Golden Ocean Group Limited

Good day, and welcome to the Golden Ocean Q4 2023 release. My name is Lars Christian Svensson, and I'm the CEO of Golden Ocean. Today, our CFO, Peter Simonsen, and I will guide you through our Q4 numbers, recent activities, and our forward outlook. Here are the highlights for the fourth quarter of 2023. Our adjusted EBITDA in the fourth quarter ended up at 123.2 million compared to 78.9 million in the third quarter. We delivered an adjusted net income of 64.6 million and adjusted earnings per share of 32 cents compared with an adjusted net income of 22 million and earnings per share of 11 cents for the third quarter. Our TCE rates for Cape size and Panamax vessels were $25,176 per day and $16,738 per day respectively. That took us to a combined fleet-wide net TC of about $22,000 per day. For Q1, we have secured a net TC of $25,000 per day for 74% of the Cape size days and 15,400 per day for the 84% of the Panamax days. For Q2, we have a net TC of 25,000 per day for 25% of the Cape size days and 14,200 per day for 19% of the Panamax days. During the quarter, we have agreed to sell one Panamax for a net consideration of 15.8 million and receive the financial commitments for an aggregate amount of 625 million at highly attractive terms. We continue to prioritize dividends and we're pleased to declare a dividend of 30 cents per share for the fourth quarter of 2023. I will now pass the word over to Petter.

Thank you, Lars Gusten. If we move to our profit and loss on slide five, We recorded a fleet-wide TCE rate of 22,000 in Q4, up from 17,000 in Q3. Our full year fleet-wide TCE rate for 2023 ended at 17,900. We had two ships dry docked in Q4, the same as Q3, contributing to about 109 days of fire in Q4 versus 115 days in Q3. We have two ships scheduled for dry dock in Q1 this year, of which one vessel has completed dry dock as of today. This resulted in net revenues of 196.7 million compared to 156.6 million in Q3. Our operating expenses came in at 63.4 million versus 64.5 million in the previous quarter. The running expenses were largely unchanged quarter by quarter, while the OPEX reclassified from charter hire was 3 million this quarter, 1.9 million lower than Q3. Our general and administrative expenses came in at 4.9 million, up from 4.4 million in Q3. This translates into a daily GNA of $528 per day, net of cost recharged to affiliated companies, up from $468 per day in Q3. Our charter hire expense came in at $6.9 million, down from $8.3 million in Q3 as a result of fewer vessel days in our trading portfolio. Our net financial expenses came in at 27.4 million, down from 28.1 million in Q3. A change mainly due to lower average debt and higher return on short-term deposits. On derivatives and other financial income, we recorded a loss of 5.8 million compared to a gain of 11.9 million in Q3. biggest contributor to this is a 9.5 million loss on interest rate swaps which is a combined result of 13.6 million mark to market unrealized loss offset by a 4.1 million realized cash gain under our interest rate swap portfolio results from investment in associates we recorded a gain of 2.7 million compared to a 300,000 loss in Q3. This relates to our investments in Swiss Marine, TFG and USC. Our net profit of 57.5 million or 29 cents per share. and an adjusted net profit of 64.6 million dollars and 32 cents per share was recorded in Q4. A full year 2023 net profit came in at 112.2 and an adjusted net profit of 117.4 million. And as Lars Christian mentioned, we announced a dividend of 30 cents per share for Q4. Moving to slide six, we had cash flow from operation coming in at 96.9 million, which includes 1.7 million in dividends received from associated companies. On cash flow provided by investments of 14.7 million, we recorded 21.2 million relating to the sale of one Supermax vessel, which was offset by 6.1 million in installments and costs relating to our Camsomax new buildings. On cash flow used in financing, we recorded 92.7 million, which comprised over 14 million prepayment of finance lease relating to the sale of a supermax vessel, 33.7 million in scheduled debt and lease repayments, 25 million in repayment under the revolving credit facilities, and a dividend payment of 20 million relating to our Q3 results. Our total net increase in cash was 18.9 million. Moving to slide seven, we recorded cash and cash equivalents by quarter end of $118.6 million, which includes a $2.2 million restricted cash holding. In addition, we had $75 million in undrawn available credit facilities at quarter end. Debt and finance lease liabilities totaled $1.5 billion end quarter, down by approximately $70 million quarter on quarter. The average fleet-wide loan-to-value under our company's debt facilities was 43.8% by year-end. And with a book equity of 1.9 billion, we recorded a ratio of equity to total assets of approximately 55%. Looking at the newly established financings on the next slide, we have established an aggregate of 625 million in new financings, which comprises of lease financing, bank financing in the European market, and bank financing in a broader Asian banking group. The latter facility is subject to customary documentation and closing procedures. The financing has a weighted average tenor of 5.7 years and a weighted margin of 172 basis points, which evidences Golden Ocean's strong position in the global financing markets, including now a broad exposure to Asian debt capital. And with that, I give the word back to Lars Huston.

