Euroseas Ltd.

Thank you for standing by, ladies and gentlemen, and welcome to the Euroseas conference call on the fourth quarter 2024 financial results. We have with us Mr. Aristides Pitas, Chairman and Chief Executive Officer, and Mr. Tasos Elidis, Chief Financial Officer of the company. 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 your name to be announced. I must advise you that this conference is being recorded today. Please be reminded that the company announced the results with the press release that has been publicly distributed. Before passing the floor to Mr. Pitas, I would like to remind everyone that in today's presentation and conference call, URCs will be making forward-looking statements. These statements are within the meaning of the federal securities laws. Matters discussed may be forward-looking statements which are based on current management expectations that involve risks 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 full statement and read it. And now I would like to pass the floor to Mr. Pitas. Please go ahead, sir.

Hello, everybody, and good morning. Thank you for joining us today for our scheduled conference call. Together with me is Tasos Aslidis, our Chief Financial Officer. The purpose of today's call is to discuss our financial results for the 3 and 12-month period ended on December 31, 2024. Let's turn to slide 3 of the presentation to go over our income statement highlights. On the first quarter of 2024, we reported total net revenues of $53.3 million and the net income of $24.4 million, or $3.49 diluted. Adjusted net income for the quarter was $23.3 million, or $3.33 per diluted share. Adjusted EBITDA for the period was $32.8 million. Please refer to the press release for the reconciliation of adjusted net income and adjusted EBITDA. Our CFO, Tasos, will go over our financial highlights in more detail later on in the presentation. As part of the company's common stock dividend policy, our Board of Directors declared a quarterly dividend of 65 cents per common share for the fourth quarter of 2024. increasing by 5 cents the quarterly dividend given throughout last year. The dividend will be payable on or about March 18 to shareholders of record on March 11. The annualized dividend yield of our stock, given the current share price, is approximately 7.8%. Additionally, the company is dividending off to all of its shareholders the shares of Euro Holdings Ltd, a subsidiary owning our three eldest vessels, which represents about 5% of our Navy. The shares will be distributed on March 17 to all shareholders of record on March 7. As of February 27, 2025, And since the initiation of our repurchase program in May 2022, which has been extended since twice to May 2025, we have repurchased 425,000 of our common stock in the open market for a total consideration of We will continue to make measured use of the plan at management's discretion, depending on the level of our stock price, aiming to enhance long-term shareholder value. Please turn to slide 4, where we discuss our recent developments, including an On January 7 and January 8, 2025, we took delivery of Motor Vessels DF Panel and Motor Vessels Simeon P respectively. These are two ECO EDI Phase III 2800 TEU feeder container ship new buildings that were built in Hyundai Meepo Dockyard in South Korea. The vessels were financed through a combination of bank debt and loan funds as usually. Following their delivery, both vessels commence charters with a duration of 34-36 months at a daily rate of $32,000 per day. Continuing on our chartering developments, motor vessel Aegean Express has been fixed for a minimum of 10 months and up to 12 months at a rate of $16,700 per day, with the earliest delivery being in November 2025. Additionally, motor vessel Synergy Kiloum and motor vessel Synergy Antwerp have been fixed for 36 to 39 months at $35,500 per day. Finally, motor vessel Ien Hydra secured a charter for 24 to 26 months at $19,000 per day, with the earliest delivery expected in May 2027. Throughout this period, the fleet experienced no idle periods or commercial off-hiles, except for motor vessel Diamandis P, which underwent necessary maintenance works for 23 days from December 16, 2024 to January 8, 2025, ensuring that the vessel can continue trading efficiently till her next dry docking date. Please turn to slide 5. On January 30, 2025, we contributed our three older vessels, motor vessel Eugene Express, motor vessel Diamandis P, and motor vessel Joanna, into a separate company, Euroholdings Ltd., in exchange for 100% of the shares of Euroholdings. Subsequently, Euroholdings sold motor vessel Diamandis for net proceeds of about $13 million. Therefore, of the end of January had cash of about $13 million, plus old motor vessel Aegean Express, which is uncharted, at $16,700 per day till minimum November 25, and motor vessel