d'Amico International Shipping S.A.

Good afternoon. This is the conference operator. Welcome and thank you for joining the D'Amico International Shipping Full Year 2025 Results Web Call. All participants are in listen-only mode and after the presentation, there will be a Q&A session. At this time, I would like to turn the conference over to Federico Rosen, CFO. Please go ahead, sir.

Thank you. Hello, everyone, and welcome to the Amigo International Ship in full year 25, Irving's Call. Skipping the executive summary and going directly to the snapshot of our fleet. We have right now 29 ships on the water, of which six are LR1s, 17 are MRs, and six are handy vessels. 27 of these ships are old vessels, while we still have two ships in Maribor Charity. We also have, as you probably know, 10 ships under construction. Four are ones we'd expect to deliver in 2027. Four MR we'd expect to deliver in 2029. And two Handis we'd expect to deliver also in 2025. young fleet of 9.6 years, compared to an industry average of almost 15 years for MRs and 16 years for MR1s. 93% of our fleet is eco, compared to an industry average of 40%. Basically looking at our fleet, now only two ships are not eco vessels. Moving to the next page, on the depth side, You probably read our recent press release. We were quite active on the bank loan front, bank debt front. So as you know, we just repaid about $82 million of some old loans that we had. And we drew down new facilities for approximately $83 million at a considerably lower margin over the US dollar software. So right now we have a weighted average spread on software of only 1.6%. which is a very low number for us, and also the average duration of our debt was, the remaining maturity of our debt was 3.3 years at the end of September, and it is now 4.9 years. We also had a big chunk of our debt expire in 2027, which is a crucial year for us because it's also when we expect to get the delivery of this quarter, the ones that I just mentioned before. And we basically refinanced that debt now at just $10.9 million of debt coming to maturity in 2027. This figure was $67 million before these transactions. On the right hand side, you see also the evolution of our daily bank loan repayment on our own vessels, which was $6,100 a day in 2019, and it dropped to $2,446 a day in 2025. we are expecting to be even lower in 2026. Moving to the next slide. As usual here, we provide rough guidance on Q1 26, which, as you can see, looks very profitable. In addition to our timeshare coverage of 63%, at an average daily rate of $23,300 a day. We also fixed 35% of our base on the spot market at almost $33,100 a day. So the overall blended daily TCE as the sum of the time chart and the spot exposure is about $26,800 a day for approximately 98% of the Q1 base. We also provide here a sensitivity of the remaining few free days or unfixed days for Q1. So should we make on those days $25,000 a day, our potential blended daily TCE would be $26,780 a day. Should we make $27,500 a day, our total blended TCE would rise to $26,000. $831 a day, should we make $30,000 a day, it would be slightly less than $26,900 a day. Stronger in South, we provide as usual the estimated evolution of our feed as it is right now. So as I mentioned before, we have now 29 ships on the water and we're expecting to keep the same average in 2026. And of course, here we provide also the evolution of our fleet, assuming not to sell any further vessel, including the delivery of the 401s in the second half of 27, and 4 MR2s and 2 Handys in 2029. On the right, Up above, we provide sensitivity for every $1,000 a day on the spot market, which is now 3.8 million for the spot days of 2026, and it rises to $8.3 million for 2027 and $11.7 million for 2028. Looking at the bottom graphs, Our estimated net results, based on the fixed contract days, both on the spot market and on the time chart side of our business, and assuming basically to run a break-even level for the remainder of the three days, our estimated net result would be of $60.7 million in 2026, and credit $16.1 million in 2027. On the right, we also show a sensitivity relative to the three days that we still have. Should we make $20,000 a day in these three days in 2026, our net result could potentially be slightly lower than $80 million. Should we make 22 and a half on the three days, our potential net result would rise to $89.3 million. and should we make $25,000 a day over the three days, our potential net result could be slightly lower than $100 million for 2026. Moving to the next slide on the cost side, we have the OPEX of $8,129 a day in 2035, which is approximately 5% higher than than in the previous year. Here we had some higher than expected technical costs, which are mainly related to some higher logistics costs, mainly to deliver our spare parts to the vessels around the world. So it is really related to the specific areas of the world where our vessels were created. On the right, instead, we show our GNAs, which were $26 million for 2025, quite similar to what we had in 2023, a bit higher than the previous year. And these are