Thank you, Peter. Let's have a look at the current Golden Ocean exposure. Golden Ocean continues to focus on the larger segments Cape Size and Panamax. As you can see from the left graph, compared to our pairs with meaningful market caps, we are the largest play cape size option with 64% of our fleet exposed to this market. Over the last years, we have actively tuned the fleet to where we are today. This is to be able to capture the spikes in the cape size sector, as described in the right graph, where you can see over time holds the highest income potential compared to the smaller sizes. With our company being dual listed in New York and Oslo and a market cap of around $2.4 billion, we offer large liquidity and exposure to the most favorable dry bulk segment, which we will substantiate further in this presentation. The capes have market rebounded in the fourth quarter of 2023, and a strong push has continued into the traditionally slow Q1. So far, however, 2024 has been anything but slow. Colombia, Brazil, West Africa and Indonesia have increased year-to-year exports in drastic numbers, and the limited activity through the Suez Canal has created even longer holes, which have an instant impact on the Cape-sized ton-mile scenario in addition to the added market volumes. The Panamax market has benefited well from the ton-mile agribulk trade, which is up 5.5% year-on-year, much thanks to the strong soya bean season from the East Coast South America. As an often used metric to identify appetite for iron ore, we're still watching an iron ore price at around $125 per tonne. On the subject of iron ore, we move to the iron ore and bauxite exports. The bauxite exports from Guinea reached $125 million in 2023, totalling 12.5% of all cape-sized tonne miles. Since 2019, this is an increase of almost 6%. It has become a new structural trade in the Cape size segment with high transparency given China is on the receiving end of about 85% of the total volumes. If I can draw your attention to the left graph, you can see the trade is also inversely seasonal. The bauxite high season is in Q1, whereas Brazil traditionally enters its low season in the same quarter. This year, however, due to dry weather in Brazil, we have seen both exports route active in large volumes with Brazil exporting about 20% more year on year. The underlying kicker will also be the iron ore Simandou mine from West Africa coming on stream in late 2025 with an export capacity of 60 million tons. Let's have a look at the steel production. China is predicted to maintain a relatively flat steel production for 2024. and the steel inventories are about the same levels year on year. Also, the steel export from China, which we saw increased by a healthy 35% in 2023, is forecasted to continue at a good level this year. India continued their mission to double steel capacity by the end of this decade and had a healthy growth of 12.5% in 2023. The country is expected to continue this growth until 2030. Last but not least, the rest of the world, after struggling with the inflation ghost, is finally showing signs of a steel production rebound. A solid 7% increase in Q4 and a forecast of 6% increase in the next two years paint a positive picture for global steel production. So where to focus in dry going forward? In addition to the healthy and positive ton-mile scenario, as discussed in the capeside segment, the order book is closing in on a 30-year low. Compared to the other dry segments, cape size holds the most promise when it comes to vessel supply. The congestion in the cape space is close to a historical low, meaning that the downside risk to fleet efficiency has already been priced. It is clear, based on the data and visibility we have today, that the cape size segment is the place to be. To round off this presentation, we would like to remind you of the strong cash flow potential we hold in Golden Oceans. As the spot freight market continues to push close to the $30,000 mark, Golden Ocean yields well above 20%. We would not be surprised if we can reach the mid-30s on freight in the near future, which would yield 30%. Yet again, the Golden Ocean model, with downside protection in weak markets and upside potential in solid markets, have proven substance. I will now pass the word back to the operator and would welcome any questions. Thank you very much.