Joanna, which is uncharted till minimum October 2026, at $16,500 per day. Euro Holdings will dividend out the Euro Holding shares to its shareholders, providing every shareholder on record on March 7 with one Euro Holding share for every 2.5 Euro Holding shares, Euro C shares. Distribution will occur upon effectiveness of the registration statement and is expected to occur on March 17. Simultaneously, the shares will start trading on the NASDAQ. Further details of the distribution will be provided in a subsequent press release. Whilst regulatory clearance and listing processes are practically completed, there can be no assurance that the transaction will ultimately occur, as if a material event occurs before the final implementation date, either the SEC or the NASDAQ may not finally sign off. Please turn to slide 6 for an update on our current fleet profile. Our current fleet is comprised of 24 vessels in the water, including 17 feeder container ships and 7 intermediate container carriers, with a total carrying capacity of just under 71,000 TEU, and another age of about 13.5 years. Following the contribution of the two vessels, and with Joanna, Enel, VEG and Express to Euroholdings, our fleet will be reduced to 22 vessels in the water, with a carrying capacity of approximately 67,500 TEU, and an average age of 12.8 years. Turning to slide 7, you can also see the two vessels that are currently under construction, which are expected to be delivered in the fourth quarter of 2027. These are two 4,300 TEU vessels. Let's now turn to slide A to see our full vessel employment chart. As you can see, the recent chart has improved the visibility of our expected cash flows and we have now secured strong charter coverage over the next two years with approximately 85% Let's move to slide 10 for our broader market overview, focusing on the development of six 12-month time charter rates over the past 10 years. In the fourth quarter of 2024, container ship charter rates experienced a slight decline, except for the larger segments where they held their levels. As you see from the graphs on the slide, the 6- to 12-volt charter rate for a 2,500 TU container ship reached approximately $32,500 per day, which is more than three times the $9,400 per day median rate. Notably, this fixture is also significantly higher than the 10-year average rate, which is approximately $16,500 per day. This positive trend is observed across all vessel sizes, with the current rate significantly outpacing historical averages, highlighting the market's robust recovery and resilience. Moving on to slide 11, we go over some further market highlights. As already shown, during the last quarter of 2024, feed-to-vessel rates decreased by 9%, while rates for Panamax and post-Panamax vessels rose. The Red Sea region continues to be a key factor in shaping the 2025 Container Department. While the Gaza Strip 5 has eased some tensions, the ongoing Houthi threat remains, and shipping lines may begin rerouting via the SOS canal. they will require clear evidence of a permanently reduced risk before making the shift. In the fourth quarter of 2024, average seconds and prices increased by approximately 7% compared to Q3 2024. While prices have risen significantly since the past COVID period, they still are about 50% below the peak levels they had Also, the new building price index increased by just 1% quarter on quarter, but still an increase which is due to limited availability and increased competition between yards, particularly for eco-units and larger feeders. As of February 10, 2025, The idle fleet stood at 0.2 million TEU, or just 0.6% of the fleet. Recycling activity picked up just slightly, with 58 vessels accounting for 83,000 TEU sent to scrapyards during 2024. Given that about 25% of the sub-80,000 years old, we expect recycling volumes to increase if market conditions soften. Scratching prices eased slightly in Q4 to approximately $490 per lightweight ton, but still remain around 20% above 2019 levels. Overall, the fleet grew in 2024 by a staggering 10.8%. The IMF's latest update from January 2025 projects stable yet somewhat underwhelming global economic growth, with unchanged forecasts from that in October 2024 hovering around similar levels for both 2025 and 2026. particularly concerning trade policies and geopolitical conflicts, collectively pose risks to medium-term growth prospects. Within this background, the US has seen an upward revision by the IMF, with growth forecasts trending to grow at 2.7%. This stands in stark contrast to other advanced economies, particularly in Europe, which have seen either downgrades or stagnant growth outlooks at around 1%. Emerging markets continue to drive global growth led by India, the Asian five countries and of course China. China's growth appears to be slightly revised upwards. Global inflation is expected to