```Mark: Thank you, Ben, and welcome, everybody, for joining us. I'm pleased you're able to take the time to go through our presentation with us.

We'd like to kick off, if we can. I'll ask Tino if you wouldn't mind just going through the highlights.

Thank you, Mark. Revenue for FY 2026 was $51.7 million at the upper end of our guidance, with activity of $54.2 million, representing an increase in WIP as we became busier delivering into the ASC contract.

EBITDA was $3.6 million, within our guidance of $3.25 to $3.75 million. The cash balance ended at a healthy $9.4 million, with net debt down to $1.2 million, and this is after our capital raise of $13.1 million net of costs.

Undrawn facilities sit at $7.5 million, providing ample liquidity. Operating cash flow for the year was $4.8 million, with EBITDA margin of 6.9%, and no final dividend declared.

Revenue for the year for FY 2026 was at the upper end of guidance, which was below last year due to lower gyro sales and a delay in receiving our ASC orders. EBITDA for FY 2026 was $3.6 million, which was down from $9.1 million in the prior period, but at the upper end of our guidance provided, and again related to lower gyro sales and delay in receiving ASC orders.

Cash flow from operations was strong though at $4.8 million as the ASC contract kicked off and propeller orders accelerated late into second half of FY 2026. Net debt at $1.2 million was a reduction of $12.5 million after net capital raise proceeds of $13.1 million and additional equipment debt of $2.4 million.

As I've described, the first half was characterized by a slowdown in the marine market, which is now improving, and a delay in ASC orders, which we're currently delivering into. As a result, we saw a split in first half and second half sales, with second half sales up 21%, and EBITDA, from a small EBITDA loss of $0.2 million, ended up at $3.8 million.

Recovering the marine market has led to an increase in propulsion orders in the second half of FY 2026, and we're seeing this continuing into '27, which Mark will go through later on. The factory extension was completed, with our three CNC machines delivered and currently being installed and commissioning underway.

The 3D printer was installed and commissioned, with the remaining $600,000 received from the government grant. Mark will now go briefly through our products, particularly for those who might be new to VEEM.

For those that are new, I guess it's best to know what we're all about. Currently VEEM provides the highest performing fixed-pitch propellers on the market.

Fixed pitch is when you've got all the blades attached to the hub, as the photo shows, and we've been exporting globally for over 20 years. We're considered to be the best globally in doing that.

We go faster, less vibration, less noise, we've been winning business that way. Most of the leading boat builders in the world now are using us.

I think it's half of the top 10 superyacht builders, nearly everyone on the East Coast of America, Princess Yachts, people like that that are I guess demanding and discerning customers. The market itself, we've looked at, and you look at the numbers there, it's 0.3 of a billion US dollars for new builds each year, and we're primarily involved in new builds, or were, I should say, which is around 10% of the global market.

It's been really focused on the high-performance end of the market. We've got the most advanced manufacturing facilities in the world, which run around the clock, lights off, being loaded and unloaded automatically.

Going forward, we've expanded that to include a new technology on our VEEM UX range of products, which are made from a high-tech, high-tensile strength alloy, which I'll talk about a bit later on. We do defense, and we have always done, most for the Collins class for over 30 years.

I think we're something in the order of $250 to $300 million worth of product that we've delivered into the defense space in Australia over the years. We've now got an enhanced security rating at secret level in Australia, and we believe the defense market is very sticky, a reliable, long-term revenue.

It is difficult to get into, and moving on to the US defense supply chain, we've done all the work required to gain entry into this market, but just working through the process in America to get them to supply, and I think we've received $180,000 worth of orders so far, got some way to go. The future, obviously we've got Hunter class coming up, which we're in the final stages of negotiating.

There's also potential for the overseas Type 26 programs. Our Hunter class boat is a modified T26.

There's only one other supplier globally in that. There's also AUKUS opportunities both in Australia, the US, and the UK that we need to focus on, and the UK really hasn't come into the picture just yet.

There's a general increase in sovereign defense capability in this country that has to be developed due to the circumstances of the globe at the moment. Gyros, look, we're the only supplier of large gyros in the world.

There's large barriers to entry. The market exists for all vessels from commercial, defense, and recreational.

We just released the Mark 3 model, which is really important to us. A huge market, greater than a billion dollars a year if everyone bought one.

We're looking at moving more into the commercial market. We're finding that those people are better equipped to deal with gyros.

