Euroholdings Ltd.

Thank you for standing by, ladies and gentlemen, and welcome to the Euro Holdings Conference Call on the Fourth Quarter 2025 Financial Results. We have with us Mr. Aristides Pittas, Chairman and Chief Executive Officer, Ms. Athena Adelioti, Chief Financial Officer, and Mr. Tasos Aslides, Chief Strategy Officer. At this time, all participants are in a listen-only mode. There will be a presentation followed by a question and answer session, at which time, if you wish to ask a question, please press star 1 on your telephone keypad and wait for the automated message advising that your line is open. I must advise you that this conference is being recorded today. Please be reminded that the company announced their results with a press release that has been publicly distributed. Before passing the floor to Mr. Pittis, I would like to remind everyone that in today's presentation, Ural Holdings will be making forward-looking statements. These statements are within the meaning of the federal security laws. Matters discussed may be forward-looking statements which are based on current management expectations that involve risk and uncertainties that may result in such expectations not being realized. I kindly draw your attention to slide number two of the webcast presentation, which has the full forward-looking statement, and the same statement was also included in the press release. Please take a moment to go through the whole statement and read it. I would now like to pass the floor to Mr. Pittis. Please go ahead, sir.

Good morning, ladies and gentlemen, and thank you all for joining us today for our scheduled conference call. Together with me is Tasos Aslidis, our Chief Strategy Officer and Treasurer, and Athena Atayoti, our Chief Financial Officer. The purpose of today's call is to discuss our financial results for the three-month and 12-month periods ended on December 31, 2025. Please turn to slide 3 of the presentation as we begin with the review of the company, outlining our business model, operational strengths and key competitive advantages that position us for sustained performance and growth. As a reminder, on March 17, 2025, Eurohodis was spun off from EuroSys and has since operated as an independent company. And on March 18th, we began trading as a publicly listed company. As part of the transaction, Eurosys contributed three subsidiaries to Euroholdings, which own the now debt-free vessels Aegean Express and Joanna, together with $14 million in cash proceeds generated from the sale of the motor vessels by Diamandis. Eurosys distributed Euroholding shares to its shareholders on a pro-rata basis at a ratio of one Euroholding share for every two and a half Eurosys shares held. Upon listing, we initiated the process to find strategic investors to help grow the company. After a thorough search, we decided to partner with Marla Investments. Marla Investments, an investment vehicle affiliated with the Latsis family, acquired a 51% stake in the company from the Pitas family. Following the transaction, the Pitas family retained approximately 8% ownership. No new shares were issued in connection with the transaction. Since our listing, our stock has traded at an average price of about $6.50 per share, and an average price of close to $7 per share since June 23, 2025, when Marla Investments became our majority shareholder. The change in our shareholding structure has provided Euroholdings with a strong and enduring foundation, supported by the expertise, long-term perspective, and maritime experience of the Lattice family. In late summer, we announced our strategic decision to enter into the tanker sector, marking our gradual transformation from container ships into tankers. As an initial step, in November we acquired the modern medium-range MR product tanker, motor tanker Elash Avatar, financed through a combination of internal resources and bank debt. This investment reflects both our conviction in the sector's fundamentals