decline. However, the near-term trajectory may still face challenges with persistent services and wage inflation in several parts of the world. According to Clarkson's, the container demand for 2025 remains making a return to normal shipping operations more challenging. Looking into 2026, the containerized freight demand is forecast to decline even further by 3.9%, with further potential for a demand-supplying balance due to continued fleet growth and possible easing of the Red Sea disruption. In light of this, we remain mindful that both the IOM fleet is relatively young, with most vessels under 15 years old, and only 11% of the fleet over 20 years old. As of February 2025, the order book as a percentage stands at 27%. Turning on to slide 14, we go over the fleet age profile and order book only for ships in the 1,000 to 3,000 The order book here stands at just 3.2% as of February 2025. According to Clarkson, in 2025, new deliveries are projected to amount to just 2.1%. This pace will slow down even further in 2026 and 2027, with even fewer ships expected to be delivered. You can also notice that about 15% of the fleet in this size range is over 15 years old. Let's move to slide 15. As shown in the previous two slides, the order book is predominantly focused on large containers. The increase in main-lane volumes inevitably drives greater demand for regional distribution by feeder vessels as well. Thus, we believe that there will continue to be quite high demand feeder and intermediate-sized vessels, despite a cascading effect, of course, which pushes towards the use of larger ships when this is possible, due to point capacity improvements and increased volume requirements. This category of ships is, however, aging extremely rapidly, and currently the percentage of vessels exceeding 20 years is on average about 27%. All these ships also due to the new environmental regulations. Thus, it is highly likely that the fleet capacity in these segments will decline in contrast to the anticipated growth in the larger vessel categories on the overall fleet. Moving on to slide 16. As already discussed, container shipping markets show substantial gains However, in recent weeks freight rates, particularly on the East Europe route, have dropped sharply due to expectations of rerouting through the Ushuaia Canal following the Gaza ceasefire. This shift has yet to be reflected in the time charter market. Looking ahead, in 2025 and beyond, the container shipping market's development is very uncertain. related issues. This is now reversing. The 10% tariff on Chinese goods and the 25% tariff on goods from Mexico and Canada set to take effect in March 2025, if that happens, plus tariffs on Europe yet to be determined. And the recently announced fees on Chinese-built and owned vessels entering U.S. ports All this, we remain to see how these controversial actions could lead to slower global growth. Anyway, their full impact remains to be seen, as they may also trigger additional inefficiencies, which may create opportunities as often happens in shipping. In the supply side, vessels ordered by shipping companies in the post-COVID years are now entering the market in large numbers. This trend, as discussed, is expected to continue in 2025 up to 2028, and based on cargo volume forecasts, many of these vessels will likely struggle to fill their capacity. If the factors currently supporting the container ship market begin to fade, the market downturn could be quite swift. However, potential reductions in vessel speeds, driven by efforts to reduce emissions and support green initiatives, may help ease supply pressures and contribute to market stability. The energy transition has continued to gain traction in the containers sector. Although there is a clear shift towards adopting new fuels, the pace of this transition is likely to be slower than anticipated due to technical and economic hurdles. Meanwhile, the premium for charter rates of eco-friendly vessels is expected to grow as both charters and the industry as a whole become increasingly focused on sustainable transport solutions. Please turn to slide 16. the container ship market throughout the year. As of February 21, 2025, one year time charter rate for 2,500 TEU container ships stood at $2,500. New building prices construction costs. Over the long term, elevated costs for greener technologies and stricter emissions standards are expected to help keep new building prices high. Similarly, second-hand vessel prices have increased from a low of $15 million in late 2023 to $31 million by December 2024, supported by the improving market sentiment and the robust charter demand. In this environment, and with a very strong cash position, we continue to look at opportunities that will help us grow the company and enhance shareholding. We'll go over the financial highlights in further detail.