They tend to buy more, and it works well. Their understanding technically is better.

Expansion into defense and defense-related industries is happening as well, and we've got a very large tender at the moment where we're working with, which is for a Northern Hemisphere defense department, which is using our biggest gyros as icebreakers, which is quite an interesting technical development. We're looking at the adoption.

We think it'll be similar eventually to the smaller recreational gyros, and I guess we're moving to a new model that addresses some of the problems with the early units, which has been holding us back a little. Engineering side, look, this is work that just falls in the door, and we've done it since 1968.

We can cast over 250 different alloys. We're the biggest balancing shop in the country.

We do a range of machining, founding, balancing and fitting, welding. That's all part of our old business.

The future of that is we've got I guess millies foundries in Australia, products such as our hollow bar. We're looking at expanding into new markets close to Australia, which is our centrifugally cast hollow bar, which has proven to be quite popular in the alumina industry, and increasing our capability here to deal with not only defense, but mining industrials as well.

The 3D printing side, which we don't say too much about, but we've recently commissioned a 3D printer for printing molds for castings, which eliminates patterns altogether, and that's going to be really important for low-volume work, which will be available continuously in this country. I'll hand it over to Tino.

Thank you, Mark. Going through the financials in a little bit more detail, the most significant reduction in revenue between FY 2025 and 2026 was the reduction in gyro, which we've talked about.

However, the coming Mark 3, which Mark will talk about later on in the presentation, is expected to spur sales and increase that into FY 2027, noting our order book is a million dollars at present. Defense was down due to a delay in receiving ASC orders, but again we've seen the difference between first half and second half, with revenue up 130% in the second half.

We experienced a downturn in the propeller market, but we saw Q2 to Q3 of last financial year being the trough, that picking up at the end of Q3 into Q4, and so far has been sustained into the beginning of FY 2027. VEEM UX inquiries have been robust since the launch, with the first contract signed, and we've begun delivering into our launch customer, Manly Fast Ferries.

Again, Mark will talk more about the details of the products going forward. The result this year also includes setup and preparatory costs for US defense revenue, in addition to development costs for gyro Mark 3 and VEEM UX.

We expect these costs are now starting to roll off as we start to commercialize products going into FY 2027. Due to the lower sales below budget in the first half of FY 2026 led to an impairment of the gyro capitalized costs of $24.2 million, in addition to $0.6 million of obsolete gyro stock as a result of the launch of the Mark 3.

We ended FY 2026 with a strong balance sheet. This was from our capital raise of $14 million before costs and $13.1 million net proceeds.

As you can see, we had $9.4 million of cash with no overdraft and no undrawn trade facilities. This gives us $7.5 million in unused facilities available.

In terms of capex, we've continued to invest in the business, $2.5 million of capex, predominantly the 3D printer which arrived, as well as equipment and tooling. Product development costs, as I spoke earlier before, of $24.2 million were impaired, as well as $600,000 of obsolete gyro.

I think the takeaway from our balance sheet is that our balance sheet is strong and we're ready and prepared to take on the growth opportunities that we face in FY 2027. Cash flow was strong in operations of $4.8 million, driven particularly by ASC, with the contract beginning and starting to be delivered in the second half.

In addition, we've continued, as I spoke about, investing in the business, and we had $7.4 million in net financing inflows, predominantly from our capital raising of $13.1 million after costs. This brought down our net debt, as we can see from here.

We have no overdraft anymore. Our bank debt went up as part of the asset finance facility for the 3D printer.

Our HP liabilities came down as part of the normal payment of those, and we have $9.4 million in cash, bringing our net debt down to $1.2 million. Again, showing that our balance sheet is very strong, back to profitability in the second half, positive operating cash flows, and a strong balance sheet ready to take advantage of opportunities that are coming forward.

I'll now hand over to Mark to talk about our products and those opportunities.

Thanks, Tino, for that. The bit you've all been waiting for is what's been going on with the propulsion side of the business.

What we found was the propulsion side dropped off a little, and largely due to Trump's tariffs. There was a lot of hesitation in the marketplace, and as soon as it ruled in the Supreme Court back in February that he couldn't have his tariffs the way he had them, meant that there's a light switch went on, and people started ordering, and we've been pretty flat out since then.

We all know that he's found other ways through the tariffs, but for the rest of the world, it seems to be that's the signal to start buying again was there. They did.