mainly the results of some higher variable personnel compensation, which is really the result of our strong financial performance in recent years. Net financial position, extremely strong net financial position. We had cash and cash equivalent at the end of 2025 of $183.9 million. Net financial position of $27.4 million, excluding the effects of IFRS 16. It was $25.2 million compared to a market value of $1.065.9 billion. So our leverage, our financial leverage calculated as the ratio between our net financial position and the fleet market value was of only 2.4% at the end of 2025. And I would like to remind that this figure was over 73% at the end of 2018. On the income statement side, Of course, very profitable year, $88.4 million. Of course, lower than what we achieved in 2024, when we made $188.5 million. This is really the result of a spot market in 25, which was still extremely strong, but not at the same peaks that we achieved, especially in the first half of 2024. However, still extremely strong performance. We had a Nibida $152.7 million, which basically corresponds to a Nibida margin on the net revenues of 57%. Q4 25 was very strong for us, better than the quarter of last year and the best quarter overall in 2025. we achieved a net profit of $25.6 million in the period. On the right, excluding some no-recurring items, which for 2025 were mainly related to an asset impairment that we booked on some of the old ships that we sold during the year, the Glenda ships. of 3.8 million, so excluding this effect, together with a few non-required financial items, our net result, our adjusted net result for 2025 was of $91.6 million, and our adjusted net result for Q4 2025 was of $24.5 million. Q3D measures, we achieved a very strong daily spot rate in Q4-25 of almost $27,100 a day. Past quarter of the year, you can see the constant rise in quarter after quarter of this daily PC spot during the year. Overall, we achieved an average for 2025 of $24,228 as the average for the whole year. We had also contract coverage of 50.7% in the year at an average of $23,600 a day. So overall, we achieved a blended BATC slightly less than $24,000 a day. As I mentioned before, Q4 was extremely strong, reaching the blended MTC of almost $25,000 a day. And then passing on to Carlos.

Thank you, Federico. Good afternoon. Here we look at our CapEx commitments. So this is both historical and future. And this has been rising. over the last few quarters as we have ordered more vessels. So as Federico mentioned, our order book today consists of 10 vessels, four LL1s, two ML1s, and four R2s. for which we have outstanding commitments of $468 million, with 27 and 29 being particularly important in terms of CapEx commitments, and lower amounts in 26 and 28. The lease vessels we have, the Fidelity and Discovery, are still the same. we have been waiting for the right moment to exercise these options. The interest rates and the fixed rate cost financings and interest rates have been taking longer than anticipated to come down. Inflation has been taking longer than anticipated to come down and the latest geopolitical developments could further delay this decrease in interest rates and therefore further postpone the exercise of these options. we continue monitoring the situation, of course, to exercise these as soon as we deem it convenient to do so. In relation to the time charted in vessels that we have already exercised, at the time of exercise, the difference between the market price and the exercise price was of around $57 million. Following their exercise, this delta decreased slightly relative to book value, but it's still very substantial at $49 million, the difference between market value and book value at the end of 2025. We have a good level of contract coverage for 26 as communicated to the market through a press release. We have now 54% of our 26 days covered at around 23,500, and our 27 days are covered at a similar level, 22% of the available days. So our fleet is increasingly echo, and we now have around 93% of our fleet. Only two vessels are non-echo in our fleet today. Coverage does fall throughout the year. It's very high in Q1, 63%, and then it gradually falls. We are quite happy with the coverage we have today, but as the year progresses and this coverage falls, we will be looking possibly for new opportunities to cover the last quarter, especially of 26 and 27, where we have lower coverage levels. And here we see what has happened with spot rates and PC rates and asset values. The yellow line on the graph on the left is the average of the MR clean earnings. and according to this time series these earnings are now at the record level and this reflects of course the major disruption caused by the Iran war and some very important arbitrages which opened up and the sharp increase in refining margins that are associated with this conflict. And as we will see later in the presentation, it's also important to highlight, however, that this improving trend in freight rates started actually quite some time ago, and we have seen freight rates improving throughout 2025. as was also