Good morning, ladies and gentlemen, and thank you all for joining us today for our scheduled conference call. I'd like to apologize for the 10-minute delay, but I was caught in another very important phone call.

Sorry about that. Together with me is Tasos Aslidis, our Chief Financial Officer.

The purpose of today's call is to discuss our financial results for the 3- and 6-month period ended June 30th, 2026. Please turn to slide 3 of the presentation for our quarterly financial highlights.

For the second quarter of 2026, we reported total net revenues of $56.5 million and a net income attributable to controlling shareholders of $33.2 million, or $4.74 per diluted share. Adjusted net income for the quarter was $32.9 million, or $4.70 per diluted share.

Adjusted EBITDA for the period was $40.1 million. Please refer to the press release for a reconciliation of adjusted net income and adjusted EBITDA to net income.

Our CFO, Tasos Aslidis, will go over our financial highlights in more detail later on in the presentation. We are pleased to announce that our board of directors has declared another quarterly dividend of 80 cents per share for the second quarter of 2026 as part of the company's common stock dividend plan.

Based on current share price levels, the distribution reflects an annualized yield between 4.2% and 4.5% based on the recent range of our share price. Since the launch of our $20 million share repurchase program in May 2022, we have repurchased 480,000 shares in the open market through August 13th, 2026, representing approximately 6.8% of our outstanding shares for a total consideration of around $11.4 million.

We remain committed to executing the program in a disciplined and opportunistic manner, allocating capital prudently while enhancing long-term value for our shareholders. Please turn to slide 4 for an overview of our recent developments, covering key activities across vessel sale, acquisitions, chartering, and fleet operations.

On the S&P front, as announced in mid-June, we entered into an agreement with Nantong QIMC, SinoPacific Offshore & Engineering in China for the construction of 2 additional 1,800 TEU gearless container ships, sister ships to the 2 we ordered in April 2026, with expected deliveries in December 2028 and March 2029. Total consideration for these vessels is approximately $64.5 million, which will be financed with a combination of debt, aiming at a 60% to 65%, and equity.

In late August, we entered into a joint venture with NRP Project Finance for our third intermediate newbuilding, motor vessel Thrilas. The vessel is scheduled for delivery in Q1 2028.

Under the terms of the agreement, NRP investors will acquire a 49% stake for approximately $12.2 million, with the transaction assuming at least 60% debt financing. The first capital contribution has already been paid.

On the chartering side, we have secured multiyear charter extensions for motor vessel Peira Star and motor vessel Stefania K. Both vessels are fixed for a minimum of 24 to maximum of 26 months at a daily rate of $25,500 per day, providing earnings visibility through at least the first quarter of 2028.

We had no technical or commercial off-hire days this period. Now please turn to slide 5.

Our operating fleet consists of 21 vessels with a combined carrying capacity of approximately 61,000 TEU and an average age of 13 years. This includes 6 intermediate container ships with a carrying capacity of 25,500 TEU and an average age of 18 years, alongside 15 feeder container ships with a combined carrying capacity of 35,600 TEU and an average age of 9 years.

We have 12 newbuilding vessels on order, 8 feeders and 4 intermediate containers, with deliveries scheduled between Q3 2027 through Q1 2029. Upon completion of our newbuilding program, our fleet will expand to 33 vessels with a total carrying capacity of approximately 97,000 TEU, positioning us with one of the youngest feeder and intermediate container ship fleets in the market.

Please turn to slide 6 for a further update on our fleet employment and forward coverage. Our chartering coverage stands at 96% for 2026, 81% for 2027, and 47% for 2028 at highly attractive average daily rates of approximately $30,900 per day for 2026, $31,700 for 2027, and $32,300 for 2028.

This insulates our earnings even if market rates soften when current charters expire. Moving on to slide 8, let me walk you through the market key developments that shaped the container ship sector over the second quarter of 2026.

Container shipping markets continued their upward trajectory through the whole of Q2 and Q3 to date, driven by robust mainline demand and supply disruptions tied to the Middle East geopolitical tensions. Charter rates reached the highest level since before the COVID-19 pandemic, while freight rates extended their momentum, posting notable gains through July.

On the asset side, secondhand vessel prices held steady during the second quarter compared with the first, despite ongoing geopolitical uncertainties. The fundamentals remain solid.

Tight supply of available tonnage and strong competition for prompt charter-free vessels continue to underpin valuations. Newbuilding prices also moved higher, up approximately 2% quarter-over-quarter, reflecting robust demand across the sector.