What we've done is we've been working on the VEEM UX range for the last probably two years, but all the design and testing was all done late last calendar year. We've done a little bit more this year, and now we're definitely out launched into production, meeting all the early demand and building up the pricing programs, the sales programs for it.

What we found is, and if you have a look at the picture on the left, last year we spoke about our propulsion improvement and the rudder improvement, the 11.9 and 6.4, which got us to about 18%. That was against a standard commercial propeller and a standard plate-type rudder, which was actually on our boat initially.

We tested that and found that improvement, but this year we've been working on the bracket. We didn't think the bracket would be significant.

We thought maybe a few percent, but our resident computational fluid dynamics people, they unlocked much more, and they've managed to be able to find a 6% improvement. Now in fact we have our brackets are matched to our rudders, which provides much of that benefit.

We've sort of found that we've got 24 nearly 25% improvement, and that's across a very broad range of speed. What we can do now is we can actually tune in the bracket and rudder based on the speed of the vessel.

In other words, if they'd like the efficiency at high speed, that some customers it's very important, others are more at cruising speed, we can give them what they're chasing. This is a really significant step up.

I've never heard of anyone getting anywhere near this improvement, and it's all down to this new high-tech alloy, which is double the strength of bronze, and we can unlock all of that strength in the products we've got. That makes everything so much thinner in profile, and we can move our designs around to capture the benefits of that strength, which is what we've done.

The best thing about it is we made sure Lloyd's was on board for every test that we did. The one little one left to do is we can make the main propeller shaft a little bit smaller.

We've developed a unique attaching method for the propeller onto the shaft, which you can see where it goes on, and that enables us to use more strength in each shaft, which means we can make the shafts a bit smaller. That means that we can make the boss of the bracket and the boss of our propeller that little bit smaller, and that will lead to a little less drag.

There might be another percent or so in that that we can pick up, but everything counts, and plus it's cheaper to buy a smaller shaft, it's all good. Manly Fast Ferries, and we've got some benefits here saying they've got an 8.3% fuel burn reduction, and we found more.

It's a bit misleading. They were already using one of our bronze propellers, they went to one of our new ones and picked up 8.3%.

When we made that change on our boat, we only picked up 6% difference. Maybe their propellers were a little worn after a few years, but that's what they found.

They documented it well, and we've done the modeling on their rudders. They'll pick up 7% on their rudders, a bit more than we picked up.

They can be looking at around 15% just by the rudder and the propeller from where they were. They're chasing a 30% reduction in carbon footprint.

We've just given them half of that, which is significant. They've been a wonderful advocate of that, and they've relayed that around the world.

We've got a lot of now inquiries from customers looking for the same thing. I think that product's going to be very successful.

The advantage of the whole shaft line is that previously generally only supplied propellers, I'd suggest for 90-something percent of our sales were just a propeller, and now we're going to be able to sell a shaft line, not just a propeller. That's going to lead to the significant increase of 3 to 5 times the value of the sale we're making before.

Really powerful change for our business coming. That way, we're moving into that starting from now, and we're working very hard to build that up, supplying from now and building up so the back half of the year it gets busier and busier.

We believe that's one of our many strategies to help us fill that slowdown in the submarine work when we've completed most of these orders. From our previous graphs, you've seen that it's a cyclical business because of the refits, and this product is one of the things we're doing to try and smooth out those peaks and troughs.

Just a note on the Sharrow, we're still working with Sharrow, and we've got a number of sets in production at the moment. It is proving very difficult for Sharrow to be able to have that translation from outboards to inboard-powered vessels.

We're working with them while they're still working through the technology, and we have offered them of course our VEEM UX range of alloys, they'll get the same advantage if they choose to use the alloy as well. We continue to maintain that relationship.

In defense, interesting interesting defense. ASC is on board.

Obviously we're very very busy doing that up until probably January, February, which is terrific. We're continuing work after that time, but perhaps not quite at this volume.

Fortunately, this time around, we're able to negotiate all the valves to come back to VEEM for storage, we can cycle them correctly and protect them so they're in pristine condition when they need them, but also as a byproduct that enables us to have a better handle on what the usage of these valves are, what they might need next, which enables us to level load a little more by perhaps being able to work with ASC and sort of these valves looking like you're running low on these ones, we know your usage pattern is a little high, would you like those? It also enables us to actually manufacture a little bit in advance when we feel the need, which will help level out those peaks and troughs.