highlighted by federico when when he communicated just now our averages for the spot market throughout last year which where we saw this improving trend throughout the year. Asset values have also moved up, not so much new building prices, but especially 10 year old vessel prices on a percentage basis, they have moved up very markedly, but also five year old vessel prices moved up significantly. The disruption caused by the war in Ukraine, well, we have been talking about this for some time now. What we have seen throughout 25 is a gradual decline in Russian exports. The trough we see here in October is linked also to refinery maintenance. And that explains also why there was then an uptick in the last few months of the year. But the declining trend, however, is confirmed. and it is associated with the most more stringent sanctions on vessels and also the new sanctions imposed on the oil producers Lukoil and Rosneft which are the two most important oil producers in Russia as well as the 18 sanctions packaged by the EU which prevents import of refined products produced with a Russian crude into Europe. And of course, this declining trend is also linked to the attacks by Ukraine on Russian refineries and oil export infrastructure. There is now, because of the the tightness in the oil market arising because of the war in Iran, a temporary relief on these sanctions for 30 days, at least by the US, which, however, these sanctions are most likely to be reimposed in full force once the Iranian conflict ends. The Red Sea attacks, as mentioned a few times already, they were very positive effect for our market in the first part of 2024, where we saw this quite big increase in ton miles as highlighted here by the yellow horizontal line, which is which shows the average for the first nine months of 24, which is much higher than the average done miles in 23. Thereafter, however, we did see a decline in these averages in Q4, 24, and then a further decline in 25 and in the beginning of 26. as more product was traded regionally because of the higher costs associated with sailing through Cape of Good Hope. Not only ton miles decreased overall for along this route, but also a large portion of the product that was transported was transported on larger non-coated vessels on BLs and Suez Maxis, which quite exceptionally also cleaned up to transport refined, clean, refined products. That's very unusual. It's quite expensive and risky to do so because also the risk of contamination, but the economics, And the incentives for cleaning up were very big. And therefore, some trading houses and some more risk-prone ship owners decided to do so. With the strengthening of the crude markets that we saw throughout 2025, these cleanups became less frequent. So after peaking in Q3 2024 at around 12%, the share of clean products transported on uncoated vessels declined quite markedly. It has been volatile, but it is at a much lower percentage than it was in Q3 2014. And this is not surprising. What we have seen actually is the opposite effect is we have seen more and more LR2s dirtying up to transport dirty petroleum products because of the strength of the dirty markets, as we will see later in the presentation. So tougher sanctions have led to an increase in the sanction oil and water. It is becoming increasingly difficult for this sanction oil, which is loaded on vessels to then be discharged. This leads to inefficient practices such as shift-to-shift transfers, which have led to this sharp increase in oil and water and suction oil and water. And we see that the number of suction vessels has risen sharply starting in April 25, and thereafter this trend has continued. And we now stand at around 16% of the total tanker fleet that is sanctioned with some segments like after-maxes where this percentage is as high as 30%. Venezuela, another geopolitical factor, a new one that has been influencing the market very much and we see here that Venezuela used to be a very important Oil producer in the 90s, in the late 90s, they used to produce more than 3 million barrels per day. And since Hugo Chavez and then Maduro came to power, the neglect of the oil industry led to a sharp decline. in oil production starting in 2016 and the last year their production was of only one million bar of a day. There is scope for this production to increase. They have the biggest oil reserves in the world. The big question mark here is if oil companies will want to return to Venezuela and to what extent make the necessary investments to wrap up this production. It will take time. Nonetheless, this oil, which is a very heavy oil, will most likely a large share be sold to US refineries, which in many cases were built to process this type of oil. However, that will free up more space for the US to export more of its own crude oil to the rest of the world. And more importantly, it will increase demand for compliant vessels because a lot of this oil was transported on sanctioned shuttle fleet vessels. And it will now be transported on compliant vessels. So this will... will be positive for the market. We started seeing the