Fleet utilization remains remarkably tight. Idle capacity, excluding vessels under repair, was just 200,000 TEU, or 0.6% of the global fleet, as of early July.

This remains at historic lows and underscores the structural supply tightness seen during this market cycle. Finally, recycling activity has been notably subdued year-to-date, with only 10 vessels accounting for 25,000 TEU sent to scrap through July.

This further reflects the high-value environment for tonnage and limited incentive to recycle. Meanwhile, the fleet grew by 2.6% year-to-date.

Please turn to slide 9, which illustrates the development of 6- to 12-month time charter rates over the past decade. Across all vessel classes, from smaller feeders to the larger intermediate container segment, current charter rates remain notably above both their respective 10-year historical averages and median levels.

These smaller vessel classes play an essential role in maintaining network flexibility and supporting regional and intraregional trade flows, a role that has become increasingly critical amid geopolitical uncertainties and supply chain disruptions. With scarce available tonnage and underlying demand holding firm, the conditions supporting elevated time charter rates appear broadly intact for now.

Please turn to slide 10, where we review the global macroeconomic backdrop and its implications for container shipping demand. According to the IMF July 2026 World Economic Outlook, global growth is projected at 3% in 2026, recovering to 3.4% in 2027, broadly unchanged cumulatively from April's forecast.

The outlook is mixed. Elevated energy prices and geopolitical tensions, particularly the Iran conflict and Ukraine-Russia war, are driving inflation and interest rates higher.

However, AI-driven investment is supporting growth in technology-integrated countries. Meanwhile, global disinflation has stalled, with an inflation shock pushing the yield on the 10-year US Treasury to approximately 4.7%.

The US economy has remained comparatively resilient at 2.3% growth. China is projected to grow 4.6% this year, supported by infrastructure investment and high-tech exports, but decline to just 4.1% growth in 2027.

While ASEAN-5 region is projected to slow to 4.1% in 2026, before recovering to 4.3% growth in 2027. On container trade, as measured in TEUs, volume is projected to moderate from 4.6% growth in 2025 to just 3.7% in 2026, reflecting tariff impacts and slower global growth overall due to the geopolitical disruptions.

Growth is expected to remain subdued at 3.4% in 2027, as the effects of the current disruptions will take longer to dissipate. For container shipping specifically, containerized trade measured in TEU-miles is projected to grow by approximately 3.6% in 2026.

However, we anticipate a normalization effect in 2027, with TEU-mile demand projected to decline by 4.8%, reflecting potential for trade routes and sailing distances to return to historical patterns. Turning on to slide 11, you can see the total fleet age profile and container ship order book.

Starting with the age profile in the upper left, the overall container ship fleet remains relatively young, with a majority of vessels under 15 years of age and only about 15% of the fleet over 20 years old. However, this aggregate view is totally different when examining the feeder and intermediate segments in isolation, which we will explore in greater detail over the next several slides.

Turning to vessel deliveries, the top right chart illustrates scheduled new delivery as a percentage of the existing fleet. Deliveries are projected at approximately 5.5% for 2026, 9.4% for 2027, and 24.2% for 2028 onwards, although actual fleet growth is expected to be somewhat lower due to slippage and future demolition activity.

The bottom chart puts the current order book in historical context. At approximately 39.8% of the fleet as of August 2026, the order book has climbed to levels not seen in over 15 years, a development that warrants close attention as we think about the medium-term supply outlook for the sector.

Turning on to slide 12, we highlight the age profile and order book for the 1,000 to 3,000 TEU feeder segment. The supply here tells a markedly different story from the broader market.

The age profile here is striking: approximately 24% of the fleet is between 15 and 19 years, while 30% of the fleet is over 20 years old, meaning more than half of the feeder fleet is at or approaching scrapping age. As environmental regulations tighten and compliance costs rise, a meaningful portion of this older tonnage will likely exit the market over the coming years, depending on how challenging market conditions become.

Against this aging backdrop, newbuilding activity in the sub-3,000 TEU segment remains significantly restrained. As of August 2026, the order book stands at 17.6%, substantially below the broader market, which is 39.8%, with scheduled deliveries of just 3.1% for 2026, 6.8% for 2027, and 8.1% for 2028 and beyond.

Let's move to slide 13 to focus on the intermediate segment, the other core segment of our fleet. As of August 2026, the order book in this segment stands at approximately 28% of the existing fleet.

