Thank you, and a warm welcome to our call today. With us we have the management team: myself, Brian Gallagher; Mr.

Nikos Kalapotharakos, our Chief Financial Officer; Jack Neilan, our Commercial Head of LPG; along with Nikos Tripodakis, our Chief Commercial Officer, for the call; and later on we'll have our Chief Executive Jerry Kalogiratos joining us for the Q&A session. Before that, I'd like to make the following statement.

I must advise you that this conference is being recorded as of today, Wednesday, 29th of July 2026. The statements in today's conference call are not historical facts, including our expectations regarding the sale or acquisition, transactions and their expected effect on us, cash generation, equity returns, and future debt levels, our ability to pursue future growth opportunities, our expectations or objectives regarding future distribution amounts, or share buyback amounts, dividend coverage, future earnings, future leverage, capital allocation, as well as our expectations regarding market fundamentals and the employment of our vessels, including delivery dates, redelivery dates, and charter rates, may be forward-looking statements as defined in Section 21E of the Securities Act 1934 as amended.

These forward-looking statements involve risks and uncertainties that could cause the stated or forecasted returns and results to be materially different from those anticipated. Unless required by law, we expressly disclaim any obligation to update or revise any future of these forward-looking statements, whether because of future events, new information, a change whatever in our views, or expectations to conform to actual results or otherwise.

We make no prediction or statement about the performance of our common shares. With that, I'll now move on to the presentation on the screen in front of you.

You can see starting on our highlights page on Q2 for 2026 on slide 4, it was a very busy and productive quarter on every front. Operationally, we took delivery of four vessels in total in the single quarter: two LNG carriers, a handy LPG/LCO2 carrier, and one dual-fuel medium gas carrier, with a further MGC delivered this month.

We also announced a joint venture on an LNG bunkering vessel, and we also initiated a $20 million buyback program during the quarter. On the financials, net income came in on continuing operations for the second quarter at $29 million, and we declared a dividend of 15 cents per share.

Strategically, CCEC is now the largest US-listed LNG company by tonnage, and with a diversified customer base and a total of $2.9 billion in firm contracted revenues. If all charter options are exercised across the fleet, contracted revenue backlog exceeds $4.3 billion.

Another strong delivery of quarter — sorry, another strong quarter of delivery for the company. I'll now hand it over to our CFO Nikos to take us through the the financial highlights.

Thank you, Brian, and good morning or afternoon to everyone on the call. Now, before turning to the financials, I would like to touch upon the dividend payout, which remains a core component of the company's value proposition to our shareholders.

A 15 cents dividend we have declared will be paid on August 13th to shareholders of record on August 4th. Please note that this is the 77th consecutive quarter that the company is paying a cash dividend since its IPO in 2007.

Now going back to the company's financials, and more specifically to the statement of income. Our net income from continuing operations was $29 million for the second quarter of 2026, compared to $29.7 million during the same period in the previous year.

Revenues for the three-month period ended June 30th rose to $104.9 million, up from $96.7 million during the same period in 2025. The increase was mainly attributed to the increase in the average number of vessels in our fleet, following the deliveries of our two handy gas carriers, the Active and Amadeus, the delivery of our first dual-fuel medium gas carrier, Aristogenis, and the deliveries of the two LNG carriers, Archimidis and Agamemnon.

Now, there are two cost-line movements worth highlighting this quarter. First, vessel operating expenses, which increased during the quarter compared to the same period last year, mainly due to approximately $3.5 million of additional costs incurred by certain of our vessels passing their special survey this year, coupled with the increase in the average size of our fleet.

Second, depreciation and amortization rose, also reflecting the increase in the average size of our fleet following the delivery of five new vessels during the first half of this year. Now moving on to the next slide where we provide a brief update on our special survey schedule.

We currently have two remaining LNG carriers, Attalos and Asklepios, which are expected to pass their special survey this August. After that, no vessels are scheduled for special survey until 2028.

Our guidance remains unchanged, at a cost of approximately $5 million per dry-dock and around 20 to 25 off-hire days, although the dry-docks completed so far have come ahead of budget and with fewer off-hire days. Now moving on to our balance sheet, where total assets grew to $4.7 billion from $4.1 billion at year end, mainly driven by fixed assets, which rose to $4.3 billion as our newbuilding program progressed and we took delivery of new vessels.

Total shareholders' equity currently stands at $1.5 billion. We maintain a solid cash position of $269 million and a net leverage ratio of approximately 54%.

