SINOVAC Board Issues Letter to Shareholders to Set the Record Straight on the Hostile Actions and False Claims by Vivo Capital
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BEIJING — Sinovac Biotech Ltd. (NASDAQ: SVA) (' SINOVAC ' or the ' Company '), a leading provider of biopharmaceutical products in China, today announced that its board of directors (the ' Board ') issued a public letter to shareholders in response to hostile actions and false claims by Vivo Capital and certain other parties (the 'Vivo group') against the legitimate and lawful actions of the Board.
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We are writing to set the record straight in response to the Vivo group's recent press releases, lawsuits and other actions against SINOVAC and the Board, particularly those related to the Board's decision to declare a cash dividend of US$55.00 per common share to SINOVAC shareholders. The Vivo group is now attempting to block the special dividend payments to you via lawsuits and by sending threatening letters and messages to the Company's stock transfer agent and board members. It is particularly concerning that the Vivo group is trying to prevent all SINOVAC common shareholders (who have received nothing over the past seven years) from receiving the special dividend even though the Vivo group have themselves already received over US$800 million in cash dividends from 2021-2024 from a majority owned subsidiary of SINOVAC. The driving motivation behind the Vivo group's hostile actions has been to 'double-dip' and receive even more dividends by claiming to be shareholders of SINOVAC, a claim that goes against court rulings 1.
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Events leading up to this moment and precipitated by the Vivo group have followed a lengthy and complex chronology, which are summarized in the Addendum to this letter.
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As you know, our shares have been halted from trading on NASDAQ since February 22, 2019. Despite the trading halt, the Company continued to operate and generate billions of dollars in profits without distributing any dividends to SINOVAC common shareholders. Also during this period, a number of unauthorized transactions and actions took place that primarily benefited the Vivo group, detailed below and in the Addendum. The Vivo group-controlled former board directly caused the NASDAQ trading halt, trapping your investment in our shares during the Covid-19 pandemic and ensuing years. The Board considers the special cash dividend to be an initial, corrective step in returning an appropriate share of distributions to the Company's common shareholders, to address the inequities of the past, from which the Vivo group has benefited for many years at your expense.
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As you also know, on February 28, 2025, we announced that the rightfully elected Board was reconstituted and is actively governing the Company. This followed a judgment on January 16, 2025 (the 'Judgment') and an order issued on February 5, 2025 (the 'Order') by the Judicial Committee of the Privy Council (the 'Privy Council') – the final court of appeal for UK overseas territories and the Crown dependencies which was made up of five UK Supreme Court justices – which handed 1Globe Capital ('1Globe'), SINOVAC's largest minority shareholder, a victory on all grounds, determining:
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The slate of nominees proposed by certain minority shareholders and voted for by 1Globe Capital at the Company's 2018 Annual General Meeting (the 'AGM') were validly elected as directors of the Company.
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The former Board ceded office on February 6, 2018 following the AGM. In the Privy Council's own words, 'The New Directors were therefore validly appointed and the Incumbent Directors have been imposters ever since'.
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The poison pill adopted by former directors is void.
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In its Judgment, the Privy Council recognized that, notwithstanding the possibility that some of the Board members validly elected at the 2018 AGM may no longer be willing or able to serve in their director capacity seven years later, the new Board is the only lawful Board of the Company. Based on the Judgment and Order, the new Board was reconstituted, adding new members to replace those who resigned, in accordance with Antiguan law. The Board is now led by a group of directors who are recognized and respected industry leaders with diverse backgrounds in healthcare, science, and finance.
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Rather than accept the final, non-appealable Privy Council Judgment and Order, Vivo Capital has been blatantly interfering with the activation of the new Board and trying to undermine the Judgment and Order. The Vivo-controlled former Board similarly refused to accept their defeat at the 2018 AGM. Instead, they chose to launch lawsuits against a large number of SINOVAC shareholders who voted against them at the 2018 AGM. 1Globe used its own resources over the past seven years to defend against the poison pill (which unfairly targeted the shareholders who voted against the former Board) and ask the Antiguan court to settle the dispute regarding the Board election. Seven years later, Vivo Capital is at it again, trying to undermine the Privy Council's Judgment and Order by launching lawsuits against the Board that put the Company back in litigation. The Board has offered to engage with them to discuss their concerns, but the Vivo group has thus far refused to engage.