While higher than the feeder segment, this remains modest relative to the large mainline vessel classes, where newbuilding activity has been considerably more active. What makes this segment particularly compelling from a supply perspective is the age profile.

About 36% of the fleet is between 15 to 19 years old, while 30% of vessels in this size range are over 20 years of age, meaning roughly two-thirds of the fleet is either at or approaching an age where retirement decisions become likely. Scheduled deliveries are projected at 3.8% for 2026, rising to approximately 7.8% in 2027 and 15.9% for 2028 and beyond.

However, when weighed against potential accelerated scrapping among the older tonnage, net fleet growth in this segment is expected to remain contained over the coming years. The interplay between a maturing fleet and a measured newbuilding pipeline continues to create a structurally supportive environment for intermediate container ship operators, despite the unavoidable cascade effect, which, of course, will also take place.

Turning to slide 14. This chart places the dynamics we've discussed in broader context across the entire container ship sector.

What's evident is the pronounced concentration of newbuilding activity in the larger vessel classes. Neo-Panamax and post-Panamax segments carry order books of 40% to 87% of their existing fleet, reflecting the significant capacity directed towards major mainline trades.

These are the segments facing the most acute oversupply risk. By contrast, feeders and intermediate segments exhibit significantly lower order book activity, ranging from 14% to 28%, depending on vessel size.

This modest ordering activity is occurring against an aging fleet backdrop. The gap between the wave of newbuildings in larger vessel classes and limited fleet renewal in feeders and intermediate segments points to a structurally more favorable supply outlook for the sizes in which Euroseas operates.

Now please turn to slide 15, where we summarize our outlook. Markets have gained meaningful momentum through July, with rates at decade highs supported by strong East-West demand and Middle East disruptions.

The limited 2026 supply supports a near-term balance, though we do expect some moderation towards the end of the year. Looking ahead to 2027, the supply-demand picture shifts.

Red Sea route normalization and a significant uptick in vessel deliveries could pressure the market. That said, capacity management, accelerated scrapping, and slower steaming could help absorb incremental supply.

Geopolitical uncertainty also complicates the timing of any normalization. Finally, the impact of tariffs has been more muted than feared.

Though US trade policy remains a variable, we are continuing to monitor closely. Turning to slide 16, the charts illustrate the strength of the current cycle.

One-year time charter rates for 2,500 TEU container ships stand at $38,250 per day, substantially above the 10-year historical average of $24,000 and median rate of $16,000 per day. This is obviously reflected in asset values as well.

The right chart shows newbuilding vessels are now priced at $45.5 million versus the 10-year median and average of approximately $36.7 million, while 10-year-old vessels are valued at $41 million compared to historical average of $22.5 million and a median of $18.75 million. These elevated secondhand valuations, particularly without attached employment, present a less compelling risk-reward profile at this stage of the cycle.

Newbuilding, by contrast, offers greater pricing flexibility and cost predictability. This conviction has driven our decision to expand our order book to 12 vessels, building on the 9 vessels we completed in early 2025.

This strategic position, combined with our strong balance sheet and substantial liquidity, puts us in an enviable position: well-capitalized to pursue accretive opportunities when they arise, while our fleet benefits from lower operating costs and environmental advantages that differentiate us competitively. I will now turn the call over to Tasos, who will go over our financial results for the second quarter and first half of 2026 in more detail.

Thank you very much, Aristides. Good morning from me as well, ladies and gentlemen.

Over the next 5 slides, I will give you the usual overview of our financial highlights for the second quarter and first half of 2026 and compare those results to the same period of last year. For that, let's turn to slide 18.

For the second quarter of 2026, the company reported total net revenues of $56.5 million, representing a 1.3% decrease over total net revenues of $57.2 million during the second quarter of 2025. This was the result of the lower average number of vessels we owned and operated this quarter, this past quarter in 2026, compared to the same second quarter of 2025, and it was partly offset by the increase in the time charter rates that we earned on average in the respective periods.

The company reported net income of $32.6 million and net income attributable to controlling shareholders of $33.2 million for the second quarter of 2026, as compared to a net income and net income attributable to controlling shareholders of $29.9 million for the same period, the second quarter of 2025. The net loss attributable to noncontrolling shareholders of $0.6 million in the second quarter of 2026 represents the 49% ownership of the entities owning our newbuilding MV Thrilas and which are represented by NRP Investors.