positive effects of this on the market prior to the beginning of the Iran war, the Aframax market, which was already very strong, became even stronger as a result of the sanctions being lifted. And that drew in even more LR2s into these 30 trays, tightening the supply demand balance for the transportation of clean petroleum products. And then here we have this new slide here where we could have included many more slides on the presentation, but unfortunately we don't have enough time to cover this that in depth, because there are many other topics which are also interesting in the market. But yes, the Iran war, of course, is a major disruption. There are almost 19 million barrels between crude and refined products, which used to transit through Hormuz, so around 18% of total oil supply, 25% of seaborne oil volumes, So there is the potential to reroute through some pipelines part of this production around 3.54 million barrels per day, but that leaves still a deficit of around 15 million barrels per day and lost oil output, which which cannot be easily replaced so that is a huge deficit and of course it led to an important spike in the crude oil price and also because of the lack of the refined volumes, a huge spike in refinery margins. And as I mentioned previously, it led to the opening up of some important arbitrages, in particular that for NAFTA from the west of Suez, east of Suez, where the profitability of this trade rose significantly and justifying the traders paying very high freight rates to transport these products from Europe or from the U.S. Gulf. to Asia and to China in particular, which has been rapidly developing its petrochemical industry. 40% of the C4 NAFTA originated from the Middle East Gulf, so that explains why there is such a large deficit in this particular product. And therefore, what we have to do that in these new arbitrages, this sharp increase in refining margins is the factor which have driven freight rates on certain routes to record levels. We don't know, we don't have, it's very difficult to estimate how long this work can last. to try and rebalance a bit the market. The EIA announced yesterday that they are going to be releasing 400 million barrels of oil from their strategic petroleum reserves. That is a very significant amount. It's an important portion of the total strategic reserves of 1.2 billion barrels. I understand that it would be difficult to inject into the market more than 2 million barrels per day. So if they were able to inject the full deficit of 15 million barrels per day, this would equate around 25, 26 days of, would cover 25, 26 days of loss output because of the Iran conflict. But at the rate of 2 million miles per day, it would take 200 days for this amount to be released into the market. But more importantly, it will only compensate for one fraction of the lost output because of D-RAM work. So it is not enough to... rebalance the market, unfortunately, which highlights the importance of finding a resolution as soon as possible for this conflict. Going back to the fundamentals, oil demand continues growing, although at a slightly lower pace than in the previous years, but it grew by almost 0.8 neonvirus per day in 25 and was estimated by the EAA in its latest report to grow by almost 0.9 in 26. But of course, the most recent developments linked to the Iranian war could substantially affect these forecasts. Refining throughputs after rising by 1 million miles per day last year, so much more than actually initially anticipated by the EIA, where they were initially expecting an increase of only 0.6 million miles per day, is expected to increase by another 0.8 this year. And more importantly, this output growth is happening mostly in non-OECD countries. and in countries where a lot of that is geared towards exports, so Middle East, Asia, and Africa. And oil supply was abundant until not long ago. The oil supply grew by on average 3.1 million barrels per day in 25, and by another 2.4 million barrels per day It was expected to grow by another 2.4 million barrels per day. This year, of course, once again here, the Iranian war completely changes this outlook here. So it will, of course, crucially depend on how long the war lasts, but also on the damage that was done, that will be done to infrastructure, oil infrastructure in these countries. how that will affect their future ability to export oil. We were expecting the forward oil price curve to move into contango if the excess oil supply picture continued this year, but this changed dramatically now and the oil prices rose sharply and the curve now is at steep backwardation. The price is moving very fast, but this is more or less the shape of the curve today, and the oil inventories are a bit above the five-year average, but not very significantly. The growth in oil has been mostly at sea, and mostly the sanctioned oil at sea, as we saw previously. In terms of demand growth, jet fuel is expected to continue being an important contributor for oil demand growth, but also in gas oil and diesel oil. This is the trend. that we were seeing of growing imports of