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Vivo Capital has also erroneously claimed that the Company's former auditor, Grant Thornton Zhitong Certified Public Accountants LLP ('Grant Thornton'), who resigned on April 15, 2025, did so because of the new Board precipitating a corporate governance crisis in 2025. This is untrue and conflates the invalid actions of the Vivo-group-controlled former board, with appropriate actions taken and proposed to be taken in 2025 by the new Board, which are in the best interests of SINOVAC's rightful shareholders. Grant Thornton made it clear to the new Board that it had resigned because it could not rely on the former board's representations about the Company's financials in 2021, 2022, and 2023. In connection with its abrupt resignation, Grant Thornton also disclosed to the management and the Board that a material weakness and a significant deficiency in the Company's internal control over financial reporting existed as of December 31, 2023, none of which were disclosed to the Company after its audit of the Company's financial statements for the year ended December 31, 2023.
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These deficiencies occurred on the watch of the Vivo-controlled former board, who were excoriated in the Judgment, and are in no way related to the work of the new Board. We have recently added a qualified audit committee financial expert to our board to achieve NASDAQ compliance. Despite threats of interference from Vivo Capital, the new Board is focused on fulfilling its fiduciary duty with an unwavering commitment to correct the corporate governance issues of the past and formulate long-term growth strategies for the Company. The Board has responded to NASDAQ's questions and requests for information, with a view toward the continued listing of the Company's shares, the resumption of trading on NASDAQ, and the implementation of the announced special cash dividend plan. The Board expects to communicate further business updates in due course.
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We intend to set a record date and payment date for the US$55.00 special cash dividend as soon as practicable. In addition, the Board intends to set aside funds for the special cash dividend for the private investment in public equity (the 'PIPE') shares. Vivo Capital started the lawsuit regarding the PIPE. The Board has no choice but to fulfill its fiduciary duty to you and the Company by pursuing the proper legal proceeding which is expected to conclude with the cancellation of the PIPE shares, at which point SINOVAC shareholders would be entitled to receive an additional US$11.00 per common share special cash dividend.
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We are confident we will prevail, and we want to emphasize that we are urgently working to make things right as soon as possible to mitigate against further chaos and litigation, after what we have all endured over the last seven years.
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We thank you for your continued support and confidence as we move forward together.
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Sincerely,
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The Board of Directors
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Sinovac Biotech Ltd.
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2016-17: Vivo Capital led efforts to convince the SINOVAC management team and other investors to privatize SINOVAC at below the market price. The Vivo group's bid for the Company sparked competing offers and a battle for control of the Company with another competing buyout group.
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March 2018: After the Company's February 6, 2018 AGM in which the slate of directors put forward by minority shareholders won the election, the Vivo group-controlled former board did not accept the result and used the Company's money to launch litigation and to use the poison pill to dilute shareholders who had voted against them. Note that one of those was SINOVAC's single largest shareholder (still a minority shareholder), 1Globe Capital, who used its own resources over the past seven years to defend against the poison pill (which unfairly targeted the shareholders who voted against the former Board) and asked the Antiguan court to settle the AGM election dispute.
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July 2018: Recognizing their attempted privatization was unlikely to pass a shareholder vote, the Vivo group-controlled former board announced the cancellation of the privatization plan and issued 11.8 million common shares to the Vivo group through the PIPE Investment at below market price on the very same day. This is how the Vivo group purportedly became SINOVAC shareholders -in a transaction approved by the former board after they were voted out and had no authority to act on behalf of the Company. As the Judgment has detailed, they were ' imposters.' Moreover, contrary to the Vivo group's claims, SINOVAC was profitable and was not in need of the cash infusion from the PIPE Investment. Rather, the PIPE Investment was carried out primarily to ensure additional share support for the Vivo group-controlled former board while causing about 20% dilution of existing SINOVAC shareholders.
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In connection with the PIPE Investment, the former board purportedly appointed Mr. Shan Fu, Managing Partner of Vivo Capital, as a director. Mr. Fu's appointment to the former board was invalid for two reasons: it violates Antiguan law since there was no vacancy on the board and, even if there was a vacancy on the board, the Judgment makes clear that the former board did not have the authority to fill such a vacancy. Following Mr. Fu's appointment, the Vivo group-controlled former board determined the invalid poison pill had been triggered and improperly issued highly dilutive exchange shares, resulting in the NASDAQ trading halt on February 22, 2019.