Interest and other financing costs for the second quarter of 2026 amounted to $2.7 million, compared to $4 million for the second quarter of 2025. This decrease is due to the decreased amount of debt and the decreased lower rate of our loans in the current period compared to the same period last year.

If we account for interest income, the respective amounts become $1.3 million and $3.7 million for the second quarter of 2026 and 2025 respectively, and these are the figures shown in the net interest line, the table on the slide. As part of our liquidity management strategy, we entered into investments in equity and debt securities in the first quarter of 2026.

For the 3 months ended June 30th, 2026, the company recognized a $0.29 million unrealized mark-to-market gain on its investment in equity securities, resulting from an increase in the fair value of the investment. At the same time, we acquired debt securities with an initial cost of $20 million, classified as available-for-sale under US GAAP, for which the fair value decreased between quarters, resulting in an unrealized loss of approximately $0.24 million during the second quarter of 2026.

We did not have such investments in the respective quarter of last year. It's worth noting that these investments are intended to be held to maturity, and as such, the loss is purely accounting in nature and has no cash impact.

In fact, these holdings continue to generate regular dividend income, which partially offsets any short-term valuation fluctuations. Adjusted EBITDA for the second quarter of 2026 was $40.1 million, compared to $39.3 million during the same period of last year.

Basic and diluted earnings per share attributable to controlling shareholders for the second quarter of this year were $4.77 and $4.74, basic and diluted, calculated on approximately 7 million of weighted average number of shares outstanding, compared to basic and diluted earnings attributable to controlling shareholders of $4.32 and $4.29 dollar per share, basic and diluted respectively, for the second quarter of last year. Excluding the effects on the net income attributable to controlling shareholders for this quarter of the unrealized gain on investments in equity securities, the adjusted earnings attributable to controlling shareholders for the second quarter of 2026 would have been $4.73 basic and $4.70 diluted, compared to adjusted earnings attributable again to controlling shareholders of $4.23 basic and $4.20 diluted for the same period of last year.

Let's now look at the numbers on the same slide and and and look at the numbers corresponding to the 6-month period ended June 30th and compare them to the same period of last year. For the first half of 2026, the company reported total net revenues of $112.3 million, representing a 1.1% decrease over total net revenues of $113.6 million during the first half of last year.

The same reasons that I that I used to explain the quarterly decline apply here. The company reported a net income for the period of $65.1 million and net income attributable to controlling shareholders of $65.7 million, as compared to net income and net income attributable to controlling shareholders of $66.8 million for the same period, the first half of 2025.

Total interest and other financing costs for the first half of 2026 amounted to $5.7 million. Total interest and financing costs for the first half of 2025 amounted to $7.9 million, the decrease again due to the lower level of debt on average and lower interest rate paid.

Accounting for interest income for the respective the respective amounts become $2.44 million and $5.37 million for the first half of 2026 and 2025, and these are the 2 figures shown on the on the slide, and they and they include the net interest that we earned on that. Adjusted EBITDA for the first half of 2026 was $81 million, compared to $76.4 million for the same period of last year.

Basic and diluted earnings per share attributable to controlling shareholders for the first half of 2026 were $9.44 basic and $9.39 diluted, compared to $9.63 basic and $9.60 diluted for the same period of 2025. The adjusted earnings per share attributable to controlling shareholders for the 6 months ended June 30th, 2026, would have been $9.45 basic and $9.40 diluted, compared again to adjusted earnings for the same period of last year of $7.99 basic and $7.97 diluted.

Let's now turn to slide 19 to review our fleet performance. We'll start our review by looking at the fleet utilization rate for the second quarters of 2026 and 2025.

As usual, our fleet utilization rate is broken down into commercial and operational components. During the second quarter of 2026 and 2025, commercial utilization was for both periods 100%, while operational utilization was 99.9% and [unclear] respectively.

On average, 21 vessels were owned and operated in the second quarter of 2026, earning an average time charter equivalent rate of $30,306 per day, compared to 22 vessels for the same period of last year, earning on average $29,420 per day. Our total daily operating expenses, including management fees, G&A expenses, but excluding drydocking costs, were $8,036 per vessel per day in the second quarter of this year, compared to $7,394 per vessel per day in the second quarter of 2025.

