Mitsui O.S.K. Lines New

This is Mitsui OSK Lines Fiscal Year 2022 Business Performance Briefing. I am Takashi Hashimoto, President of Mitsui OSK Lines. I would like to say a few words at the beginning of this presentation. In our fiscal year 2022 full-year results, we succeeded in achieving ordinary profit of 811.5 billion yen, beating the record high, set in fiscal year 2021, thanks to a record-setting, strong first-half performance, in the containerships business, as well as strong performances in other areas, such as the dry bulk, energy, and car carrier businesses. As a result, our financial position improved considerably, with total assets exceeding 3.5 trillion yen, shareholders' equity approaching 2 trillion yen, and the shareholders' equity ratio to total assets also reaching 54%. At the end of March, we announced the MOL Group Corporate Management Plan, Blue Action 2035. Fiscal year 2022 can be described as the year that served as the foundations for this plan. Under Blue Action 2035, with business portfolio reform as the main scenario, we will enable sustainable growth and aim to deliver stable shareholder returns by pursuing high returns during booms in the shipping market and continuing to generate some degree of profit even during recession periods. Our full-year forecast for fiscal year 2023, which is the first fiscal year of the plan, takes into consideration various factors, such as the end of supply chain disruptions caused by the COVID-19 pandemic, the risk of global recession, due to high inflation and fluctuations in transport demand, caused by the Russia-Ukraine conflict. And we forecast ordinary profit of 200 billion yen, and net profit of 210 billion yen. In terms of dividends, the full-year dividend for fiscal year 2022 will be 560 yen per share, as planned, and we plan to pay a full-year dividend of 180 yen for fiscal year 2023. In Blue Action 2035, we have set out the policy of increasing our payout ratio from 25% to 30% from fiscal year 2023. Therefore, if our business performance exceeds the current outlook, we plan a dividend increase, in line with a 30% dividend payout ratio. Even in the situation when business performance makes a downturn, we plan to pay the minimum dividend of 150 yen. I will now hand over to Managing Executive Officer and CFO, Hisashi Yumemura, to explain each of these matters in detail. Overall, revenue increased 27% year-on-year, to 1,611.9 billion yen. Favorable market conditions in the dry bulk, energy, and car carrier businesses, plus the effect of a weaker yen, during the period, and securing income that incorporates rising fuel prices, led to higher revenue. Business profit, which is operating profit, plus equity and earnings, of affiliated companies, was 777.1 billion yen, and ordinary profit reached 811.5 billion yen, exceeding the forecast at the end of January. Equity and net earnings of affiliated companies, attributable to Ocean Network Express, that is, one, which is a container ship business company, was 620.8 billion yen, which also surpassed our forecast. In addition, ordinary profit excluding the container ships business was around 190 billion yen, which is an increase of more than 100 billion yen, from the previous fiscal year, and we believe, we now have a profit structure that will allow us to stably achieve, our fiscal year 2027 target, for ordinary profit of 200 billion yen, set under our previous management plan. Rolling Plan 2022 As a result, net profit also reached an all-time high of 796 billion yen. I will now explain the financial results by segment. Dry Bulk Business The dry bulk business posted ordinary profit of 57.6 billion yen, an increase of 14.3 billion yen from the previous year. Cape-sized bulkers, which mainly transport iron ore and coking coal, posted profit growth in the first half, supported by profit from long-term contracts. However, in the second half, market rate deteriorated, reflecting uncertainty in the global economy and improved vessel utilization, with the relaxation or removal of COVID-19 quarantine restrictions, such as in Chinese ports. The average annual market rate was far lower than that of the previous fiscal year, and on a full-year basis, Cape-sized bulkers posted less profit year-on-year. Small and medium-sized bulkers, operated by MOL Drybulk, reported lower profit, reflecting weak cargo movement, bound for China, from July. Meanwhile, wood chip carriers and multipurpose vessels, which transport mainly steel materials and palm kernel shells, that is, PKS, used as biomass fuel, were successfully tapped into firm transport demand, all through the fiscal year. In addition, open-hatch bulkers operated by equity method affiliate GearBulk reported a year-on-year increase in profit, reflecting the partial reversal of an allowance for doubtful accounts recorded in the past as a result of improvement in GearBulk's financial standing, as well as favorable market conditions for the transportation of paper pulp on outbound voyages and for inbound general bulk cargoes. Energy Business The energy business posted ordinary profit of 39.5 billion yen, rising by 19.7 billion yen, year on year. I will now explain the performance of each sub-segment. Tankers and Offshore Business In the very large crude