During the quarter, we fully repaid our €150 million bond issued back in 2021, funded from the proceeds of the €250 million bond we issued during the first quarter of this year, which pays a coupon of 3.75% per annum, and thus achieving to extend the maturity profile of our debt at relatively low cost. Let me now turn to our CapEx program, where the funding of our newbuilding program is well in hand.

We have already paid a significant portion of the required CapEx, drawing mainly on internally generated cash flows, asset monetization, and attractive debt financing, including recent bond issuance. As we progress through 2026 and to 2027, we expect CapEx to be weighted mostly towards the LNG carriers.

As you can see, assuming 70% debt financing for the vessels that do not yet have debt arrangements in place, and without taking internally generated cash flows into account, we expect the company to be fully funded for the remaining CapEx, with a significant amount of cash to be released back to the company. Now turning to the next slide and our interest rate risk management.

With rates staying higher for longer and uncertainty about the path of monetary policy from here, we have decided to take some of that uncertainty or variability off the table. During May and July, we executed two zero-cost collars on compounded SOFR, one for $600 million and the second for $200 million in notional, both with three-year tenors, bringing our total protected notional to $800 million.

The collars sit between a weighted average floor of roughly 3.7% and a cap of 4.3%. Consequently, if SOFR stays elevated or moves higher, our exposure is capped, while we still retain the benefit if rates decline.

As a result, approximately 50% of our total debt is currently either fixed-rate based or protected against rising interest rates. Now with that, I will now pass this on to our Head of Commercial, Nikos Tripodakis, to go through the LNG industry update.

Thank you, Nikos, and good morning or afternoon, everyone. I will run through a brief update on the LNG markets over the past quarter and thoughts on market development, starting on slide 12 with a new venture for us.

As you can see in slide 12, our LNG charter book gives us exceptional forward revenue visibility. The contracted revenue backlog stands at approximately $2.8 billion, with an average remaining firm charter duration of 6.5 years.

If you include all of the charterers' extension options, that backlog increases to $4.1 billion, and the average duration extends to 9.4 years. As you can see from the chart, these charters run deep into the 2030s.

Firm covers extend as far as 2037, and with options that are not visible in the chart, as far out as 2043. This is the long-dated, contracted cash flow that underpins our dividend and investment program.

During the second quarter of 2026, we secured employment for three of our newbuilding vessels that were delivered in June and July. This leaves only the Amor Mio I open for 2026.

This vessel has already secured long-term employment commencing in the first quarter of 2027, and we remain confident that we will be able to capitalize on the seasonal strength of the winter market by securing an attractive bridging charter before she begins her 10-year employment. Looking further ahead, we expect the delivery of three additional vessels during the first quarter of 2027, one of which has already secured long-term employment with a supermajor, commencing in 2028.

We believe it is still relatively early to execute on the remaining positions. However, as we move closer to delivery, we expect to see growing commercial interest and begin more attractive discussions with potential charterers.

Moving on to slide 13, and a recap of how the LNG market reacted to the supply disruptions of the past few months. The headline for the LNG market during the second quarter has been the rebalancing of volumes following the Qatari outage.

Even though the impact of the loss of Qatari volumes has been, and is still, evident in the elevated gas prices in Europe and Asia, the ramping up of production, mainly from the United States, has acted as a buffer. At the same time, strong demand from Egypt, India, and Bangladesh have helped to counter the drop in purchasing from traditional buyers like China, Japan, and Korea.

If you look at the balance change from March to June 2026, the single largest move came from Qatar and the United Arab Emirates, where supply available to the market tightened by around 292 million cubic meters per day. However, the increase in production by 132 mcm per day from the US led to a net supply loss of 96 mcm.

It is more than clear than ever that the role of the United States as a dominant and reliable LNG producer is increasing, and we continue to believe that the importance of the US will only increase in the future. Moving now onto slides 14 and 15, please allow me to summarize our view on the current LNG market dynamics.

Two clear trends have been reshaping the LNG trade flows since the war started. First, more US LNG cargoes are heading to Asia, significantly increasing freight ton-mile demand.

US LNG exports to Asia have been climbing throughout 2026, reaching roughly 4.1 million tons in May, the highest monthly level across three years shown on the chart. The second trend is that European gas inventories are sitting well below their five-year seasonal average.