We intend to further expand our fleet with the acquisition of additional MR product tankers, funded through a balanced mix of debt, existing equity, and hopefully new equity. At the same time, we continue to operate our two feeder container ships, which remain employed under profitable charters. These vessels will remain in service through the expiration of their current contracts or until their next scheduled dry dock, should their employment be renewed. This balanced strategy ensures operational continuity while positioning your holdings to capitalize on attractive opportunities in the tanker market. Please turn to slide four of the presentation where you can see our financial highlights during the fourth quarter. For the fourth quarter of 2025, we reported total net revenues of $4.5 million a net income of $1.3 million or $0.45 earnings per basic and diluted share. Adjusted EBITDA for the quarter was $1.6 million. Please refer to the press release for a reconciliation of adjusted EBITDA. In addition, we declared a quarterly dividend of $0.14 per share for the fourth quarter of 2025 in line with previous distributions, which is payable on or about March 17, 2026, to shareholders of record as of March 10, 2026. These marks are fourth consecutive quarterly dividend, and it represents an annualized yield of approximately 8.3%. Let's turn to slide five for an overview of our fleet. We currently operate two feeder container ships with a combined capacity of 3,170 TEU and an average age of approximately 28 years, along with an 11-year-old MR product tanker with a carrying capacity of about 50,000 deadweight. Please turn to slide six. Our two feeder container ships, Motovessel Joanna and Motovessel Aegean Express, remain fully utilized under profitable time charters, generating steady cash flow and providing operational visibility that supports our growth initiatives and expansion in the tanker market. Their existing charters run at least until the end of September and mid-October 2026, respectively. Despite their age, we believe both vessels have the potential to secure employment beyond their current charters, continuing to contribute meaningful cash flow as we pursue additional opportunities in the entire sector. Meanwhile, the Elas Avatar is currently employed under a short-term voyage charter, earning about $43,000 per day through late February. Please turn to slide seven. This slide highlights the key dynamics of the feeder market, where there are two vessels, and GN Express and Joanna are positioned. According to data from Clarkson's research, the overall container ship order book stands at approximately 35% of the existing fleet. However, this order book is heavily concentrated in larger vessel classes. By contrast, the feeder segment has a significantly lower order book at roughly 13%, indicating more limited incoming supply. At the same time, feeder vessels play a critical role in regional cargo distribution. As cargo volumes move through main lane routes, feeders are essential for distributing containers to smaller and regional ports. As a result, continued cargo flow support could sustain demand for vessels in this segment. However, the feeder fleet is aging, with approximately 21% of the vessels now over 20 years old. A meaningful portion of these other vessels is expected to approach retirement or scrapping, especially as environmental regulations become increasingly stringent. Please turn to slide 8, which illustrates the 6-12 month time chart arranged for 1,700 TEU feeder containerships over the past 10 years. As of February 2026, The prevailing market rate stands at $28,000 per day, well above the 10-year average of about $18,000 per day, and a median rate of about $11,000 per day, underscoring the strength of the current sheltering environment relative to historical levels. Let me now hand over the line to our Chief Strategy Officer, Tasos Aslidis, who will walk us through some highlights of the product tanker market.