oil carrier market, while conditions remained challenging during the first half, due to the oversupply of vessels, conditions improved from the summer, due to an increase in ton-miles, attributable to the impact of the Russia-Ukraine conflict, releases from the US Strategic Petroleum Reserve, and higher crude oil demand in preparation for the winter. Furthermore, rates for oil product tankers and chemical tankers also remained at a high level, due to the aforementioned increase in ton-miles and a tight supply and demand balance, pushing up profit significantly. As a result, the tanker business reported a large year-on-year increase in profit. The offshore business generated stable profit in the FPSO business, reflecting the commencement of operation in two Brazilian offshore projects together, with existing long-term charter contracts. liquefied gas business. LNG carriers reported lower profit due to the expiration of some long-term contracts, but nonetheless continued to secure stable profits through other long-term charter contracts. The profitability of the FSRU business improved, reflecting additional operation of an existing vessel in Singapore before deployment for operation in a project. Product Transport Business The product transport business reported ordinary profit of 705.4 billion yen, an increase of 42.2 billion yen, year-on-year, reflecting the recording of 620.8 billion yen in equity and earnings, of affiliated companies attributable to one, in the container ships business, as well as higher profit in the car carriers business. I will now explain the performance of each sub-segment. Container ships. First half performance was strong, thanks to high freight rates. However, in the second half, vessel supply recovered, as supply chains returned to normal, and transportation demand dropped drastically, leading to deterioration in spot freight rates. Full year after-tax profit, in US dollar terms, came to 14.99 billion yen, which represents a decrease of 10% year-on-year. On the demand side, the decline in transportation demand, which became apparent in July and August, grew even more noticeable in the fourth quarter, due to the accumulated buildup of product inventories in North America, and the decline in consumption in Europe, due to rising inflation. On the supply side, while vessel utilization improved with the easing of congestion, blank sailings were continuously carried out from the end of the year in response to falling demand. Despite action taken in response to decreased cargo movements, such as blank sailing, the supply-demand balance deteriorated at an even faster pace and spot freight rates were even lower in the fourth quarter than in the third quarter. However, fourth-quarter results were higher than our forecast as of January, reflecting the higher cargo volume than anticipated, as well as the weaker yen. Please look at page 4 of the slides for details of changes in liftings, capacity utilization rates, and freight index. Car carriers. In the car carriers business, the decline in shipments caused by shortages of semiconductors and other parts continued. However, we also tapped into demand for the transportation of used cars. As a result, transportation volume was higher than the level a year earlier, despite the impact of Australian port quarantine restrictions on the vessel schedule in the fourth quarter. Decile allocation plans were also flexibly reviewed on an ongoing basis, resulting in year-on-year profit growth. Terminal and Logistics Business Container handling volumes in the terminal business held firm through the summer and beyond. The logistics business was affected by the decline in market conditions, but like the terminal business, posted increased profit due to accumulated profit in the first half. Ferries and Coastal Roro Ships Business In the ferries business, the easing of COVID-19 restrictions led to significant improvement in the number of passengers. The cargo transportation business also performed solidly, and profitability improved year-on-year, resulting in segment profit. Real Property Business The real property business secured stable profit, despite a year-on-year drop in profit, due mainly to a decrease in rental income, associated with the reconstruction of some buildings, held by Diber Corporation. Associated Businesses The cruise business achieved improved profitability year-on-year, due to an increase in business operation days. The tugboat business posted a year-on-year increase in profit due to a rise in the number of vessels requiring tugboat services, entering or leaving port, though the situation varies depending on each group company and port. Dividend We plan to pay a year-end dividend of 260 yen per share, as previously announced. Along with the already paid interim dividend of 300 yen per share, the annual dividend is expected to be 560 yen per share. This concludes the summary of the financial results for fiscal year 2022. Next, I would like to explain our fiscal year 2023 forecast. Overall, we forecast a decline in profit, on concern that cargo movements will weaken, along with global economic slowdown, caused by rising global inflation, and the emergence of geopolitical risks, in addition to the normalization of