Thank you very much, Aristides. Good morning to me as well, ladies and gentlemen. Over the next four slides, I will give you an overview of our financial highlights for the fourth quarter, the full year of 2024, and we'll make the related comparisons to the same periods of last year. For that, let's start by going to slide 19. For the fourth quarter of 2024, euro shares reported total net revenues of 53.3 million, representing an 8.7% increase over total net revenues of 49.1 million during the fourth quarter of last year. That increase was mainly the result of the increased average number of vessels we operated in the fourth quarter of this year compared to the last. We reported net income for the period of 24.4 million, as compared to net income of 24.7 million for the fourth quarter of 2023. Another financing cost for the fourth quarter of 2024 amounted to 3.7 million, of which 0.56 million relates to interest income, imputed interest, charged and capitalized in relation to our new building program, compared to 2.5 million for the same period of last year, of which 0.26 million relates to imputed interest, charged and capitalized in relation to our new building program for that period. This increase is due to the increased amount of debt compared to last. Also, interest income during the fourth quarter of this year was $0.8 million compared to $0.5 million for the fourth quarter of 2023. Adjusted EBITDA for the fourth quarter of this year increased to $32.8 million compared to $32.4 million for the corresponding period, the fourth quarter of 2023. Basic diluted earnings per share for the fourth quarter of 2024 were $3.51 shares basic and $3.49 shares diluted, calculated on about 7 million weighted average number of shares outstanding, respectively. compared to basic diluted earnings per share of $3.58 and $3.56 per share, basically diluted, for the fourth quarter of 2023, which was calculated on the basis of about 6.9 million shares, weighted average numbers of shares outstanding. The adjusted earnings per share for the fourth quarter of ending December 31, 2024, were $3.35 per share basic and $3.33 per share diluted compared to adjusted earnings of $3.62 and $3.61 per share basically diluted respectively for the same period of last year. I will refer you to the press release we issued earlier today for reconciliation between earnings and adjusted earnings. Let us now look at the numbers for the corresponding full year periods of year 2024 versus 2023. For the full year of 2024, we reported total net revenues of $212.9 million, representing a 12.4% increase over net revenues of $189.4 million during 2023, again, mainly the result of the increased number of vessels we own and operate in, partly offset by the lower other sign charter rates we earned in 2024. We reported net income for the year of $112.8 million, as compared to $114.5 million for the 12 months of 2023. Total interest and other financing costs for 2024 amounted to 10.6 million, of which 4.2 million relates to interest income, imputed interest charged and capitalized in relation to our new building program, compared to 6.4 million for 2023, of which 3.2 million is interest income. So the total interest expense was 9.8. And that included interest related to the interest charged and capitalized in relation to our new building program. Again, this increase is due to the higher amount of debt we carried in 2024 versus 2023. Interest income in 2024 was about 2.4 million versus 1.4 million in 2023. as a result of the higher cash balances we maintained during the year. Adjusted EBITDA for 2024 increased to 135.8 million compared to 123.6 million during 2023 as a result of higher revenues, an almost 10% increase. In terms of earnings per share, in 2024, Basic earnings were $16.25 and diluted $16.18, calculated both approximately $6.9 and $7 million, respectively, basically diluted to weighted average number of shares outstanding, compared to $16.53 and $6.52 per share, basically diluted for the 12 months of 2023. The adjusted earnings for the year of 2024 were $14.92 basic and $14.85 diluted, compared to 14.99 and 14.98 for 2023. Again, our release, our press release of earlier today shows the exact reconciliation between earnings and adjusted earnings. Let's now move to slide 20 to review some figures from our fleet and our fleet performance, starting first with our utilization rate, and first for the fourth quarter. During the fourth quarter of 2024, our overall utilization rate was 99.6%, compared to 99.9% overall utilization rate for the fourth quarter of 2023. Last year, in the fourth quarter, we operated 23 vessels, earning an average time charter approval rate of $26,479 per day, compared to 19 vessels in the same period, the fourth quarter of 2023, earning an average $29,266 per vessel per day. Our operating expenses, including management fees and DNA expenses, but excluding die-doting costs, were a bit lower in the fourth quarter of 2024 compared to the previous year and stood at $7,728 per vessel per day in the fourth quarter of 2024 compared to $7,932 per vessel per day for the same period in 2023. At the bottom of this section of this table, we can see the cash flow break-even rate, which also takes into account driving expenses, interest expenses, and loan repayments. Thus, for the fourth quarter of 2024, our daily cash flow breakeven rate was $14,935 per person