We're likely to continue on those till when the submarines are mothballed, which will be we think around 2000 late 2040s. We're in the final stages of negotiating the Hunter class.

I know it's been going for quite a while. There's some issues with secret ratings, which is a cost we need to carry over the life of the program.

The part of this is once we win one of the Australian ones, and I think it's shipset two is the one they're aiming for, there's also the opportunity to look at supplying the rest of the Type 26 or some of them. We're one of only two accredited suppliers for that program globally.

That's working very well for us at the moment. A nice thing is that Kongsberg now see us as an approved supplier, and we have another $1.6 million order in the system making monobloc propellers, which is our specialty, and that's in process now.

Expect Kongsberg to become a regular customer of ours, which is good news. We're continuing to work on the US defense chain, and it surprised us that we're all absolutely accredited, approved, every part of our business is ready to go, and we have got a $180,000 confirmed order which we're making, but it's still pretty thin pickings.

We've still got some approvals that are needed at their end. HII, and some of it can be government approval from State Department for transfer of technology, others are internal, and the people that are at work inside HII, who make the Virginia-class submarines, those people are actually designated as AUKUS managers, and they are working within their organization to send tenders and work out to the Australian part of AUKUS.

It is all happening, it's just very slow, but in the meanwhile, we are working with another group of consultants. We're just starting work with them to explore what is available in the sustainment side, as America has 66 submarines running around, and there's a lot of work on sustainment.

In fact, there might be more work on sustainment because of some of these items they have trouble getting because of the new build program, and some of the items are obsolete, which means they can't get them. We're sort of working through that.

Continuing to work, and we expect that to have results for us, but it's just taking us longer than we all thought it would take. Next one.

The gyros, okay, we've started building Mark 3s in the small frame, and they'll all roll out towards the back part of this year. Key features: we've gone to a no-scheduled-maintenance gyro, which is really important.

Customers normally get every 3,500 hours, even on the small gyros, it's $20,000 to $25,000 to change all the internal seals and all the external oil pumps. That's a big problem and a big cost, especially for commercial vessels.

By doing this, removing seals and patenting this new patented oiling system, means we eliminate the seals, eliminate the service cost, as is a mechanical pump, not an electrical. There's just simply an electrical startup pump, which runs for a very short period, then turns off.

That's a really big cost reduction. We've also made sure that it is available as a retrofit kit to all of our existing gyros in the field, there's over 80 of those at the moment, and which means when they get to their first major service, we can offer them this upgrade at the same price, and then they'll never have to spend any money on major services again.

That puts us where we've always wanted to be. We found in fact it was more than 20% reduction just by eliminating the seals.

The new low-friction bearings will carry out an additional reduction, it may well be that we expect to be running around half or less what we used to burn up in power, which is really very important on a boat. The new gyros cost less to build.

They have less assembly time, a more reliable build because there's less connections, which is very important. We've now started to build on the small frames.

We've passed the peak of our development costs, and they'll be tapering off towards the end of this year, which is very convenient for us because we need a couple of our key engineers to assist us with the introduction of VEEM UX as we'd have to do more and more boat analysis to be able to estimate fuel-saving reductions for our customers. That'll be a service we will need to provide when requested.

It's working out very well. Now the slowdown in the market, the global marine market, meant that gyro sales really slowed up to nothing there for a while, and the auditors and the board felt that the write-down of what we'd spent, considering it was nearly all of it was on the very original model, it was appropriate time to write that down.

We've got some sales now which is happening, and now we've got these new Mark 3s. I think there's been some eagerly anticipated sales on that where people are just sitting back and waiting to see.

We've done all our testing, they're now building, and thank you, Tino, this is my favorite photo. I don't know whether any of you have seen the SpaceX rocket, but I keep it on my wall.

I didn't know their journey until we'd already done this, but if you look at SpaceX's rocket, the first one they built and the last one, the current one they're building now, the difference is a bit like ours. You can see the complication, the external pipes, and down the bottom the black little boxes, they're all oil pumps.

We made it very reliable in the Mark 2s, but we felt that once we went to this for the oiling system, the bottom end changed a lot, and we pushed ourselves to put all of the necessary fluid galleries inside the wall of the casting, which makes it very simple to assemble, makes it even more reliable because there's no joints there that can potentially leak a drop of oil. It's a tremendous high-technology unit, and I believe that's what the market will receive eagerly, and I think it's where it was wanted to be.

