C3is Inc (CISS) 2025 Q4 法說會逐字稿

Good morning, everyone and welcome to the C3is fourth quarter of 2025 innings conference call and webcast. This is Dr. Diamantis Andriotis, CEO of the company. Joining me on the call today is our CFO, Nina Pyndiah.

Before we commence our presentation, I would like to remind you that we will be discussing further statements which reflect current views with respect to future events and financial performance and are based on current expectations and assumptions which by nature are inherently uncertain and outside of the company's control.

At this stage, if you could all take a moment to read our disclaimer on slide 2 of this presentation. I would like to point out that all amounts quoted, unless otherwise clarified, are implicitly stated in US dollars. We have today released our earnings results for the fourth quarter of 2025. So, let's proceed to discuss these results and update you on the company's strategy and the market in general.

Please turn to slide 3 where we summarize and highlight the company's performances, starting with our financial highlights. For the first 12 months of 2025, we achieved a net income of $10.5 million compared to a net loss of $3 million for the same period in 2024, an increase of 481%.

Our voyage revenues decreased by 18% compared to the same period in 2024, mainly due to the dry docking of [arra] from Akaner, which resulted in a loss in revenue from our high steering vessel over a period of 28 days for the dry docking combined with 46 idle days, a total of 74 days. RTC rates was also impacted, with a drop of 28% for the year. In April 2025, we settled the final outstanding balance of $150 million that was due on the Eco Spitfire. We reported an EBITDA of $17 million compared to $7 million for 2024, an increase of 244%.

On slide 4, we look at the dry bulk market for the year 2025. We entered 2025 in a very different phase of the cycle from the sharp post-pandemic rebound. After three years of strong shrinks in volumes, seaborne growth downshifted to a slower but still positive pace. Despite global economic fluctuations, the market demonstrated the resilience, particularly in the second half of the year.

Iron ore and coal trade continue to have the lion's share in dry bulk trade, but iron ore remains the anchor of the dry bulk complex. The iron ore market is currently navigating a transitional phase, with shifts in dynamics influenced by economic trends, structural changes, and environmental pressures.

Despite subdued demand, iron ore production remains robust, with major miners maintaining or increasing output levels. Australia and Brazil continue to dominate export supply, yet Brazil is regaining share as weather disruptions ease and incremental capacity is brought back.

In addition, the Simandou project in Guinea, which is the world's largest higher grade greenfield integrated mining and infrastructure development, introduces significantly new long haul leg from West Africa to China. The project commenced operations in late 2025 and is set to substantially restructure global shipping, driving up freight rates due to increased 1 mile demand.

With reserves exceeding 2 billion tons, Simando represents one of the world's richest undeveloped iron ore deposits. This project is forecasted to mark a structural turning point in both commodity markets and seaborne logistics. Coal is on a different trajectory compared to iron ore. Aggregate coal shipments were slightly lower in 2025 and forecast to edge down further in 2026.

Structural decarbonization policies, expanding renewable regeneration, and improving domestic coal supply in key consumer regions are gradually capping import requirements. From a shipping perspective, coal is no longer a reliable engine of growth. Grain and oil citrates provide a more positive narrative. Food demand is relatively inelastic, but the way it is applied it's highly sensitive to weather and policy.

Crop yields and export availability in the Americas, the Black Sea, and Australia, together with import demand in North Africa and Middle East and Asia, continue to reshape routes and live on miles. The partial normalization of Black Sea exports has added flexibility back into the system, yet frequent weather-related disruptions and policy interventions on export corridors keep trade pattern fluid and support longer haul substitutions when specific origin underperformed.

Minor bulk stand out as the main growth engine. Taken together, this heterogeneous basket, including bauxite, nickel, and [maganzor], cement, steel products, fertilizers, and a range of industrial minerals grew by around 4% in 2025, and a further 3% increase is expected in 2026.

The net result is a dry bulk market where although growth in tons is modest and gradually slowing, but growth in ton miles remains more robust thanks to the lengthening of trade routes and the rising weight of minor bulks.