Thank you very much, Aristides. Good morning for me as well, ladies and gentlemen. Over the next few slides, as Aristides mentioned, I will walk you through several key highlights of the product tanker market. For that, please turn to slide 10. which outlined the development of one- and three-year charter rates for medium-range product tankers over the past decade. As shown on the slide, and as of February 20, 2026, the one-year medium-range tank charter rates stood at approximately $25,000 per day. This is broadly in line with the five-year average of $24,400 per day and the five-year median of $23,750 per day for this vessel class. Similarly, the three-year medium-range time charter rate is currently at around $21,000 per day, slightly below the five-year average of $21,238, and essentially aligned with the five-year median of $21,000 per day. Although current rates are below the elevated rates recorded during the 2022 2024 peak cycle, they remain healthy by historical standards and consistent with long-term averages, highlighting the fundamentally resilient and well-supported nature of the medium-range tanker market. Please turn to slide 11, which illustrates the evolution of the new building second-hand prices from medium-range product changes for new building and second-hand prices for 5- and 10-year-old units over the past 10 years. As shown in the graphs, both new building and second-hand prices remain above their 5-year median and averages, indicating expectations about farming market strength and confirming that. It is worth noting here that a significant structural shift appears to be taking place related to the cost of the new buildings, which in turn relates to the cost of materials and other factors, and which is also reflected in the price levels of second-hand prices and the market rate as this chart indicates. As of February 2026, new building prices stood at approximately 49.5 million, while five-year-old vessel prices were around 45 million, and 10-year-old units were valued at approximately 35 million, according to Clarkson's research. Second-hand asset prices for 5- and 10-year-old vessels are trading at a meaningful discount of about 10-15% compared to their peak levels in the mid of 2024, although they are higher than the recent lows seen in 2025. This pullback from the peak level suggests a potentially attractive entry point relative to asset values observed over the past several years. providing a supportive backdrop as we evaluate potential acquisition opportunities. Let's now turn to slide 12, which presents the medium-range product hunger aid and fleet aid profile and order book. Starting at the top left of the chart, the global medium-range product hunger fleet is roughly evenly distributed by aid. Nearly 47% of the vessels are now over 15 years old, while only 14% are under five years of age. This limited share of younger donors in the age profile highlights the lack of flipped renewal in the recent years. The ageing profile supports at least a normalized level of scrapping going forward. Adversaries approached special surveys They face rising maintenance costs and stricter compliance costs, particularly in light of increasingly more stricter environmental regulations. These factors could reduce the competitiveness of all the units and incentivize owners to retire their tunnels. Turning to the top right section, we can see annual deliveries in 2025 averaged around 4.3 million deadway tons, which despite the limited ordering activity in the past years, indicates that most of the existing order book for the sector was delivered during 2025. At the same time, scrapping remains subdued, particularly during the strong freight market period of 2022 to 2024, when elevated earnings encourage owners to retain older vessels. As a result, Net clip growth has remained relatively modest even during the period of historically strong rate levels. With rates moderating in 2025 compared to the 2022 to 2024 period, scrapping activity picked up a bit while deliveries reflected the still limited order book levels. The chart at the bottom further illustrates that the medium rate banker order book as a percentage of the fleet remains well below prior cyclical peaks at about 14.1%. The sector has effectively been under order for an extended period of time, as the chart indicates. Overall, a combination of an aging fleet and a historically limited order book provides for positive medium-term supply-out. Let's now turn to slide 13, where we go over the trade demand outlook for taxes. As shown on the top chart, global seaborne trade for oil products strengthened significantly during the post-pandemic period, particularly during the peak years of 2022 to 2024. This growth was largely driven by refinery dislocation and shifting trade patterns following geopolitical events such as the COVID pandemic the Russian invasion in Ukraine and disruptions in the Suez Canal. Trade volume softened slightly in 2025, before thus far recovering in 2026, broadly in line with the final utilization, a global oil demand trend. At the same time, ton-mile demand expanded at an even faster pace than trade volumes over this period, reflecting longer average routes. One-mile demand remains elevated by historical standards. The current estimates indicate an increase in trade volumes for 2026 and 2027, which should translate to stronger demand for oil tankers. Looking at the bottom left graph, global oil demand over the past decade shows steady growth following the pandemic decline in 2020. Demand recovered from the mid 90 million barrels per day range during the pandemic to over 105 million barrels per day in 2025, reflecting and confirming continuous demand growth. Looking at the bottom right graph, global refinery capacity has grown in line with oil demand over the past 15 years. Although capacity growth remains flat and probably slightly declining in 2025 for various regional reasons. Further additions are expected in 2026 of approximately 2%, followed by a continued capacity increase of around 1.5% in 2027 and 2028, providing further support for a positive outlook for the product and the market. Let's now turn to slide 14 to go over a summary of the product market trends and outlooks. Thus, in conclusion, we can say that 2025 was a solid year for product changes, with medium rates peaking at $23,750 per day late in the year, in line with five-year median levels. Currently, the average one-year time charter rate stands firmly at around $25,000 per day. In 2026 and 2027, the picture seems a bit mixed. Cliff growth is expected to reach approximately 5.5% in both 2026 and 2027, and this could wait or age. However, shifting trade patterns and firming ton-mile demand because of the trade dislocation due to sanctions and other disruptions, and large product tankers moving into dirty trade segments may absorb part of this additional capacity. Ongoing geopolitical uncertainty Regulatory changes and evolving, as I mentioned, trade patterns could further contribute to a more balanced supply-demand dynamic. Overall, it's fair to say that developments in 2026 and 2027 will depend on trade flows, scrapping, and broader geopolitical developments. And with that, let me pass the floor over to our CFO, Athena Atalioti, to go over the financial highlights in more detail.