It's a fantastic thing, and the development team should be very proud of themselves because they've done a fantastic job. Engineering products and services falls in the door all the time.

Hollow bar still going for us, which is great, mostly in the alumina industry. We're always looking for opportunities, and we've supplied some in the Middle East before now, we're still pushing.

Do a lot of dynamic balancing, I think we're Australia's largest dynamic balancing shop. Foundry there's a foundry demand for relatively short lead time, low volume, sophisticated product, and we're still doing that.

Our new 3D printer, which is actually a sand printer, it means that we can print molds up to a certain size, and that means no patterns. When you're doing low-volume items, the cost of the pattern is really prohibitive in people buying from a new source.

Even in the US defense market, if we can quote just casting for casting, that puts us in a very strong position. We don't have that extra cost of the tooling costs which our competition in America doesn't have, because they paid for the tooling years ago.

Right, new extension doesn't look like that at the moment. It's full of machines.

The three machines being installed and commissioned, they'll probably all be running over the next 6 weeks. That'll fill up, and as you can see, there's probably room for probably I would suggest maybe 10 machines in there, like we have in the other factory.

That's all happening, we're very excited about that. It's what we need, because we know the VEEM UX product takes a little bit longer to machine.

Also we have rudders and brackets to consider, which will be new additional products. We've got plenty of capacity for expansion.

Going forward, outlook is propulsion. We expect the global demand for propellers to continue and in fact increase for the new product we've got.

We found that our market didn't really involve workboats, whereas the big saving is for workboats. People are spending between $0.5 million and $1 million a year on fuel are going to get tremendous benefits in reduction of carbon footprint and in fuel burn, and it's a bit of a no-brainer.

They can pick up, depending on what they've got currently on their vessel, but they could pick up up to 18% just by changing the propeller and the rudder, which is an overnight job, means it doesn't impact their operations, and they can pay for it all in their opex. Tino's been very clever in organizing potential funding through Export Finance Australia, which means we can fund them into a program where they pay it off per month based on the level of fuel savings we estimate, and that way it stays in their opex budget, and they don't have to go begging for capex, which we all know is very difficult.

We're monitoring the Middle East because it has had a bit of an impact on market confidence in that 50 to 90-foot market. On top of that, that market is moving bigger.

We just monitor all this at the moment, and you can see there's a couple of big boat builders in that 50 to 90-foot range that are restructuring at the moment. I think you'll find that Princess and Sunseeker are big players in that market, and they're both going through a bit of change at the moment.

The VEEM UX will be talking to our existing client base, and one of the very positive things is I was at Maritimo and Riviera a month or so ago when we did our road trip, and they did say, "Look, we've got customers, a customer each, that had a desire to have the VEEM UX." They've both expressed the view they'd like to have VEEM UX as an option for all their vessels.

That was very encouraging, because we believe that people that don't use their boats much, and I guess Riviera and Maritimo in that market where they're pleasure boats, we would have thought that would have been limited access to that, but having it as an option means that the client can get to choose, so that's really strong. Our focus will go mostly there into commercial and defense with the fuel savings.

Obviously defense is a range extender, that's critical, and for the ferry market and offshore supply vessel market. In one of the inquiries we've got, the people have got 78 offshore supply vessels.

There's a savings there of $7 or $8 million a year on their fuel bill, which is significant, and a huge reduction in carbon. There's also a drive to automate more.

I won't go into too much detail on that because we want to keep that fairly confidential, but again we've had some significant robotic upgrades in our post-machining parts of our manufacturing process, which should improve our GPs, we estimate, by 6 or 7% on our product range, which is very important for us. Defense side, defense remains strong, ASC is there.

It's great to see them on. We had that contract negotiation that had to occur, which delayed orders.

We're super busy at the moment, that'll continue on till after Christmas. There's a continuing work, we say qualification work, but it's more so now waiting for them, and of course we'll be pushing into the sustainment side.

I think that's a worthwhile pursuit. We've got a designated path that we think will be fruitful.

Hunter at the final stage. We've got the high-level qualification we've got are not just suitable for the US and for Hunter, but those qualification opens doors on other defense projects.

Talking to people like Rheinmetall, for instance, with the tank program. That's important, and also Austal.

There's a lot of work coming in Austal over the next 20 years, having the right qualifications, being able to meet their needs is very important. We're well positioned to take the opportunities that will come from that, a little slow, but very sticky.