European storage in 2026 has been consistently in the low to mid-30% of capacity, materially below where it was in the prior two years, and consistently at the lower end or even lower than the five-year average. This combination of Asia purchasing more US LNG cargoes while Europe runs down its buffers has kept gas prices elevated and supported freight rates throughout the year.

At the same time, the market is set for a volatile winter where the main importing regions will compete against each other for the scarce, flexible availability of US cargoes. This tug-of-war between Europe and Asia for the few flexible cargoes creates volatility around arbitrage opportunities and leads to fewer relet vessels being offered, as shipping length becomes the means to capture the option value on the European and Asian gas price spreads.

Let's turn now to slide 16 and examine the breakdown of the supply growth towards the end of the decade. Looking further out, the supply growth story extends well into the early 2030s, and it is heavily weighted towards the United States.

As mentioned earlier, the US is now expected to have more than 255 million tons per annum of liquefaction capacity by the end of 2031. When you add the recovery of the Middle East volumes, the delayed North Field expansion, and the continued US growth, global liquefaction capacity pushes towards roughly around 900 million tons per annum by the early 2030s.

It's worth noting that there's a near-term wrinkle here: 2026 actually sees the loss of 12.8 million tons per annum and the idling of some capacity, around 4% annualized loss this year, even as new US and Asia-Pacific volumes come online. The medium-term trajectory is clearly one of sustained, US-led supply growth.

Moving to slide 17, where we look at our shipping supply and demand outlook, and you can see that the inflection point when demand outpaces newbuilding deliveries is in early 2028. On the supply side, net fleet deliveries build to a peak of around 292 vessels in 2029, and then decline as scrapping accelerates.

We expect cumulative scrapping of over 160 vessels by 2031, based on the dry-docking schedule and time charter redeliveries. On the demand side, the vessels required to serve FID and committed LNG capacity climb sharply to roughly 706 vessels by 2031 on the FID and committed basis, far outstripping the net fleet additions of around 255 ships.

This concludes the LNG market update. Please allow me to hand the presentation over to Jack Neilan, the Head of our LPG Business, to introduce the dynamics of this market.

Thank you, Nikos. Good morning, good afternoon, everyone.

What we want to achieve over the next few slides is to provide a succinct, but hopefully interesting, insight into our medium gas carrier fleet within CCEC, the market dynamics, our positioning, and strategy. Kicking off on slide 19 with a summary of our fleet.

This slide lays out our LPG fleet delivery schedule. The key message are that this is a focused investment program built around two market pillars: medium gas carriers and handy-sized liquid CO2 carriers, presented here as one unified investment case.

The program totals 348,000 cubic meters of capacity across 10 vessels, with deliveries staged from January 2026 through July 2027, arriving steadily each quarter. On the LCO2 side, Active and Amadeus have already delivered and currently employed in LPG.

On the MGC side, we have Aristogenis has delivered into a 12-month LPG employment, and the Aristodimos was delivered on the 24th of July, and is currently ballasting towards the US Gulf. By July 2027, the program is complete.

On the commercial side, our chartering strategy reflects the nature of each market. The MGC segment is dominated by shorter time charter durations of 6 to 12 months.

Our approach there is built around a deliberate balance between spot and short-term charter exposure, while also reviewing longer-term opportunities as they arise. This gives us the flexibility to capture upside as the freight market strengthens, whilst still securing a base layer of contracted cash flow and earnings visibility appropriate to this segment, as this how this segment typically trades.

It allows us to respond to near-term rate volatility, such as we've seen recently in the Atlantic Basin, without sacrificing the predictability our investors expect from a program of this scale. Looking a bit deeper at our positioning on slide 20, this is really the heart of our gas investment thesis, and I'd like to sum it up as earning on LPG today, built for the energy transition of tomorrow.

On the CO2 side, we have four 22,000 cubic meter liquid CO2 carriers, the largest such vessels in the world. With global CO2 capture expected to reach around 210 million tons per annum by 2030, there are 12 LCO2 carriers already in operation or on order, and the fleet is set to scale potentially to 55 vessels by 2030, according to DNV.

We are a genuine first mover in an entirely new shipping segment. Our MGCs are liquefied dual-fuel ammonia-ready newbuilds, giving them the flexibility to trade LPG and ammonia, including low-carbon ammonia, as that market scales.

Our liquid CO2 carriers go a step further, built with the same LPG and ammonia trading flexibility as the MGCs, but with the added capability to shift into LCO2 as that market develops. This is the elegant part of the structure, all vessel types earn cash flow from the LPG and ammonia market today.