NAFTA into China. And as you see by the yellow bar here, which shows the imports coming from the Middle East, it confirms that there was a large portion of this product was coming from the Middle East. So this is a huge problem for Chinese petrochemical industry. Also because the Middle East is an important exporter for NAFTA and also that there were to be deficits also of LPG. So, and here we show on this graph, this, the increase in the number of LR tools, which are trading dirty, which, and this, which was ongoing throughout 24 and the beginning of 25, but it accelerated around August, September 25, and the decline in the number of LR2s. So despite the growth in the LR2 fleet of around 50 vessels, in 2025 there was a decline of 11 vessels in the number of LR2 vessels. Of course, you see the crude tanker freight rates, which are surging. They have been improving at very profitable levels already at the end of last year, but then the most recent developments in Iran led to this huge spike of these rates to record levels. Another important fundamental which has been supporting the market has been the opening of refineries, as we mentioned several times, in China, the Middle East, and more recently in Africa and Nigeria, and the closures in Europe and the Americas in particular, but also Oceania. The Americas, we have recently seen some important is on the West Coast and we expect to see more imports into that region from Asia in the future and that should be also be very positive for non- to note that after the order book rising to almost 16% at the end of 2024, a more muted ordering last year led to a decrease in the order book as a percentage. This is only for a margin and a once in the percentage of the fleet to 13.5%. During the meantime, the fleet has been aging. So the percentage of the fleet, which is more than 20 years, rose from 16.2 to 20.3%. quite sharply between these two lines. And this is, I think, quite positive for the market going forward, as long as we don't see another surge in ordering this year. The vessels are aging rapidly. They are reaching, crossing the 20-year threshold, but soon they will also be reaching 25 years of age. We see here from 2028, there's a rapid acceleration in the number of vessels, and this is measured in terms of deadweight tons. that are reaching that 25 year mark. So a lot of scope for demolition, which is something which we were actually already seeing in 25. So starting from very low levels, we almost had no vessels demolished in 23 and 24. We started seeing an uptick in demolitions throughout last year with 17 tankers demolished in Q4 25. So still much less than the 39 tankers demolished in 2021. And this was happening despite the strengthening market and very profitable markets that we saw last year. So it confirms that we should be seeing an increasing higher level of demolition going forward, even in a strong market environment. Here again, we show in 25, only 77 vessels ordered. it's not such a low number if we look at the historical figures, but also must be noted that the fleet has been growing. So 77 vessels ordered last year is very different from a similar number of vessels ordered, for example, in 2010 or 2018. And then here we show the fleet growth. which for the Amazon LR1 is around 3.6%, across all tankers 3.3% for this year. This would have been a number which other things being equal should have led to a softening of the market. Of course, the geopolitical developments that we have seen recently have a much bigger impact than this lead growth here. And it should also be noted that if we look at the fleet growth in the sub-20 fleets, so the vessels which are less than 20 years across all time periods, it is less than 1% in 26. So this is also very supportive of freight markets this year. Here in terms of NAV, okay, this NAV here is updated. Vessel values, as we saw in the previous slides, have been moving up together with freight rates and TC rates. So we calculated an approximate NAV at the end of February. And if you use today's exchange rate, it would equate to around 8.6 euros per share. So we are still trading at quite a big discount to NAB, despite the strong share price performance last year and the beginning of this year. CapEx commitments, I think we already covered that. In terms of shareholder returns, we were able to confirm under this improving trend here, we saw that our payout ratio increased from 16 to 30 and then to 40% out of 24 results. We were expecting this year, and that's what we communicated to the market, that the board was going to propose a similar payout ratio also for this year of 40%. But instead, they were, because of the very strong leveraging where we ended the year at only 2.4% ratio of net financial position to free market value, they were able to propose a more generous distribution dividend of $32 million, around $32 million, which together with the interim dividend distributed in November, equates to a 55% payout ratio out of the 2025 results. Of course, the dividend is still to be approved by the AGM in April. I think that's it, so I pass it over to the Q&A.