logistics. However, we forecast business profit of 185.0 billion yen and ordinary profit of 2,000 billion yen, both of which are well above pre-pandemic levels, due to the success of structural reforms implemented to date. By segment, while the container ships business is expected to report a significant drop in profit, the energy and car carrier businesses are likely to post higher profits. Based on the above, we forecast a net income of 210.0 billion yen. Our exchange rate assumption is 125 Japanese yen per US dollar, and our bunker price assumption is 640 US dollar per million ton. I will now explain the forecasts for each segment. In line with MOL Group Corporate Management Plan, Blue Action 2035, announced on March 31, starting this fiscal year, we newly established the well-being lifestyle business, combining the ferries and coastal rural ships business, which used to be included in the product transport business, and the cruise business, which used to be included in associated businesses, with the real property business as a new reporting segment. The year-on-year changes shown next to each segment forecast on pages 9 and 10 are comparisons with the previous fiscal year's results based on the previous segment classification and do not reflect the new segment classification from fiscal year 2023. Dry bulk business. In the dry bulk business, we expect stable profit from medium and long-term contracts, and solid cargo movements, and firm market rates. Nonetheless, we forecast ordinary profit of 23.0 billion yen, which represents a decrease from the previous fiscal year, when market conditions, especially for small and medium-sized bulkers and specialized carriers, were buoyant. I will now explain the forecasts for each sub-segment. For cape-sized bulkers, which transport iron ore, we forecast a decline in profit, on the expectation of risks, such as delayed economic recovery, in addition to the impact of the expiration of some dedicated vessel contracts. For small and medium-sized bulkers operated by MOL Drybulk, the impact of future market fluctuation on profit is expected to be limited, as we have balanced the vessel capacity and cargo volume. However, woodchip carriers are likely to be impacted by China's overstocking of paper products, and we are expecting them to be less profitable. Meanwhile, open-hatch bulkers operated by GearBulk, an Equity Method affiliate, are also likely to be much less profitable, on the assumption of less inflow of cargo from container ships, in response to elevated container ship market rates, as container ship market rates return to normal levels. Energy business. The energy business is expected to post ordinary profit of 44.0 billion yen, due to a strong performance in the tankers and offshore business. I will now explain the forecasts for each main sub-segment. tankers and offshore business. In the tanker business, crude oil tankers, product tankers, and chemical tankers are all expected to increase their profits, on the assumption that market rates will remain high, driven by an increase in ton-miles, due to the Russia-Ukraine conflict. In the offshore business, we are expecting an increase in profit in the FPSO business, due to the start of further new projects, in addition to the two Brazilian offshore projects, which started the previous fiscal year. Liquefied gas business In the LNG carriers business, we will continue to secure stable profits. However, we forecast a decline in profit, partly due to a temporary increase in expenses, associated with the start of new projects. Currently, more than 30 new vessels have been ordered and are expected to contribute to profit from fiscal year 2024. In the FSRU business, we expect to post a lower profit, reflecting a changeover period between the expiration of a short-term contract for an existing vessel for an additional project in Singapore and its entry into operation for a new project. product transport business. I will now explain our forecasts for the product transport business. As explained earlier, starting from this fiscal year, the product transport business no longer includes the ferries and coastal Roro ship business and consists of the container ship, car carriers, and terminal and logistics businesses. The segment as a whole is expected to report ordinary profit of 128.0 billion yen, dropping sharply from the previous fiscal year, due to a significant drop in profit in the container ships business, despite higher year-on-year profit in the car carriers business. I will now explain the forecasts for each sub-segment. Containerships. As shown on page 5, of once magenta-colored materials, one has postponed the disclosure of its fiscal year 2023 forecast, on the grounds that the containership market is in the midst of major changes, such as the aftermath of global supply chain disruption, changes in consumer behavior, and shifts in trade patterns, due to increasing international tensions. And under these circumstances, it is extremely difficult to announce a reasonable business forecast at this time. In light of the recent rise in spot freight rates and the recovery of cargo movements, we assume that the market condition will recover to some degree, and we forecast that one will remain profitable, and have factored