In practice, that means that every vessel in this program earns on today's established LPG economics, entering a market with record US export volumes and structurally tight ton-mile demand. Across the fleet, we get paid on established LPG economics now, while holding a layered set of free options for the energy transition ahead.

Let me spend a moment on why we're confident in the LPG markets in the short to medium term. Global LPG demand is being built by three structural forces.

The first and largest is residential and commercial use: cooking, water, and space heating, which accounts for around 58% of global LPG demand across more than 280 million households, with strong rural-to-urban switching away from biomass and coal, and emerging economies like India, Africa, and Southeast Asia. The second is petrochemical feedstock, at around 30% of demand, where propane and butane are cracked for ethylene and propylene.

There are currently more than 22 new PDH plants commissioning, with China leading the propane import growth. The third is cleaner fuel switching, as LPG displaces higher emission coal, wood, and diesel.

To frame the size of the prize, the global LPG market was worth $149.6 billion in 2025, and is forecast to grow at a rate of 3% to 4.5% compound annual through 2034. On the shipping side, the LPG map is being redrawn by three forces.

First, a US supply unlock: US seaborne LPG exports have climbed from around 1.45 million barrels per day in 2020 to an estimated 2.7 million by 2026, an 86% increase, with Enterprise's 300,000 barrel per day Houston Ship Channel expansion coming online in 2026, and the Neches River Terminal Phase 2 to follow. Second, an Asia pull: India is targeting 10% of its LPG from the US, with its national oil companies already locked into 2.2 million tons of term barrels for 2026.

Third, this is the crucial one for the tonnage, a ton-mile lift. Every US Gulf cargo to Asia represents roughly a 70-day round voyage, versus a 25 days for an AG-to-India cargo.

Those long-haul voyages absorb capacity and tighten effective tonnage. LPG freight is fundamentally the price that clears the US to Asia arbitrage, this dynamic drives both the volatility and the earnings in the segment.

How is CCEC positioned within this MGC market? We have six dual-fuel MGC carriers on order: four at 45,000 cubic meters and two at 40,000 cubic meters, for delivery across 2026 and 2027.

All vessels are capable of carrying LPG, ammonia, and petrochemical gases. The competitive advantages of these vessels are threefold: greater cargo intake, enhanced design, and dual-fuel capability, together delivering a much lower cost base than currently on the water.

The enhanced designs include shaft generators, reducing daily fuel consumption from the auxiliary engines, along with two deck tanks that enable both dual-fuel bunker flexibility and the ability to store cargo for grade change. With this, we are seeing a meaningful shift in charterers' preference towards dual-fuel technology, as conventional units face rising regulatory compliance costs and a widening premium to dual-fuel tonnage.

These vessels are built by Hyundai Mipo and Nantong CIMC. Lastly, I'd like to draw your attention to the very recent trading picture.

The LPG market, since the onset of US-Iran conflict, has shown how resilient it can be. With a large proportion of LPG and ammonia exports blocked in the Strait of Hormuz, buyers had to look further afield to meet their requirements, a switch in trading patterns that overall increased ton-miles across both the handy and MGC markets.

The charts in this slide illustrate the recent firmness in rates. This again justifies the point made earlier that LPG freight is the clearing price for the arbitrage, and that product volatility of this kind generally works in the direction of stronger earnings for well-positioned tonnage.

I'll now pass you back to Brian to provide a summary before we open to questions.

Thank you, Jack. On the concluding slide, I'll just bring all of those different facets together.

You can see on this slide we've given a pictorial view of our fleets, both on the water and the deliveries that we anticipate. This slide captures the full picture of what we've built, what we intend to build: an ultra-modern, diversified gas fleet designed to meet the challenges and opportunities ahead.

On the water, we have our LNG carriers, all latest-generation, dual-fuel, 174,000 cubic meter vessels, supported by MGC gas carriers that Jack's run through with LPG and ammonia capability, and also four liquid CO2 multi-gas carriers capable of transporting CO2, LPG, and ammonia. At the bottom of this summary slide, we show we have a new LNG bunkering vessel alongside our single legacy one container vessel, which remains on a long-term charter with optionality associated with it.

For those focused on the equity story, a few reference points. We trade under the ticker CCEC as a US equity listed on Nasdaq, domiciled in the Marshall Islands, with the headquarters in Athens, Greece.

We have 60.3 million shares in issue, and our market capitalization is approximately $1.4 billion today. This is a modern, contracted, diversified fleet attached to a clean and clearly defined equity story.