Thank you. To ask a question, you will need to press star 1 and 1 on your telephone and wait for your name to be announced. To withdraw your question, please press star 1 and 1 again. If you wish to ask a question via the webcast, please type it into the box and click submit. Once again, if you would like to ask a question via the telephone, please press star 1 and 1. We will now go to your first question. One moment, please. And your first question comes from the line of Emily Harkins from Jefferies. Please go ahead.

Thank you. Hello, everyone. This is Emily on for Omar. Thank you for taking your question. We first wanted to ask, how are you thinking about the rising ship value, particularly in the secondhand market? You've agreed to sell one of your Panamaxes, and we're wondering if you're looking for maybe some more opportunities to sell off some of the older tonnage at this time.

Thank you, Emily. We are looking to optimize the fleet at any point of time, and some of our older Panamaxes does not fit into our current vessel scope. So it's likely that we will try to divest those at attractive prices as we go forward as well.

Thank you. And then secondly, both the CAPE SFA curves in your guidance suggest that 1Q will be a strong quarter despite the seasonal softness. And you touched on this in the presentation, but could you please provide some further detail behind industry drivers causing market strength, particularly within the Cape-sized segment? Thank you.

Yeah. No, we have had a very interesting start to the year. But if you go three, four years back, when you have a Cape-sized ballasting from the Pacific and into the Atlantic, they only really had one option, and that was to ballast to Brazil and then go back to China. A couple of years ago, and especially last year as well, the bauxite option from West Africa opened up. And now that we have the insecurities around Suez, when you have a ship coming around the Cape of Good Hope, you now can look at cargoes from Colombia and also from the U.S. East Coast. That creates pockets of strength, which will also be shown by the volatility going forward. But that is a lot more legs to stand on now than we had in the previous years. We're quite optimistic about the ton mile and also the freight that we see on the Cape South going forward due to the volatility.

Thank you. That's all for me. I'll turn it over.

Thank you, Emily.

Thank you. Once again, as a reminder, if you would like to ask a question via the telephone, please press star 1 and 1. There are currently no further phone questions. I will hand the call back to the room for web questions.

Let's see here. We're just reading through the questions. Give us one second.

I think the first question relates to our LTV and our strategy surrounding leverage and I think we have a very clear focus on cash break even and although asset values have come up massively, we know that they are very volatile and it's not really about the relative leverage that we have on our fleet, it's more about the absolute leverage where we want to maintain our cash breakeven levels. We have the last two years refinanced all our debt, but we have not increased the debt level of those facilities in an immaterial way for that reason. So I think our strategy to maintain a sort of mid-cycle 55% leverage, it sustains well with maintaining a healthy balance sheet throughout the cycles and maintaining a sustainable cost level throughout the cycles.

Yeah.

Very good. I will take the next one. How surprised we were by the strength of the market in Q1? We weren't very surprised about that. As you saw from our previous presentation, we were quite spot-oriented as we moved into the quarter. So we expected a big push due to the drivers mentioned earlier, and we think this will continue going forward as well. As related to our bookings into Q2 at $25,000 a day, We're quite happy with that level. It means that we can continue to look for pockets of strength in the market and tune our fleet into the spot market where we see opportunity. Thank you.

These were the questions that we have.

There are also no further phone questions.

All right. Then I'll thank you for joining this call and we will be back in three months time.

Thank you very much.