Thank you very much, Douglas. Let's turn to slide 16 to review our financial highlights for the fourth quarter and 12 months ended December 31st, 2025. For the fourth quarter of 2025, the company reported total net revenues of $4.48 million and the net income of $1.27 million. Adjusted EBITDA for the fourth quarter was $1.6 million. Basic and diluted earnings per share for the fourth quarter of 2025 was $0.45, calculated on 2,816,615 basic and diluted weighted average number of shares outstanding. Let's now look at the figures for the corresponding 12 months of 2025. During the period, the company reported total net revenues of $13.23 million, and net income of $14.71 million. A $10.23 million gain was recorded during the year on the sale of motor vessel Diamandis in the beginning of the year. Adjusted EBITDA for the year ended December 31st, 2025 was $4.69 million. Basic and diluted earnings per share for 2025 was $5.25, calculated on 2,799,666 basic and diluted weighted average number of shares of funds. Excluding the net gain on sale of motor vessel diamante, adjusted net earnings for the year end of December 31st, 2025 would have been $1.16 per basic and diluted shares. Usually, security analysts do not include the above items in their published estimates of earnings per share. Turning to slide 17, let's review our cash flow break-even profile for the next 12 months across each of our operating segments broken down by key components. Starting with our container split, the cash break-even stands at approximately $9,000 per day. This means that any rechartering above $9,500 per day generates positive cash flow. Given where current market rates are for compatible feeder vessels, this segment continues to generate steady and reliable cash flow. Moving on to our MR product tanker, the EBITDA breakeven is approximately $9,500 per day. including interest expense and scheduled debt repayment, increases the total cash break even to approximately $16,400 per day. At current one-year charter rate of $25,000 per day, we feel confident in this segment's ability to generate solid profitability and operate efficiently. Taken together, these break-even levels underscore the strength of Euroholding's strong ability to generate positive cash flow across all operating segments, even under more normalized market conditions. Let us now conclude our presentation with slide 18, which presents our balance sheet highlights. As of December 31, 2025, we held cash and other assets of $7.5 million. The book value of our vessel was $35.2 million, bringing our total assets to $42.7 million. On the liability side, we had $20 million of bank debt, which is about 47% of our total book value of assets. Our total accounts payable stood at around $0.8 million, while other liabilities stood at about $0.9 million. resulting in an equity position of roughly $20 million. It is important to highlight that the market value of our fleet is significantly higher than its book value. Based on the most recent charter-adjusted valuation, our vessels are valued at approximately $46.5 million. This implies a net asset value of around $32.3 million, or about $11.46 per share. Overall, our financial results reflect the strength of our disciplined strategy during a year of strategic repositioning alongside efficient operating performance. As we enter 2026, we do so with a solid balance sheet, positive operating cash flow, and a prudent approach to expand our presence in the time-safe sector. Thank you for your time and attention. I would now like to pass the floor back to Aristides to continue our call.

Thank you, Athena. Let me now open up the floor for any questions we may have.

Thank you. We will now be conducting a question and answer session. If you would like to ask a question, please press star 1 on your telephone keypad. A confirmation tone will indicate your line is in the question queue. you may press star two to remove yourself from the queue. For participants using speaker equipment, it may be necessary to pick up the handset before pressing the star keys. One moment while we poll for questions. And once again, it's star one to ask a question. And it appears there are no questions. I will turn the floor back over to Mr. Pittis for any additional or closing remarks.

Thank you all for listening in our presentation of today. We'll be back to you in three months' time. Thank you.

And that will conclude today's call. We thank you for your participation. You may now disconnect.