That concludes our prepared remarks. Thank you very much for your attention.

I'll now open it to my colleagues for questions.

Good afternoon, how are you guys doing? Good, thanks Alex.

Good, thanks Alexander, how are you?

Doing good, thanks. While we don't know for sure when the conflict in the Middle East will end, the JKM and TTF forward curves seem to have priced in a degree of continued impact into early 2027.

How does this compare to the sentiment you're seeing amongst charterers as well as shipping appetite over the next 12 months?

I think the spot charter rates speak for themselves to answer this, Alex, because this situation has been consistent throughout this conflict: higher flat prices, the JKM/TTF spread being wide all the way to now, as you mentioned, Q1, and this has led into significantly higher spot charter rates compared to, let's say, pre-conflict. To put things in perspective, the average spot charter rate so far this year has been 93,000, whereas last year was 39.

Now, this whole situation is very much prompt, and the curve is backwardated. It all comes down to, as you mentioned, how long this conflict will last.

For as long as it lasts, the volatility and the uncertainty will lead to freight being the means, as we mentioned in the presentation, to capture the option value over wider spread.

All right, thank you. Appreciate the color.

Switching gears over to LNG bunkering, following the announcement of the JV, how are you thinking about LNG bunkering with respect to the overall business, and how might you go about growing your footprint beyond the first vessel?

Thank you, Alex. It is a new segment for us, the investment in LNG bunkering, the LNG bunkering business with LNG bunkering barge.

It is quite a different business, of course, to the transportation of the commodity per se. It is a market that has quite a growth trajectory in view of the dual-fuel LNG fleet that is either in the water or under construction, with quite robust growth.

At the same time, the end users, the charterers for this type of vessels is only a handful of companies, either supermajors or certain specialized companies active in the bunkering business. I think we would be overall cautious and typically invest in assets where we have visibility in terms of the employment as we contract the vessel.

Here, we went forward with contracting the newbuild together with CMA on a 50/50 basis, with the expectation that this vessel will service the CMA LNG DF fleet down the line.

All right. That makes sense, appreciate the color.

I'll turn it back over. Thank you.

Thank you. Jerry, Nikos, Brian, how are you today?

Hi Liam, all good, how are you?

Hey Liam, thanks for asking.

I'm very well, thank you. On the Axios I, you had secured an 18-month charter.

I know you had the index-linked charter rate on that, but what was the logic of taking a shorter duration? Was the charter rate that attractive where you would sacrifice duration for payment?

The

logic behind the duration is that we do not have any deliveries of our newbuilding vessels in the first half of 2028. That was one of the reasons why we chose this deal.

It's nice to diversify our redelivery profile and keep options open throughout basically every single quarter all the way to Q2 2029. We always want to have options to explore every potential long-term charter possibility, and we feel that the weakness in the front will have dissipated by the time this vessel redelivers.

At the same time, we get a floating rate which, combined with a very strong view on this winter, fits into a frame that we're very happy to have done.

Great, thank you. On the LPG front, obviously the nature of that service is a shorter duration, though in the prepared comments there was some discussion about exploring longer-term charters.

How realistic is that, or is this mainly going to stay a shorter-term duration business?

It's mostly traded, as mentioned, on the MGCs on that shorter term. There are some traders that look towards longer term to bring down their unit value.

They do come about. From the vessel that we've got ballasting towards the US Gulf, we had assessed some opportunities, but we felt that the strength in the West at the moment, it made the decision easy for us that we should play shorter term and in that spot market at the moment.

We look to cover for the next 6 to 12 months before looking towards any longer-term commitments that may come along.

Great. Thank you very much.

Thank you. Hey guys, thanks for the update.

I just have a couple of quick questions. You had mentioned last quarter looking to take advantage of the stronger spot market in LNG, and you were fast-tracking some of the newbuilding deliveries.

As you were just talking about, you put the one vessel, the Alkaios, away for 18 months on that index-linked charter. Are you able to give just some detail on that?

Is that a contract where there's a base rate with profit share, or is it just simply a variable moving rate based off of spot market?

Just a comment on this fast-tracking of the newbuildings: this was a decision that we took early into the conflict with significant risk that has played out very well, given the fact that we managed to secure a nine-month charter at what has been basically the average of the spot market this year, a very healthy rate. That played out well.

When it comes to the Alkaios and the 18-month floating, can you repeat the latter part of your question just to make sure I answer it accurately?