this into our plan. Car carriers. In the car carriers business, cargo movements of completed cars are expected to recover in stages, and transportation volume is projected to exceed the fiscal year 2022 level. The vessel supply-demand balance will remain tight, and we expect profit to increase year-on-year, through more efficient ship allocation. Terminal and Logistics Business We forecast a decline in profit due to the impact of the sale of an overseas terminal and decreased ancillary revenue associated with the pileup of containers as supply chain disruptions ease. With Utah Corporation, which became a wholly-owned subsidiary in March 2022, and MOL Logistics Company, Ltd., which became a wholly-owned subsidiary in November 2022, as core operating companies, we will aim to further strengthen the logistics business. Wellbeing Lifestyle Business I will now explain the Wellbeing Lifestyle Business. The Wellbeing Lifestyle Business consists of the Real Property Business, the Ferries, and Coastal Roro Ships Business, which were previously included in the Product Transport Business, and the Cruise Business, which used to be included in Associated Businesses. Under our Group Corporate Management Plan, Blue Action 2035, we plan to implement business portfolio reform that will allow us to maintain profitability even during recessions in the shipping market, through continuous investment focused on non-shipping business, which is a stable revenue business. The well-being lifestyle business can indeed be described as a business that will provide fuel for future growth. This fiscal year, we will aim for ordinary profit of 8.5 billion yen in this segment. Real Property Business. Diburu, which is our real property business arm, will see a decline in rental income from last fiscal year, due to the rebuilding of Yesa Diburu building in Tokyo, and Midosuji Diburu building in Osaka, as well as the rebuilding of more domestic properties, despite the profit contribution of new properties partially acquired last year, such as, Otemaki First Square, and Oatman Tower Ineos building. Higher utility expenses due to rising energy prices and other costs are also expected, and we anticipate ordinary profit of 7.0 billion yen down, year on year. Ferries and Coastal Roro Ships In addition to the recovery in the passenger transportation business and firm cargo movements, the entry of two newly built LNG-fueled ferries, Sunflower Karinai and Sunflower Murasaki, will contribute to increased profit. Cruise Business We forecast higher profit due to a steady recovery in passenger numbers, however, as announced in a press release last month, we decided to purchase a 32,000-ton luxury cruise ship, Seabourn Odyssey, from US-based cruise line, Seabourn Cruise Line Limited, and are aiming to start its service and operation under Mitsui OSK passenger line, by the end of 2024. Since we will incur expenses for this new service, and preparatory expenses for the construction of new-build vessels announced last November, we assume that the cruise business will not turn black in fiscal year 2023, however, profitability will improve. We will steadily push ahead with preparations for the operation of two cruise ships, including the Nippon Maru, by fiscal year 2024. Associated Businesses In the tugboat business, increased profit is expected, due to the effect of the revision of tugboat service fees, at ports in Japan including Kobe and ISE Bay. In terms of dividends, we are planning an interim dividend of 100 yen per share and a year-end dividend of 80 yen per share, making the annual total dividend 180 yen per share. Assuming an annual dividend of 180 yen per share, the dividend payout ratio is 31%, up 6% from last fiscal year. As mentioned earlier by President Hashimoto, we plan to increase the dividend in line, with a 30% dividend payout ratio, if our performance is even better than expected, and to pay a minimum dividend of 150 yen per share, even if our performance is worse than forecast. This concludes my explanation of the fiscal year 2023 forecast. This fiscal year 2023 will be the first year of the MOL Group's new management plan, Blue Action 2035. Whether we can get off to a good start this year will be crucial to our plan going forward. As we have just explained, the external environment is not easy to foresee. However, if you look at respective businesses, there are many factors that could swing to the upside. By putting all our efforts, we will steadily push up the bottom line of each business and surely achieve our first-year plan's target. By doing so, we can also create a high cycle, for the following year and beyond, for both investment and management. Our company may be one of those companies with low PBR, which is getting attention these days. I believe a large part of this situation is coming from the fact that, the share price has yet to catch up, with the net asset we have rapidly built up recently. Investors may be cautious and now trying to ascertain whether we can manage our own capital of 2 trillion yen, invest it properly, and increase it further. We will continue to grow the company steadily and endeavor to earn your trust by achieving positive results. I hope you will continue to look out for Mitsui OSK lines.