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2020: In the midst of the COVID-19 pandemic and the NASDAQ trading halt, the Vivo group proceeded to carry out a scheme to line their own pockets, at the expense of all valid shareholders of SINOVAC. In May 2020, they invested merely US$15 million in convertible debt for a then 15% stake in our wholly owned subsidiary, Sinovac Life Sciences Co. Ltd. ('SLS') – the operating entity primarily responsible for the CoronaVac® vaccine. The company did not need this US$15 million convertible debt. To demonstrate how egregiously unfair to other shareholders this action was, six months later another investor paid US$500 million for an equivalent 15% stake.
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2021-2024: Over the subsequent years, the Vivo group received over US$800 million in dividends from SLS. SINOVAC – the majority shareholder of SLS – and its shareholders received zero payment since the former Board did not distribute SINOVAC's pro rata share of such cash dividends to SINOVAC shareholders. At every turn, the Vivo group has prioritized their own enrichment at the expense of SINOVAC and its rightful shareholders.
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2025: Vivo Capital is taking legal action to attempt to stop the Board from paying SINOVAC shareholders the corrective special cash dividend of US$55.00 per common share announced in April 2025, unless it is paid to them as well. Vivo Capital filed a complaint in the Supreme Court of the State of New York seeking, among others, to validate shares it received through the PIPE Investment and enjoin distributing the dividend to SINOVAC shareholders. This is concerning for two reasons: it clearly demonstrates that Vivo Capital is attempting to prevent valid shareholders of SINOVAC – who have had their investment in the Company frozen for six years because of the invalid poison pill adopted by the Vivo group-controlled former board, which resulted in the NASDAQ trading halt – from reaping the benefit of the April 2025 corrective special cash dividend. And it represents an obvious attempt by the Vivo group to 'double-dip' by receiving a portion of the corrective special cash dividend in addition to the over US$800 million in dividends from SLS it has already pocketed.
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National Observer
an hour ago
- National Observer
Warming waters revive port plans in Churchill By Christopher Pollon Analysis Business June 6th 2025 #68 of 68 articles from the Special Report: Business Solutions Share this article Shane Hutchins, general manager of Churchill port, is working to upgrade Canada's aging deepwater Arctic facility. 'It's going to need a lot of love,' he says. (Photo by Drew Hamilton for Canada's National Observer)
Listen to article Approaching Churchill's port by train, the twin grain towers appear from kilometers away across the tundra. It's 25 below in April, and Hudson Bay is trapped under a layer of ice as deep as three meters. This tourist town of 850 people and its increasingly strategic port is asleep — waiting for a spring ice breakup that is still months away. For nearly a century, the port at Churchill has languished as a great western hope, repeatedly dashed — the terminus of North America's rail system at sub-Arctic tidewater — where politics and geography have conspired to make this place more a dead end than the apex of a great trade corridor. But Churchill's fortunes are changing. The under-used seaport and its flood-prone rail line have been transformed from a white elephant into a nation-building project — spurred by a new urgency to seek alternative markets in the wake of a US-imposed global trade war. This year alone, the federal government has pledged $175 million to upgrade the port and the 1,300-km Hudson Bay Railway to communities like Gillam, Thompson and The Pas on or connected to the rail line. Canada's only deep-water Arctic port in Churchill has been sidelined for years. That's changing as a US trade war looms. In April, US and European diplomats visited Manitoba — a province now on their radar due to its strategic position at the centre of the continent and its rail links across a vast hinterland rich in grains, critical minerals and other resources exported to the world via Arctic waters that could be nearly ice-free in the summer by the 2050s. As the sea ice retreats from Hudson Bay and the wider Arctic due to climate change, the historic Northwest Passage could increasingly be open for business. If Churchill is to become the centerpiece of a third marine trade corridor for Canada, what are the opportunities, and what stands in the way? Old port, new mission Shane Hutchins, the port's general manager, drives his pickup truck through the aging facility, pausing occasionally to point to the sights out his window — the hulking concrete grain towers, a dilapidated 1920s-era power house. 'This place is close to 100 years old,' he said. 