per day, compared to a bit above $15,000 for the same period of 2023. Let's quickly look now at the same numbers for the full year. During the full year of 2024, overall utilization rate was 99.7 percent, compared to 98.6 percent for 2023. For the whole year, we operated on average 21.7 vessels, earning just above $28,000 per day on average, compared to 18.3 vessels for the whole year of 2023. earning on average about $29,700 per vessel per day. On the cost side, on the operating cost side, for the full year, again, including running expenses, management fees, and G&A, but not including dry-drying costs, we averaged $7,524, $26 per vessel per day in 2024, compared to $7,875 per vessel per day in 2023, showing an improvement of about just below 5 percent improvement on the cost side. The cash flow rate even rate for 2024, including, again, the interest expenses, cash interest expenses, expenses, and loan repayments, was about $14,800. For 2024, compared to $14,150 in 2023, the increase partly due or mainly due to higher dry-dirty expenses and a little bit higher interest expenses. At the bottom of this table, we can look at another line, which shows our common dividend expressed in dollars per day. per vessel, and in both quarterly for the last quarter and for the full year. So, in all cases, our interest translates to around $2,000 per vessel per day for the fourth quarter of both 23-24, and about $2,100 per vessel per day for the respective full years. Let's now move to slide 21 to review our debt and our debt profile. As of December 31, 2024, our total debt stood at approximately $208 million, and that figure does not include about 52 million of additional debt that we assumed in January, in early January 2025, to finance the delivery of our last two 2,800 T-Union buildings. Including this latest 52 million in our loan book, in 2025 we expect loan repayments of about $24.4 million, and additionally, balloon repayments of about $16.25 million. In 2026, we have scheduled repayments of about $19.55 million, with no balloon payments due during that year. In 2027, we have to make payments, loan payments of $16.85 million. along with scheduled balloon payments of $20 million. As of the end of last year, our senior debt carried an average margin of 2.1%. From adding that to a base off rate of about 4.3%, this results in total cost of debt of around 6.4%. Because we have part of our debt, part of our SOFR exposure for a lower SOFR level. Our adjusted overall debt costs amount to about 6.34 percent under these assumptions of SOFR. And if we actually include in the averages the last two loans that I mentioned earlier, that were, that they have a smaller margin over SOFR. The overall cost of our debt, including those loans, drops below 6.3 percent. I would like to draw your attention, finally, on this slide, at the bottom of the slide, where we present our projected cash flow breakeven for the next 12 months, and we break it down in its components. But overall, we expect our cash flow breakeven for 2025, essentially, to be around $12,600 per vessel per day, a level that is significantly below the average daily earnings of our fleet. To conclude my brief remarks, let's move to slide 22 to review some highlights from our balances, as we do every time. Our balance is very simple. It includes cash and some other current assets, advances we paid for our new buildings, and, of course, the book value of our assets in the water. Thus, as of December 31st, we had cash and other current assets of about $90.3 million, while we made advances for our new building program near $57 million. And we also have the book value for our assets, which is about $443.4 million. resulting in total book value for our assets in our balance sheet of $590.6 million. On the liability side, we set debt that stood, as I mentioned in the previous slide, at $207.3 million as of the end of last year, and that represents about a third, 35 percent, of the book value for our assets. We also had various other liabilities that amounted altogether about of about 3 percent of the book value of our assets, which leaves as book value of our shareholders' equity about $365 million, give or take, or around $52 per share. However, it is important here to note that the charter-adjusted market value of our fleet is significantly higher than its book value. We estimate, as of the end of last year, the charter-adjusted market value for our fleet to be about $140 million higher in its book value. That adds about $20 per share to our net asset value, bringing our net asset value per share to close $72. On the pro forma basis for the Euroholding spin-off, that Artivis mentioned earlier. If, as of December 31st, we exclude the value of the assets that has been contributed to your holdings, after the spin-off of that company, we will have to adjust our NAV by about 5 percent. So the NAV, after the spin-off, we expect to be around $68.2 per share. In either case, for after the spin-off, given that our stock is currently trading around $34 per share, you can see a significant, a substantial discount. You can see that it takes a significant discount to our net asset value, highlighting the substantial upside potential that our shares have and the gains that could be expected for our shareholders and investors. And with that, I would like to turn the floor back to our attendees to continue the call.

