Danaos Corporation

Good day and welcome to the Denaus Corporation Conference Call to discuss the financial results for the three months ending June 30, 2025. As a reminder, today's call is being recorded. Hosting the call today is Dr. John Gustas, Chief Executive Officer of Denaus Corporation, and Mr. Evangelos Hadzis, Chief Financial Officer of Denaus Corporation. Dr. Gustas and Mr. Hadzis will be making some introductory comments, and then we will open the call to a question and answer session. Should you need assistance, please signal a conference specialist by pressing star, then zero on your telephone keypad. After today's presentation, there will be an opportunity to ask questions. To ask a question, you may press star, then one on your telephone keypad. To withdraw your question, please press star, then two. Please note this event is being recorded. I would now like to turn the conference over to Evangelos Hadzis. Please go ahead.

Thank you, operator. Good morning, everyone, and thank you for joining us today. Before we begin, I quickly want to remind everyone that management's remarks this morning may contain certain forward-looking statements and that actual results could differ materially from those projected today. These forward-looking statements are made as of today, and we undertake no obligation to update them. Factors that might affect future results are discussed in our filings with the SEC, and we encourage you to review these detailed safe harbor and risk factor disclosures. Please also note that where we feel appropriate, we will continue to refer to non-GAAP financial measures such as EBITDA, adjusted Metinkan, time charter equivalent revenues, and time charter equivalent dollars per day to evaluate our business. Reconciliation of non-GAAP financial measures to GAAP financial measures are included in our earnings release and accompanying materials. With that, let me now turn the call over to Dr. John Kustos, who will provide the broad overview of the quarter. John?

Thank you, Evangelos. Good morning, and thank you all for joining today's call to discuss our results for the second quarter of 2025. As we move through the second half of the year, some uncertainties around global trade are beginning to subside. In particular, there is increasing clarity about tariffs, many of which have been or are being finalized at much lower rates than feared. While tariffs on imports to the U.S. will be much higher than historic averages, the U.S. economy is stable and the American consumer keeps purchasing foreign goods. As inventories normalize, we anticipate a gradual improvement in trade flows. Geopolitically, there have been no major shifts with the conflicts in Ukraine and Gaza ongoing. The absence of further escalation is somewhat reassuring, though the potential for volatility remains elevated. We continue to monitor developments closely, but we have not seen any new disruptions to global shipping routes in the past quarter. Against this backdrop, we are maintaining our disciplined approach to capital allocation. We're not broadly participating in the current wave of speculative ordering, particularly in the figure segment, where pricing appears disconnected from long-term fundamentals, and we're only pursuing investments that meet our return criteria. In the second quarter, we added one additional 6,000 EU vessel to our order book at the figure with which we have an existing relationship. Importantly, this vessel has already been fixed on a five-year charter to a long-standing client, locking in visibility and attractive returns. Our chartering strategy continues to deliver results. We added approximately $113 million to our contracted revenue backlog since the previous earnings release, and our $3.6 billion total contracted revenue base provides meaningful insulation from shorter market fluctuations. Our contracted charter coverage stands at 99% for 2025 and 88% for 2026, including new buildings scheduled for delivery during this period. On the dry bulk side, we saw some seasonal firming in the market, but broader weakness persists largely due to deflationary conditions in China. While we continue to evaluate opportunities in the sector, asset values for modern tonnage remain elevated, and we are in no rush to commit capital in an uncertain macroeconomic environment. From a financial perspective, we remain in an enviable position. With minimal leverage on the growing base of contracted earnings, we have the luxury of patience. Our strong balance sheet and cash generation capacity provide ample firepower to support our strategic priorities and position the announced for long-term success. We continue to focus on discipline execution, operational excellence, and value creation for our shareholders. With that, I'll hand the call over back to Evangelos, who will take you through the finances of the quarter. Evangelos?