'It's going to need a lot of love.' Now 58, Hutchins worked there from 1998 to 2012 during the so-called 'great experiment' when the Jean Chrétien government sold the port and rail line to US rail operator OmniTRAX. Critics later accused the Denver-based firm of mismanaging the port and railway despite public funding and subsidies — allegations OmniTRAX has denied. (See sidebar below: Bitter Memories) Arctic Gateway co-chairman and Churchill mayor Mike Spence, an Indigenous businessman and power broker, recalled the lobbying effort to bring the port and railway under local control. 'I went to the government, and I said, 'Bullshit. 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Some of those new hires will work in a new building to store zinc concentrates from a mine in northern Manitoba, Hutchins said, adding there are plans to double shipments this year after a successful season moving the metals from Churchill to Antwerp, Belgium. A letter of intent has also been signed this year between AGG and Saskatchewan's Genesis Fertilizers to launch phosphate and fertilizer imports and exports through Churchill's port. In Alberta — where resentment over a lack of tidewater access for oil and gas has intensified in recent months — a group of Calgary-based energy and pipeline executives have proposed a ' multi-use energy corridor ' from Alberta to Churchill, including an LNG Plant and export terminal on Hudson Bay. The twin grain annexes that dominate the port are connected to conveyor belts that lead to the water — a reminder that the port's original role exporting grains and pulses could be revived. 'We have moved 700,000 tonnes of grain a season in the past,' Hutchins said. 'It's still achievable.' Climate change enabler What makes expanding the port such a hot topic is that an ice-free Northwest Passage is no longer the 300-year-old dream of explorers — it's happening now. Ice-free conditions that can support shipping have expanded one day a year since the 1980s, said Feiyue Wang, an expert on the dynamics of Hudson Bay ice. The current four-month shipping season, from July through October, can now be stretched for as long as six months, due to climate change, said Wang, Professor & Canada Research Chair at the University of Manitoba's Clayton H. Riddell Faculty of Environment, Earth, and Resources Centre for Earth Observation Science (CEOS) in Winnipeg. 'Hudson Bay is on a trajectory to be ice-free year-round,' he said. '[Sea ice] has been the limitation to this third seaway, and why Churchill has never reached its potential.' Exports from Churchill involve bulk carriers sailing up the centre of Hudson Bay and eastward through Hudson Strait. From there 'it's a straight boulevard to Europe' — faster than from the port of Montreal, he said. Other experts point to the uncertainty created by US President Donald Trump's public desire to restore US control of the Panama Canal as an additional boon to Churchill. To be sure, insurance — not ice or geopolitics – is the biggest barrier to extending the Churchill shipping season, Wang said, accusing insurers of being 'stuck in the 1980s.' Beyond October, rates rise dramatically for vessels because insurers rely on ice condition data that is decades old. A key part of Wang's work at the University of Manitoba is to document and communicate the changing ice conditions to the insurance industry — particularly for routes where waters are increasingly navigable, but ice is present throughout much of the year. Challenges around insuring Arctic shipping remain a wicked problem, said a 2024 study by the Environmental Law Review. Lead author Pia Rebelo wrote that insurers need to calculate the premiums for both hull and machinery, and protection and indemnity, in an extreme environment that is completely unpredictable due to climate change. Given those challenges and the lack of existing data, she wrote, "the practical viability of Arctic shipping remains doubtful." To date, "insurers have paid out more in ship damage that has occurred in the Arctic than they have collected in premiums." Praying for another boom Climate change is a double-edged sword for Churchill. It is opening the gateway to ice-free shipping, but also melting the permafrost under parts of the Hudson Bay railway – the critical infrastructure that connects the port to the world. In 2017, huge spring snowfalls followed by extended, unseasonably warm weather caused flooding that washed out large sections of the track. OmniTRAX declared force majeure and the rail line was inoperable for more than two years, cutting off the rail lifeline to many northern communities with no road access. If there is an Achilles' heel to the gateway, it's the final stretch from Gillam where the railway line makes an abrupt northward turn to Churchill. It runs through a bog ecosystem that needs massive amounts of ballast — rock and gravel — to shore up and raise the track above the water line. This last stretch is also built over permafrost — which is becoming more unstable due to unpredictable warm temperatures. For Rhoda deMeulles, owner of the Churchill Home Building Centre, a key supplier of building materials from the south to contractors in town and the far north, the debacle that followed the 2017 washout was a near-death experience. She supplies contractors with building supplies that must first be trucked from Winnipeg to Thompson, then carried by rail to Churchill and all points north — up the Hudson Bay coast to places like Arviat and Whale Cove, into Nunavut and Rankin Inlet. When the railway line shut down, she almost went bankrupt. 