Thank you, Carlos. 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 your handset before pressing the star keys. One moment, please, for your first question. Our first questions come from the line of Mark Reichman with Noble Capital Markets. Please proceed with your questions.

MARK REICHMANN Yeah, well, we haven't removed the two vessels from our estimates yet. I mean, it seems pretty safe to do so. as of January 8th, is that correct? Yes. Okay, thank you. And second, the expected scheduled off-hire days, including the laid-up, what are your expectations for 2025? I think we have 50 days a quarter. Does that seem...

I think we have very little dry docking, because that is really what the off-hires is. Only when we have a dry dock, because commercial off-hires we're not having these days with the high charter rates. And technical breakdowns, you can calculate one day per quarter to be pretty safe.

I think we're budgeting about 70-75 days for dry docking in 2025.

Oh, 70 to 75 for the full year. Well, that's reflected in your projections here on your break-even. I mean, you have very little in there for dry docking. And then just the last question, the rate for the MB Oakland, it looked like it increased to 42,000 from 35,500. And you've got the Emanuel and the Arena, which are both similar intermediate vessels, which come up for recharter in, I believe, April. Would you kind of expect a similar rate as to the Oakland for those vessels?

I don't think the Auckland has increased. I mean, the 42,000 on the Auckland has been getting it for quite a long time. Current market is at 35.5, which is what we did on the Synergy Antwerp and the Synergy Kilou just, you know, two or three weeks ago. So this is the current market for those ships. These ships They don't open up yet, so charters are waiting a little bit to see how the market develops. And we have to see how we will be able to fix them. But the current market is 35, 35.5 is what we did on our near sister vessels. Okay.

For three-year charters, 35.5. Okay.

Yes, that's for three years. If we do a shorter duration, it would be probably a higher rate. But we would like to fix for a longer duration.

Okay. And this is the final question. If the distribution happens on the 17th, would that mean Euroholding's first day of trading would be the 18th?

I think we have to get back on that, but I believe the 17th would be the first day of trading. Okay. There will be some when-issued trading possibilities even before that, but we will issue a release clarifying to these technicalities.

Okay. Thank you very much.

Thank you.

Thank you, Mark.

Thank you. As a reminder, if you would like to ask a question, please press star 1 on your telephone keypad. Our next questions come from the line of Poe Frat with Alliance Global Partners. Please proceed with your questions.

Hello, Eric Stevens. Hello, Thomas. Hi. Thomas, can you, well, one, you know, Eric Stevens, I'd like to compliment you because you always not only do a thorough overview of the container ship market, but also It's a very measured one, which I really appreciate. You highlight a lot of things that potentially could go wrong, but, you know, I really appreciate that. Could you talk about fourth quarter OPEX G&A per day? It looks like it was over $1,000. You're forecasting, you know, about 35% lower than that going into the first quarter OPEX. And was that because of the spinoff, or can you just highlight any maybe unusual G&A expenses that happened in the fourth quarter? Yes.

I mean, typically our fourth quarter, it has a little bit bump on the G&As. It's probably not so much on the expense for the spinoff, but there is a year-end bonus that the company pays that is reflected in the fourth quarter numbers.

Okay. Great. And then, as you mentioned, you're going to report the first quarter with, you know, X, the spin-out, correct? Just from a modeling standpoint?