If we move further down on this table, we can see, as always, the daily cash flow breakeven level, which takes into account, in addition to the operating expenses, the drydocking expenses, interest expenses, and loan repayments, without accounting for balloon payments, and all of those are expressed on a per dollar per day basis, on a per vessel per day basis. For the second quarter of 2026, thus, our daily cash flow breakeven rate was $12,233 per vessel per day, as compared to $12,261 for the same period, the second quarter of 2025.

At the very bottom of this table, you can see the dividend we paid, expressed in dollars per vessel per day. In the second quarter of 2026, this amounted to $2,916, compared to $2,275 in the same period of last year, the increase reflecting the increase in the actual amount of dividends paid and the reduction in the number of vessels.

Let's now look at the right-hand side of of the of this table and review the same metrics for the first half period. During the first half period of for 2026, both operational and commercial utilization rates were at 100%, while operational utilization rate for the corresponding period of 2025 was 99.6% and commercial was, again, 100%.

On average, for the 6-month period, we owned and operated 21 vessels, earning an average time charter equivalent rate of $30,330 per day, compared to 22.83 vessels we operated in the same period of last year, earning an average of $28,468 per day. Operating expenses, again, including management fees and G&A expenses, but no drydocking costs, averaged $7,963 per vessel per day this year, compared to $7,454 for the same period, the first half of 2025.

The breakeven levels, again at the bottom of this table, were $12,290 for the 6 months of this year, compared to $13,163 for 2025. The common dividend, expressed in dollars per day per vessel, in the first half of this year amounted to $2,839, up 29% from $2,196 in the first quarter of last year.

Let's now move to the next slide, which has more numbers and aims to provide a better perspective of the depth of our contracted coverage that Aristides discussed in an earlier slide. This table presents the development of our fleet owner's days over the period of the next 3 years, because we have newbuildings coming in, and an estimated breakdown of how many days are available for hire and how many days are already contracted.

It incorporates assumptions about delivery times for the vessels under construction, scrapping times for older vessels, estimated drydocking duration and timing, utilization rate assumptions going forward, and estimates for contracted days and average contracted rate per day. Please note that the data presented in this table represents our internal estimates, provided only for indicative purposes, to be used for modeling future time charter equivalent revenues, and, of course, actual results might differ.

Nevertheless, we believe this provides a useful visibility into our forward revenue and earnings profile. Although our contracted coverage has been discussed earlier, just for reference, I will mention that the contracted coverage currently stands at approximately 96% for the remainder of 2026, 81% for 2027, and almost 47% for 2028, while our average contracted rates for all periods are $30,858 for 2026, $31,658 for 2027, and $32,324 for 2028.

Let's now turn to slide 21 to review our debt profile. As of June 30th, our total outstanding bank debt stood at about $208 million, with an average interest rate margin of around 2%.

If we assume here a 3-month SOFR rate of 3.76%, our total debt cost amounts to about a little more than 5.75%, which is well within the prevailing rate for our peers. Turning to our debt amortization profile on the top left of this slide, we can see that in 2026 total repayments amounted to $19.6 million, consisting of approximately $9.06 million of scheduled loan repayments and $10.49 million of already paid loan obligations.

In 2027, total debt service increases to approximately $36.85 million, inclusive of a balloon payment of $20 million. In 2028, repayments of loans are lower, down to $12 million, no balloon payments due.

Looking further ahead, in 2029 includes total repayments of $40.6 million, which includes $10.6 million of scheduled loan repayments and $30 million balloon. 2030 includes total repayments of $33.8 million, split between $7.4 scheduled repayments and $26.4 million of balloon.

Historically, we have been able to finance balloon payments on favorable terms, and we expect to maintain that capacity of doing it in the future if we choose to do to do so. These figures reflect our current profile, debt profile, and do not include financing that we will assume to finance our newbuilding program.

At the bottom of this table, we can show our forward breakeven rate, which stands at $13,382 per vessel per day, and you can see the components broken down. Let me conclude this presentation by returning to slide 22 for a quick review of selected highlights from our balance sheet.

As usual, we present our balance sheet in a simplified way, in the form of two bars. On the left bar, we show the asset side.

We have in the current assets, of cash and other and other current assets, of approximately of $226 million. We have made approximately $74 million of advances against our newbuilding program, and the book value of our fleet stands at about $453 million, bringing the total assets in our balance sheet to $753 million.

Moving to the right bar, the liabilities, there we mention we have the bank debt of $208 million, and additional liabilities of about $21 million, and a small amount of minority investments, resulting in about $523 million of book shareholders' equity. However, the true shareholders' equity should be adjusted for the market value of our fleet, which is higher, significantly higher than its book value.

