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Thank you for standing by, ladies and gentlemen, and welcome to the Grinrush Shipping Holdings LTD conference call on the third quarter 2021 financial results. We have with us Mr. Martin Wade, Chief Executive Officer, and Mr. Stephen Griffiths, Chief Financial Officer of the company. At this time, all participants are in a listen-only mode. There'll 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. We now pass the floor to one of your speakers today, Mr. Wade. Please go ahead, sir.

Thank you, operator. Welcome, everyone, and thank you for joining our call on the third quarter and nine-month 2021 financial results. I'm going to ask you to turn to slide two. Let me please refer you to the forward-looking statement disclaimer. On this call, we will make certain forward-looking statements, including statements regarding our future financial and operating performance. These statements include information regarding future time charter contracts, outlooks for the dry bulk market, and other operating matters. These statements are based on the briefs and expectations of management as of today. Our actual results may differ materially from our expectations. Investors should read carefully the risks and uncertainties described in this live presentation and in yesterday's press release, as well as the risk factors included in our annual report and our other filings with the SEC. We assume no obligation to revise or update forward-looking statements, whether as a result of new information, future events, or otherwise, except as required by law. In addition, during this call, we will be discussing certain non-GAAP financial measures. Additional disclosures relating to these non-GAAP financial measures including reconciliation to the most directly comparable gap measures, please see yesterday's press release on pages 24 to 26 of this slide deck, which is posted on our website and our filings for the SEC. Now, can I please ask you to turn to slide four for an overview of our third quarter and nine months 2021 financial highlights. During the third quarter and first nine months of 2021, Greenrod Shipping achieved stronger results when compared to the same period in 2020, taking full advantage of the robust market conditions and the earnings power of our expanded owned fleet, following the acquisition of the remaining portion of our IBS bulk subsidiary. For the third quarter of 2021, we generated record gross profit adjusted EBITDA, and adjusted net income of $62 million, $69 million, and $45.8 million, or $2.38 per ordinary share, respectively. The respective figures for the nine-month period of 2021 were $110.2 million, $131.5 million, and $68.5 million, or $3.56 per ordinary share. Our CFO, Steve Griffiths, will go into more details on our financials later on in this presentation. Executing under our share repurchase program, we acquired a combined total of 91,871 ordinary shares in the open market on NASDAQ and the JSC during the third quarter at an average price per share of $14.87. During the first nine months of 2021, we repurchased a total of 125,338 ordinary shares at an average price of $13.16 per share. As of September 30, 2021, we had cash and equivalents of $78.5 million and restricted cash of $6.6 million. Now please turn to slide five to look at our operational highlights for the third quarter of this year. As announced on September 1st, we exercised our option to extend the chartering period of the 2015 built Supra Max Dry Bulk Vessel IBS Pinehurst for a further 11 to 13 months at $10,000 per day, starting from approximately January 3rd, 2022. In addition, on September 1st, 2021, we announced the acquisition of the remaining 31.14% equity stake in IBS Bulk Joint Venture, and concurrent redemption of the IVS Bulk preference shares. Subsequently, on September 15, 2021, we amended one of our existing credit facilities to draw down an additional $23 million to partially fund the IVS Bulk acquisition. Subsequently, on September 16, 2021, we closed the acquisition and concurrent financing of the 2019 Japanese-built Ultramax Bulk Carrier IVS Phoenix. The vessel was already in the Grinrod shipping core fleet and originally chartered in for a minimum period of three years from delivery with two one-year extensions and no purchase option. We acquired the vessel for $23.5 million, which we believe reflects a significantly reduced price relative to the fair market value of the vessel due to the early termination of the prevailing charter agreement. The financing arrangement was with a separate third party in Japan on attracted terms for a net amount of $25 million. Now turning to slide six to discuss our recent developments. We are particularly pleased to announce the declaration of our first quarterly cash dividend of 72 cents per ordinary share, reflecting our new dividend policy and a capital return policy of returning approximately 30% of our adjusted net income to our shareholders through a combination of share repurchases and or quarterly dividends. The dividend is payable on or about December 13, 2021, to all shareholders of record as of 3 December 2021. Our key focus with the capital return policy is to create a simple, transparent, sustainable capital return policy that allows the company to retain significant cash flow to further strengthen the balance sheet and pursue growth while rewarding shareholders with material dividends and or share repurchases in times of market strength. Lastly, we recently exercised our option to extend the chartering period of the 2014 one-built Ultramax Bolt Carrier IVS Naruo for a further 11 to 13 months at $13,000 per day, starting from approximately January 21, 2022. Now I'll pass the floor over to Steve Griffiths, our Chief Financial Officer, who will go over the financial highlights and performance for the third quarter of 2021. Steve?