What's going to happen is that we would start to include, I mean, Eurasia will include the euro holdings vessel up to the date of the actual distribution. So it I think it will include earnings from euro holdings up until March 17th, assuming that is the distribution date. So it will have those extra vessels, but we will provide an adjusted earnings to reflect the continuing feed. Because what we are distributing is a very small percentage, we will not have to report historically, we won't have to adjust historically the results of EuroSeeds to reflect the continuing competition. I mean, it was very different in the EuroDry case seven years ago. In this case, it would be like we are selling the vessel, so we're providing dividends. So the formal accounting numbers will include the two or the three vessels up until March 17. They will include the capital gain from Diamandis. also in Eurasia, but we will provide some adjustments and some explanatory data.

So the first quarter is going to be a little noisy. And this is just a little bit of a nitpicky thing, but in your time charter chart, you know, the fleet profile, it shows the Antwerp is not having any follow-on work after March. I just want to make sure and confirm that, you know, that also was a awarded a three-year time charter at $35,500, you know, just like the Kellogg.

Yeah, I mean, the way I... I mean, I have in front of me the slide from my computer, though, not from the version that we shared on the web, and it does see special adverb having $35,500 until May 28.

Okay. Yeah, it's just a, you know... But can you just highlight how much you're going to spend on the new builds in 2025 and 2026 and 2027, if you have those numbers handy? I have.

I don't think we have any payments to do on 2025. Correct, correct.

Nothing on 2025.

And I think the next time we pay is 2026. And I will tell you momentarily. So we make, we have to make an installment, a progress installment payment in the fall, in the third quarter of 2026, and then the remaining 2027 for one of our vessels, and the same for the other one, I believe. Yes. I'm sorry. There will be 6 million a vessel in 2026. So, $12 million not in 2025, $12 million for both vessels in 2026, and the remaining in 2027. Great. Thank you so much.

Thank you both. Thank you. As a reminder, if you would like to ask a question, please press star 1 on your telephone keypad. Our next questions come from the line of Mark Reichman with Noble Capital Markets. Please proceed with your questions.

Yes, I just wanted to clarify. So the first quarter 2025, when you report, so those two vessels will be in your earnings until March 17th. It won't be based on the drop-down date. It won't be based on the January 8th. And then so that would also, you mentioned some adjustments. What were some of those adjustments that will...

I think we will provide the figure without those vessels as well.

With and without the vessels. Okay, great. All right. That's very helpful. Thank you very much.

Thank you. As a reminder, if you would like to ask a question, please press star 1 on your telephone keypad. Our next questions come from the line of Beau Frant with Alliance Global Partners. Please proceed with your questions.

Sorry, just two quick ones, if I may. Well, first of all, congratulations on increasing the dividend. And then secondly, can you just talk about stock buybacks, Tassos? You know, it looks like the last time you reported in third quarter versus the fourth quarter. You brought back about 11,000 shares at just under, I think, $40. Can you just talk about stock buybacks and what priority they are in your capital allocation process?

Well, obviously we've been more involved with all the procedures and the practicalities of getting euro holdings over the bar, and, you know, we're happy that we have reached that point. We will have to wait and see how we trade after the spin-off, but it is always something that we have in mind and we might use. We have also been looking at various investment opportunities, because indeed, you know, we have quite a lot of cash. Unless we proceed with an investment opportunity with buying an asset supported by a time charter or whatever, if we feel that our share price doesn't respond as we are hoping it will, we might be using it again, yes.

I mean, in any event, our shares probably represent the best investment opportunity. And we always have that in the back of our mind when we decide about capital budgeting. Great. Thank you so much.

Thank you. As a reminder, if you would like to ask a question, please press star 1 on your telephone keypad. I'm not showing any further questions at this time. I'd now like to hand the call back over to Mr. Aristides-Piras for any closing remarks.

you all for being part of this discussion today. We will be back to you in three months' time to go over Q1 results.

Thank you very much. Bye-bye. Thank you. This does conclude today's teleconference. We appreciate your participation. You may disconnect your lines at this time. Enjoy the rest of your day.