We estimate that our current fleet is valued at approximately $660 million, which translates to net asset value for the company of of more than $725 million, or about $103 per share. The current price levels, which, although they have increased, still trade below to our our net asset value, and presents and this valuation gap presents an opportunity for both our shareholders, but also to investors that want to consider investing in Euroseas.

With that, I'll turn the floor back to Aristides to moderate the question-and-answer period.

Thank you, Tasos. Let me now open up the floor for any questions you may have.

Advances for vessels under construction, those were about $74 million at June 30th, and I was just wondering if you could just maybe kind of walk us through how much additional equity capital will need to be contributed to the newbuild program between now and first quarter 2029, and just maybe the breakout, I guess. Can you hear me?

I can hear you. I think on the top of my head, the overall cost of our newbuilding program is around $560 million, and we plan to finance it about 60% debt.

Roughly speaking, the equity requirements all together would be around $230 million, of which $74 million have been made.

That's helpful. Then the fleet table on page 7, I think what's interesting is, clearly the older vessels remain on attractive charters while you've got this much younger fleet coming.

Because six of those vessels were built between 2001 and 2009 and have charters that are expiring over the next several years, what are your thoughts on whether you continue to operate those as the newbuilds arrive, do you plan to sell some? Then I guess just related to that question on page 20, you have 20.8 vessels for 2026, which would imply 21 vessels through the first three quarters and maybe 20 vessels in the fourth quarter.

Maybe if you could just kind of square that out as part of the discussion.

Yes. We are not thinking of selling any vessels currently.

The market is so strong that it makes sense operating the elder vessels as well. We're fixing these ships for two years, at least, charters.

This will become an issue maybe two years down the line if the market has dropped significantly. For now, I think that the earnings that these older vessels generate are worth keeping them.

In slide 20, I think we have indicative figures. The two elder vessels that you I think had pointed, we are negotiating to re-charter.

The end of 2027, we start getting the newbuildings in. There might be some assumptions about some disposals then, but one can make their own assumptions about how many vessels would be operating.

On page 20

on page 20 of the presentation, I think you have 20.8, and you've got 21 vessels in your portfolio. What accounts for the 20.8?

Is that that is that the is that the the one single drydocking?

I think we have one vessel that we were modeling as potential to be sold, one of the elder ones. We are in the process of negotiating an extension to its charter at this point.

I see. Okay.

The model shows that, yes, one vessel, namely EM Corfu, provisionally as a potential for

Okay. We could assume, potentially, 21 vessels for the remainder of the year, but you could sell one, maybe by the fourth quarter, in which case that would get to the 20.7, 20.8.

That is a very slight possibility. That was a thought in our model a few months ago, but now we're seeing significant interest in that vessel, it will probably be extended with a charter for at least two years.

That postpones the selling time by a couple of years.

I see. Okay.

Then, just last question. You had a 160 a little over $164 million in restricted and unrestricted cash, 208, I think about $208 million of debt.

How do you kind of think about the capital allocation in terms of putting that marginal dollar to work in newbuilds, acquisitions, debt repayments, dividends, and, of course, your share repurchases, which you have highlighted?

Yes. This is the balancing act that we need to do, because we do have this $160 million, as you say.

Of course, we have another $160 million to pay for our newbuilds during the next couple of years. However, we will be making a similar amount, I think, in the next couple of years.

There will be enough money to look into further investments, perhaps growing the dividend, perhaps share repurchase. Everything is on the table, and we discuss it in our quarterly board of directors meetings in order to best utilize the capital.

Okay. That's very helpful.

Thank you very much.

You're welcome, Mark.

Thank you, Mark.

Hi. Thank you.

If you provided the newbuild commitment number earlier, thank you for that. Then with the number of ships under construction and your experience in the last 2, 3 years with building new ships, is it reasonable to forecast any delays in delivery schedules at this point, given the busier shipyards or it's seemed quite consistent, but would appreciate your comments, please.

Yeah. At this point, we don't foresee any delay in the construction of the ships.

Of course, we will only know closer to the delivery times, but shipyards in general seem to be more or less making their delivery schedules.

Got it. It's been impressive, and your streak has been as well.

Then your contracting strategy for the newbuilds, what would you say, consistent to your prior newbuild contracts in terms of fixing multiyear contracts? Is there any change in the discussions to change contract structures in the container ship industry to have floors and potential upside to those rates, or can you comment on that, please?