Thank you, Martin. Turning to slide eight, as Martin said earlier, during the third quarter of 2021, we achieved stronger results, taking full advantage of the robust market conditions and the earnings power of our expanded own fleet, following the acquisition of the remaining portion of our obvious bulk subsidiary. In this context, revenue increased to $135.1 million in Q3 2021, compared to 53.9 million in Q3 2020. Gross profit increased to 62 million in Q3 2021, compared to 1.6 in Q3 2020. Net profit attributable to owners of the company increased to 44 million, or $2.29 per ordinary share in Q3 2021, from a loss of 14.3 million, or a loss of 75 cents per ordinary share in Q3 2020. On the right-hand side of slide eight, we go over the first nine months of 2021. Revenue increased to $366.4 million compared to $221.1 million during the same period of 2020. Gross profit increased to $110.2 million compared to $10.5 million in 2020. Net profit attributable to owners of the company increased to $66.1 million or $3.44 per ordinary share in 2021 from a loss of $24.8 million or a loss of $1.31 per ordinary share in 2020. Turning to slide nine, the strong operational and financial performance of the first nine months of 2021 has allowed the company to strengthen its cash liquidity and reduce its net debt to $167.1 million from $227.2 million at year-end 2020, while simultaneously pursuing growth initiatives such as the IVS bulk transaction. We believe Greenrod is well-positioned to further pursue its expected growth and capital return strategies. On slide 10, we provide our bank loans and other borrowings repayment profiles at September 30, 2021. Limited debt maturities until 2025, combined with a conservative amortization profile, provide us with balance sheet flexibility going forward. Let's turn to slide 11. We will now briefly discuss results in the drywall business for the third quarter of 2021. 85 PCE per day was $25,919 from the three-month exit in September of 2021. versus 6,713 per day for the same period in 2020. Supermax Ultramax TCE per day was 29,934 for the three months ended September 30, 2021, compared to 10,831 per day for the same period in 2020. As of November 15, 2021, we have contracted approximately 1,274 operating days, at an average TCE of $30,220 per day for our handy sizes, and approximately 1,704 operating days at an average TCE of $33,341 per day for our Supermax Ultramax. The average long-term chartering cost per day for the Supermax Ultramax fleet for the fourth quarter of 2021 is expected to be approximately $12,890 per day. Now turning to slide 12, the rise in the dry bark freight rates thus far in 2021 is easily demonstrated versus our historical results. During the first nine months of 2021, approximately 90% of the fleet was predominantly trading either on index-linked cargo contracts, short-term time chargers, or in the spot market, leaving us exceptionally well positioned to take advantage of the strong freight rate environments. To put this into context, with every $1,000 change in TCE per day equated to approximately 2.7 million of TCE revenue during the third quarter of 2021, and that's for the core fleet. Now turning to slide 13, it shows the core fleet cash break-even analysis for the first nine months of 2021. Our own fleet break-even was 10,953 per vessel per day, Our long-term chartering break-even was $14,171 per vessel per day, and core dry-bolt break-even was $11,743 per vessel per day. The cash break-even rate per day includes operational expenses, net G&A, interest expense, and debt repayment. Turning to slide 14 for a breakdown of our fleets, With an average age of approximately seven years, our core fleet consists predominantly of ecovessels built in Japan, which is among the youngest and most efficient in the industry, with distinct commercial and operational advantages. Turning to slide 15, we want to provide our shareholders with more clarity on the value of our long-term chartering vessels and associated purchase options. And on this slide, we provide additional financial information on these contracts. Our dynamic and flexible commercial strategy of opportunistically chartering in vessels on both long and short-term time charters with extension options optimizes our ability to service our cargo contracts, and it enables us to maximize earnings and profitability, as all of these have been contracted at levels significantly below current charter market rates. Furthermore, we hold purchase options for five of our long-term chartered-in vessels all of which are now well in the money and below their prevailing market values, thereby presenting us with highly attractive options to grow our own fleet. The recent acquisition and financing of the RBS Phoenix during the quarter is a prime example of the advantages and benefits of this strategy. With that, I would like to turn the call back over to Martin.