK starts one-year B100 bio bunker fuel trial on car carrier

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions. 

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said. 

 

Photo credit: NYK
Published: 3 June, 2026

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Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

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VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes. 

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

 

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

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