Not really. The idea is to fix longer-term charters if we can, but it's a bit too early for us to do that right now.

If we were to do it right now, we would have to accept lower rates than what we think we can get if we wait a little longer. We fixed the four intermediate ships, as but the remaining eight ships, we're waiting to see if we can get a good rate.

We have not seen any change in the contract structure, like a floor and a cap. Whatever discussions we have are traditional sort of flat rate, possibly with some early-expiring options to do 3 or 4 years, or 2 or 3 years.

Thank you very much.

Thank you.

I was wondering if you could help me reconcile the drydocking activity that's on page 6 with the information in your 20-F. The 20-F is showing six drydocks or intermediate and special surveys over the second half of the year, and the slide on page 6 only shows two.

Is there more drydocking activity ahead of us, and certainly in '27 there will be, but I was just asking about the rest of 2026.

In the rest of 2026, we have three drydockings to be done. The remaining three, perhaps, that you see might be in-water drydocks, which is a small delay of one day and a minimal cost.

We have three big drydockings within this quarter and the next one on three of our older vessels: the Evridiki, the Corfu, and the Jonathan.

Okay. That's helpful.

Thank you for clarifying that. I apologize if I missed this when you reported your fourth quarter numbers, but can you just talk about the equity investments that you've made and the nature of those equity investments and sort of the risk profile potentially of those equity investments?

Yes, these are bond funds, just to get a little bit of a higher return than just a deposit. These are bond funds investing in investment-grade bonds.

It's a very safe investment and very liquid. Then we have one additional investment in a capital-protected structured fund, which, again, is capital protected and, depending on various parameters, might give us a little bit of a higher return.

It's really actually cash management, but trying to get a little bit more than just the pure deposit rate.

That's helpful. Can easily be liquidated I'm sorry, Tasos, I didn't understand.

Can be easily liquidated if we need the funds, which we will not need because we have $160 on million outside these $39 million, $38 million that is in those things.

Okay. Just to clarify, you're not investing in individual companies and with a higher risk profile than a bond fund.

Is that fair? Yeah.

No, it's not that.

Great. Thank you for clarifying that.

Hi, good afternoon, and thank you for taking my questions. I wanted to follow up on Mark's question on your older vessels.

We've seen some forward fixtures in recent months, but mostly on modern tonnage. Could you talk a bit about the dynamics of forward fixing on older vessels?

Is that something widely available? If that were the case, how does the implied discount compare to more modern vessels?

There is actually a lack of vessels today. One can fix even older vessels that open up within the next 3 to 6 months quite easily at very decent rates, very small discounts to the more modern ones, mainly reflecting the fact that they consume less fuel.

Overall, the market is very tight, and that is why we expect we'll be able to fix our three ships that open up within this year later towards the end of the year, but I think we will be able to fix them within the next month or so.

That's helpful. Final question from me: the order book for smaller vessels is significantly lower than for the larger sizes.

Have you seen any cascading from larger vessels cannibalizing routes that are usually serviced by smaller vessels? Looking ahead, do you view this as a risk, or is it unlikely to have a material impact?

Yes. The markets are totally unstable due to the geopolitical developments.

That makes it difficult for liner companies to adjust their schedules significantly. The answer is no, currently.

The lines are in a difficult position trying to carry the cargo they have to carry. It's difficult for them to optimize routes.

When things normalize, if things normalize at some point they have to at some point, I don't know if it's in three months or in a year or two. When things normalize, that's when the lines start to try to optimize, and optimization, of course, leads to increasing the size of the ships that serve various ports.

Yes, we will see the cascading effect as things normalize, but until now, we don't really see that.

Also, if you look at slide 14 and you see the size groups, the older fleet percent that's an order book, there between the larger sizes where there's a huge order book and ours, there are some other sizes that also are relatively balanced. Although what Aristides says could happen, will happen, we are farther away from the larger ships that will cascade down.

They have to dump, obviously, to push other sizes down, which are also balanced. It's a little bit less of a issue than if we owned 8,000 TEU vessels.

That's helpful. That's helpful, thank you.

I'll turn it over. Thank you for taking my questions, and congratulations on the quarter.

Thank you, Clement.

Thank you all for standing by and listening to our presentation, and we'll be back to you in 3 months' time. Thank you.

Thank you, everybody.