'We suddenly were sending all our building materials to Montreal, putting it in [containers] and sailing it all the way around,' said deMeulles, who worked at the store for 24 years and then owned it for the last 30. Other staples had to be flown in from Thompson to Churchill – where a 2800m paved runway built by Americans in the late 1940s continues to serve as a critical asset for the Canadian sub-Arctic. 'I was paying $2.77 a pound. It killed us," she said. "We didn't think we were going to make it. That rail line is our life." Then came COVID, she sighed. 'I'm hoping and praying [the port] will boom again; that's what we need.' Technology to the rescue? 'Ports are the easy bit,' said Michael Byers, Canada Research Chair in Global Politics and International Law at the University of British Columbia, and author of multiple books on the Arctic. 'Roads and rail-lines to and from Arctic ports are hard, especially now because of melting permafrost and shorter seasons for ice roads,' he said. An April report by the Macdonald-Laurier Institute, a think tank, questioned the rationale of developing northern corridors. It argued roads and seasonal ports in the Canadian North are "incredibly expensive to build and maintain, and their use case is limited." Chris Avery, CEO of Arctic Gateway Group – a unit of the OneNorth partnership of 41 Manitoba First Nation and bayline communities which assumed ownership and operation of the port and railway in 2018 – insisted the current route has a future. 'Churchill will never replace the Ports of Vancouver or Montreal,' said Avery. 'The big selling proposition of the Port is that it provides western resources with direct, efficient access to markets in Europe, Africa and South America,' Avery told Canada's National Observer. 'To have a port in the north that helps us assert our sovereignty, connected by rail to the rest of Canada, makes a lot of sense.' Past problems with flooding and permafrost were made worse by a lack of maintenance, but that's no longer the case. 'We've used half a million tons of ballast rock along the railway. We've replaced about 300,000 railway ties,' he said. 'We manage the bridges, and we manage the culverts.' Arctic Gateway uses ground-penetrating radar mounted on locomotives to collect GPS-tracked data on the permafrost. It then employs artificial intelligence to analyze the data and identify potential trouble spots on the rail line. 'We have drones flying overhead — not just in the northern parts of the line — looking at the geometry, taking video of the tracks, ensuring levelness of the track, and also looking at all the lands surrounding the track,' Avery said. May 'erosion' event suspends traffic Weeks after Canada's National Observer visited, Arctic Gateway announced that 'embankment erosion' on the Hudson Bay Railway just outside of Gillam had caused a suspension of service. And although it was just early May, 'extreme wildfire conditions' had already suspended train service on a spur line north of The Pas. The erosion is a reminder of the vulnerabilities of the Hudson Bay railway's upper sections – the weakest links in the entire gateway chain – the stability of which could impact the future of the entire trade corridor. That's why there's a plan to establish a second port on the Nelson River not far to the south of Churchill – which does not navigate permafrost to the same degree, but is hindered by massive flows of river-borne sediment. Feiyue Wang and Barry Prentice, a professor and transportation and supply chain expert at the University of Manitoba's Transport Institute, have both recently suggested that the stretch of rail between Gillam and Churchill needs to be rebuilt on rockier ground to avoid permafrost. 'They built the [upper] rail line essentially through a frozen peat bog, and it's been a problem for 100 years,' said Prentice, who remains a champion of Churchill as a resource gateway, with a major caveat: 'What that whole system needs is billions of dollars in investment, not millions, because you've got to do much more than just fix the railway.' June 6th 2025 Christopher Pollon Keep reading Canada's future lies in the Arctic — and with Europe By Jaden Braves Opinion March 27th 2025 Americans keep an eye on Arctic port revival in Churchill By Christopher Pollon Analysis Business April 26th 2025 Canada spends $1.5 billion to boost Arctic sovereignty and empower Inuit communities By Sonal Gupta News Urban Indigenous Communities in Ottawa March 12th 2025 Share this article Share on Bluesky Share on LinkedIn Comments


Global News
3 hours ago
- Global News
Trump's trade war exacerbates cost-of-living woes for Ontario worker
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