I was just asking if the index-linked portion of the contract, is it a base rate with a profit share, or is it just simply a variable based off of spot market averages?

No, it's based on the Atlantic spot charter rates for modern two-stroke vessels. There is no floor, no ceiling, it's just what the market is trading in the Atlantic.

Thank you. Thanks for that.

Then just a follow-up on the next newbuilding, I think it's called the Antaios. I think that comes either later this year or early next year.

Kind of what are your thoughts on that vessel? Any chance to, quote unquote, fast-track that one also if there's an opportunity?

Then how are you thinking about chartering that ship?

That's a good question. No, we're not discussing about fast-tracking those Q1 positions, Antaios being the first one, as you accurately pointed out.

For those, we're exploring long-term charters starting in 2027. We believe that it's still very early in the LNG market to capitalize on that, on the tenor that we're looking, and we will have more visibility as we come closer to delivery.

We expect by September or October we have a very clear view on what the best option for us is for those vessels.

Okay. Great.

Very good. Thank you.

That's it for me.

Thank you, Omar.

Great. Good morning, thank you.

I guess maybe looking at just some of the supply side of the market here, given the elevated order book across some of the industry, how are you thinking about the relative opportunities and risks across LNG carriers versus maybe mid-sized gas carriers over the next several years? I guess thinking about it for you guys, what underpins your confidence in the current size mix of your fleet, and then are there any other areas you would look to increase or reduce exposure to as this newbuild cycle unfolds?

Thanks.

Hi, Stephanie. No, that's a fair question.

We have currently remaining the five positions that, in terms of the LNG carriers, that do not have long-term employment in place. That's two ships in Q1 '27, and three: one end of '28, two in Q1 '29.

I think we would want to see more visibility with regard to the employment of these vessels, doesn't have to be all of this uncommitted newbuilds, but at least some of these positions to be fixed away before we look at contracting new LNG carriers. Having said that, we do remain quite constructive, as Nikos described during his prepared remarks on the LNG market.

The current turmoil has created short-term opportunities, might have delayed slightly the expected recovery. One thing is for certain, that this additional LNG volumes will be coming, and if anything, given where these volumes are coming predominantly in the US and the Americas, and where the demand is going to be, and if you add a bit of geopolitics there, there will be additional effort to source LNG away from the Gulf.

I think both the demand as well as the ton-miles will be there in the long term to support LNG shipping and see good markets ahead. I think this is a market that we will be keeping a close track of and be very open to opportunities.

We will, of course, always look for back-to-back opportunities that could be accretive to our bottom line. Then on the other gas segments, let's say the LPG segment from all sizes, from VLs down to handies, Jack described our current strategy.

We are quite constructive on the long-term fundamentals of the market. We do think that, given the direction the market has taken, it can absorb the order book, and especially the ships that have dual-fuel capabilities or high specification will be very much in demand.

I think that's also a market that we will be following. In a nutshell, I think we have quite enough on our plate: a large order book, a lot of it has been de-risked, and we have also the cash flows and the capital, as also Nikos Kalapotharakos described, and we need to see some more visibility with regard to employment, but we are definitely open into new opportunities.

Thank you. Very clear.

Then maybe just one quick follow-up, debt did pick up, I guess, sequentially here during the quarter. Maybe to talk a little bit about what your target leverage range is today, and then maybe as you think about balancing growth investments, returning cash to shareholders, and the like, that would be helpful.

Thank you.

In terms of leverage, we continue to be in the very low 50s in terms of our net leverage against the fair market value of our assets, I think we are at very reasonable levels. We are, of course, at a growth phase as we take delivery of certain assets over the next few quarters.

You might see that the leverage increase somewhat, but that should be only temporary as we take delivery of the vessels and with the amortization that we have, debt amortization that we have in place, leverage should peak over the next two, three quarters and then start coming off. In terms of the dividend, I think we have communicated in previous calls that once we are at the end or close to the end of our original newbuilding program, we will reconsider our dividend policy.

I think the board will stick to that guidance. I think by the end of this year, if not early next year, which will be where we will, and after we have more visibility also in the employment of the LNG carriers due in Q1 '27, we can be more constructive on the dividend and see how we can revise it.

The guidance remains, and that's irrespective of any additional newbuilds, like our 2029 newbuilds that have been subsequent to that guidance or any other acquisitions.

Thank you, that's all for me.

Thank you, Stephanie.