With gyros, we've got about a $40 million potential contract that we're working through now for a Northern European country in a defense area, there's patrol boat program, where they looking at using them as icebreakers, and that's a great opportunity for us, and we hope that'll be available to commence later this calendar year, before Christmas. We're working very hard on that, as well as now the Mark 3 stuff coming out, we expect that to pick up and start growing, and this we're hoping will be the product we always wanted and the growth pattern we always wanted.

I think we've proved that we're seeing a better understanding in the marketplace, and I had a question going back last year, someone said, "Look, do you think the market really understands gyro stabilizers?" I think that tender on using large gyros in patrol boats for icebreaking, where they're going to actually rock the boat with our gyro to break ice as it travels through the ice area, it'll simply rock it and break the ice, it does show that there is now a significant understanding of our technology, and I do think that we've broken the ice on that issue, and it will go forward from there.

Engineering continued as normal. Because of the slowdown, we took the opportunity to cut our overheads back a bit, and now provided additional capacity for growth, we're in a pretty good spot.

Happy to take questions.

Thank you, Mark, and thank you, Tino. Just a reminder, if you'd like to ask a question, please do so via the Q&A button at the bottom of the screen.

A couple of questions have come through. Defense revenue was a lot higher in the second half once ASC orders started coming in.

Should we expect this pace to continue into FY 2027?

Yes, it certainly will. I think we had $13 still had $13 million worth of orders to fulfill when we started this financial year, and we expect that to flow into January, February next calendar year.

That's without any other orders coming through. There's always orders flowing through, and what our program is for this year is to make sure we get all those out successfully and on time.

We also then start seeing sales coming up on the VEEM UX range of products, also would like to be commencing the Hunter class and commencing that Northern European Navy work on gyros. They're the big movers for us for this financial year.

It'll be a little bit busier this first half than the second half, we predict, which is a little different. Normally we have a slower first half and a busier second half.

This year, we think it might be back the other way, but it will certainly be a successful financial year as we have had in previous years. Business going back to normal, I would say.

Thank you, Mark. Next question: how much additional capacity does the completion of the factory extension and commissioning of the new CNC machines give you relative to current demand?

It's about 25% increase in capacity in the next 6 weeks. Our foundry can do quite a bit more, probably more than 50% more than what we're currently doing.

We've got plenty of capacity going forward. The beauty thing about this is the rudders and brackets can be done on very much cheaper machinery that are immediately available.

Whilst we'll start them off using the capacity we've got, we can move them out of existing propeller machining capacity onto cheaper machines and grow that area quite quickly and cheaply. That's all very positive.

Thank you, Mark. You mentioned that there was a marine market trough in the second and third quarters, which has since recovered.

What are you seeing in order flow that gives you confidence that that's sustained rather than a short-term bounce?

Interesting. There's two reasons.

One of them is that we're at the end of August now, and we've still got quite a significant backlog, and we haven't seen that before. At the moment we're running around 20 propellers a day, and so that's a fairly significant workload for us, and that's kind of our peak, and it's continued on now to the end of August.

On top of that, the VEEM UX is becoming available, and there's a lot of pent-up demand for that and a lot of new customers for that. We think that generally it's a seasonal game that slows down around Christmas time or towards Christmas time.

We haven't seen any of that sign yet, and I think that the VEEM UX will probably mask that this year.

Right. Thank you, Mark.

What do you need to see or achieve before dividends are reinstated?

Profit. We want to get back to our normal profit so we can resume.

We'll just keep watching that space, but that is certainly our desire to get back to our dividend stream as soon as we have profit returning to where it should be.

Are you looking for a new CEO, or Mark, are you going to continue both roles?

For the short term, yeah, I'll continue both roles. It's something that I enjoy, and we'll just take our time.

This is a bit of a high-technology business, finding the right person is going to take time.

Thank you, Mark. That concludes the Q&A segment of this webinar.

I'll now hand back to Mark for closing comments.

Thank you, Ben. Look, it's been one of those years we had.

I think the last I remember was after the GFC in '08, '09. Very rare for us to have this, and we're back on track again now.

Circumstances sometimes can lead to this, but we haven't wasted the opportunity to regroup and to provide extra capacity for our business and complete the development of our new products. We're extremely well poised to be able to meet the demands of having new and exciting products going into the market.

Thank you all for taking the time to listen, and thank you, Ben.