Thank you, John, and again, good morning to everyone, and thank you for joining this morning. I will briefly review the results for the quarter, and then we will open up the call to Q&A. We are reporting adjusted EPS for this quarter of $6.36 per share, or $117 million compared to adjusted EPS of $6.78 per share, or $132.3 million for the second quarter of 2024. This $15.3 million decrease in adjusted net income between the two quarters is mainly the combined result of a $24.7 million increase in total operating costs, mainly due to the increase in the average number of assets in our fleet, a $3.6 million increase in net finance costs, and a $2.7 million decrease in dividend income from investments, partially offset by a $15.9 million increase in operating revenues. On the revenue side, as analyzed in our earnings release, the increase in our fleet produced a combined $26.6 million of incremental operating revenues quarter on quarter, that was supplemented by an extra $2.8 million in higher operating revenues as a result of higher fleet utilization. Those were partially offset by an $8.2 million decrease in revenues on our container segment as a result of lower contracted charter rates between the two periods, and $5.3 million lower non-cash U.S. gap revenue recognition accounting. Vessel operating expenses increased by $9.3 million to $56.4 million in the current quarter from $47.1 million in the second quarter of 2024, mainly as a result of the increase in the average number of vessels in our fleet, while our daily operating costs increased to $7,556 per vessel per day for the current quarter compared to $6,961 per vessel per day in the second quarter of 2024. Our operating costs, however, continue to remain among the most competitive in the industry. GMA expenses came in lower, slightly lower, decreased by $0.1 million to $11.2 million in the current quarter compared to $11.3 million in the second quarter of 2024. Interest expense excluding finance cost amortization went up by $4.3 million to $8.9 million in the current quarter compared to $4.6 million in the second quarter of 2024. This increase is the combined result of an increase in our average indebtedness by $265 million between the two periods that produced $3.5 million of incremental interest expense. And that was partially offset by a reduction in the cost of debt service by approximately 90 basis points, 0.9%, mainly as a result of a decrease in software costs between the two periods. We also had a 0.8 million increase in interest expense due to lower capitalized interest on vessels under construction between the two periods. At the same time, as a result of increased average cash balances, our interest income came in at $3.7 million in the current quarter, largely offsetting interest expense. As JASIP EBITDA decreased by .5% or 0.8 million and came out to $176 million in the current quarter compared to $176.8 million in the second quarter of 2024 for reasons that have been already outlined earlier on this call. We also encourage you to review our updated investor presentation that is posted on our website as well as subsequent events disclosures. I'd like to mention a few of the highlights. Since the date of our last earnings release, we have added $113 million to our contracted revenue backlog. As a result, our backlog remains strong and now stands at $3.6 billion with a .8-year average chart of duration, while contract coverage is at 99% for 2025 and 88% for 2026. Within our investor presentation, you will find analytical disclosures on our contracted charting book. As of June 30, 2025, our net debt stood at $224 million and in the current interest rate environment, this position changes from high interest costs. Additionally, the company's net debt to adjust in EBITDA ratio stood at 0.3 times, while 53 out of our 84 vessels in the water are currently unencumbered and debt-free. We have declared a dividend of 85 cents per share for this quarter, and we continue to have $94.3 million remaining authority to repurchase stock under our $300 million share repurchase program. Finally, as of the end of the second quarter, cash stood at $546 million, while total liquidity, including availability under our revolving credit facility and marketable securities, stood at $924 million, giving us ample flexibility to pursue our creative capital deployment opportunities. With that, I would like to thank you for listening to this first part of our call. Operator, we are now ready to open the call to Q&A.

We will now begin the question and answer session. To ask a question, you may press star, then 1 on your telephone keypad. If you are using a speakerphone, please pick up your handset before pressing the keys. If at any time your question has been addressed and you would like to withdraw your question, please press star, then 2. At this time, we will pause momentarily to assemble our roster. The first question comes from Omar Natka of Jeffries. Go ahead, please.

Thank you. Hi, good afternoon, John and Vandala. Thank you for the update.

Hi, Omar.

Hi, John. Yeah, I just have a few questions. Perhaps we'll just first bid on sort of the charter market. Clearly, you've added backlog here during the second quarter. It's obviously nice to see the backlog grow, although maybe the pace hasn't been as aggressive as we saw then, it's exceeding two or three quarters. I just wanted to get a sense of how you see the market now in terms of your charter demand. Has the pace of forward-fixing flowed from your perspective? And then also, you do have a couple of ships that roll off charter. I think there's the 160MA, there's the 6500TU. They're rolling off in the next several months. I think there's options embedded. Are those being marketed or do you think those are going to be actually sold?

Thank you. Yeah, Omar, the market is pretty stable. Demand is there for all the ships. There are a number of ships that actually have options, so there's nothing much that we can do further. Most of the ships of this year are already being fixed. There are minimal things for next year. And when we're talking about 2027, there is still interest for newer ships over there. That's why we fixed also this new building, that latest one that we got for 2027 delivery. For the time being, and bearing in mind that we don't foresee any change in the Red Sea passage, at least for the second half of 2025, I don't expect any significant changes.

Okay, thank you. And then maybe just in terms of capital allocation, clearly as you mentioned, the now as you will position the strong balance sheet, nice backlog, good amount of cash. As we think about just capital deployment from here, you're not chasing anything yet. Plenty of flexibility. In terms of the buyback, it looks like it's been put on pause to an extent, at least since the last update. Is that a change in approach in terms of how you're looking at that, or is it just simply perhaps any tactical that's given how strong the share performance is then?

It's just that when you see actually the stock appreciating really so much to continue buyback, it would have shot the price up quite dramatically, which is not really to the interest of long-term shareholders. It would just be, let's say, used for flippers. And that is why we have paused the buyback. On the other hand, despite the shipping being kind of an independent market, we see that there is a lot of froth in the stock market all over the place. And everybody is talking about correction. So this is going to drag shipping companies as well during that correction. And that's why we're very cautious into just chasing the market upwards.

Okay, yeah, that makes sense. I understand. Okay. And then maybe just the final one, maybe perhaps, Evangelos, to you, you were talking about the higher cost, the result of cabbage more ship. Also, just the rate itself per day went up quarter over quarter. Is this kind of a new, would you say, is this a run rate going forward, or should we assume kind of a bit more of a, you know, moderation towards prior averages?

Yes, thank you, Omar. To a great extent, this is circumstantial because we've had certain bulk orders placed within the second quarter. And obviously, you now see the quarterly figure shooting up, but this is going to normalize as we head towards nine months of full year numbers.

Okay. Okay, good. I will thank you guys. I'll turn it back.

Thanks.

Okay, the next question comes from Clement Mullins of Value Investors Edge. Go ahead, please.

Hi, good afternoon. Thank you for taking my questions. In the prepared remarks, you had a comment on feeder ship speculative orders. Your fleet renewal program has mostly focused on vessels above 6000 TU, where you could secure long term contracts. But could you talk about your expectations for feeders? To what extent do you expect the lower relative order book to provide a tailwind?

Well, definitely, you know, a shortage of ship always provided tailwind. But the thing is with feeders, it's very difficult to get long term contracts unless you give pretty low rates. Because charters can find the ships relatively easily, and they don't want to commit long term. On the other hand, there are lots of things happening. I mean, with all the new increased fuel costs, people will try to upsize services in order to get the ship to the level of the economy. And lower the cost per TU mile on a larger ship. And also bearing in mind that today, the new generation of ships is much shorter and can go in most of the ports that the feeder ships can go. So, you know, we don't want to really overextend at prices which are rather expensive.

Makes sense. That's very interesting color. Thank you. I also wanted to ask about your most recent new build edition, which has a scheduled delivery in 2027. Could you talk a bit about how you managed to get such a prompt delivery? Is it a resale or was it a function of your relationship with the yard?

No, no, it was purely a relationship with the yard. They adjusted their kind of birth schedules and there was one available birth. And of course, as we were building in this yard, we were the first ones that they approached. And we concluded practically within a day, a new contract. And then of course, we went out and we chartered the vessel. But we didn't tie the ordering of the ship with the charter, which is what most people are trying to do.

Makes sense. That's helpful. That's all from me. Thank you for taking my questions. Thank you.

It appears we have no further questions at this time. I would like to turn the call back over to Dr. Gustas for any further comments or closing remarks.

Yes, thank you all for joining this conference call and your continued interest in our story. Look forward to hosting you in our next earnings call.

Thank you. This concludes today's teleconference. We would like to thank everyone for their participation. Have a wonderful afternoon.