Total dry bulk cargo volumes are expected to increase by less than 1% 2026, yet seaborne demand measured in transport works should expand by around 2% annually. This asymmetry is crucial for freight. It means that even in a world of subdued headline trade growth, the underlying demand for ship days can still outpace the increasing fleet capacity.

On slide 5, we move to the specific market of part of our fleet, the handy size category, and the fleet age and growth. The market outlook shows that for the period January December 2025, global exports of all dry bulk commodities loaded on handy super tonnage reached 1,798 million tons, according to the AXS marine vessel tracking data. This is an increase of 2% year on year.

15% of exports loaded were coal, with grains falling at 13% and steel at 9%. On the handy sized fleet aids, the small handy fleet is pretty old, with plenty of demolition potential. The global handy sized fleet now stands at 3,202 vessels, of which 38% is over 15 years of age.

The average age of the C3is handy fleet was 14.9 years at the end of December 2025. At year 2025, the global handy fleet has increased by 3% in vessels' numbers compared to year 2024. The order book stands at 189 vessels from the start of 1,026, with deliveries expected to be 111 for the year.

Slide 6 shows the Aframax/LR2 spot rates and aids. As of the year, the Affra sector has exhibited significant improvements across major trading routes, notably, the [Caribbean-S] Gulf route experienced the highest percentage increase in spot rates, soaring by 88.7% to its day rates of $66,426. Followed by the MadMed route with an 85.3% increase to $65,808 and the North Sea route showing a 55.8% rise to $71,022.

Conversely, the Meg Singapore route displayed a more moderate growth of 15.8% with rates at [47,167]. Comparing these figures against the year-to-date and five-year averages, current rates generally surpass the 2025 averages, indicating a robust year for 2026.

Aframax markets showed the regional differences at year end 2025. In the Atlantic, short haul routes strengthened and tighter availability supported sentiment, particularly the US Gulf, while European benchmarks were steadier. Pacific routes remained under pressure amid ongoing weakness in export activity.

On the Fleet 8, the Global Aframax fleet now stands at 1,198 ships. Of these, 293 vessels are over 20 years of age, accounting for 25% of the total number of vessels. The highest number of vessels is in the 15 to 20 years category in which our Aframax tanker falls, with an age of 15.4 years at December 31, 2025.

Slide 7 summarizes how the tanker market goes into 2026 on strong footing against the complex geopolitical backdrop, rising production, and fleet growth. I stricter sanctions enforcement potentially triggered by Washington imposing tariffs on Iran's trading patterns would shift volumes from shadow fleet to mainstream vessels.

Chinese refiners which purchase all of Iran's 1.6 million to 1.8 million barrels per day. Crude exports could be forced to seek alternatives from other Middle Eastern producers. Alternatively, a regime change could eventually see production rise towards above 4 million barrels per day, given the upstream investments the national uranium company are understood to have made over the past few years.

Russia sanctions on Russian crude and refined products have redirected flows away from traditional short haul routes, creating longer voyages and tightening oil and vessel supply. Changing trading patterns, most notably increased imports to China and India from the Middle East and the Atlantic Basin instead of Russia, have resulted in vessels covering much longer distances, pushing ton mile demand to record highs Venezuela.

The US military intervention in Venezuela thrust the heavy crude sector into a period of enforced transparency. The immediate fallout was characterized by a significant departure bottleneck rather than a collapse in demand. China's appetite for Venezuelan grades remains intact, and the ability to physically move barrels has hit the logistical world.

As the US government moves to market between 30 million and 50 million barrels of seed Venezuelan oil through authorized channels, the trade is poised for a massive structural reconfiguration. For Afframaxis, this transition from dark to transparent trade creates a premium on compliance tonnet that can breed the heavy crude bridge the heavy crude GAAP.

Most Venezuelan crude delivered to the US has historically been transported on Aframax LR2 vessels. The potential incremental demand depends on export volume from Venezuela, but at 1 million barrels per day of Venezuelan crude going to the US, demand has been estimated for approximately 23 additional Aframax/LR2 vessels. Currently, the Aframax/LR2 flows from the US to Europe has almost doubled. India the 2026 EU-India free trade agreement will significantly boost oil and refined products, shipping by removing tariffs, lowering trade barriers, and fostering infrastructure investments.

Key impacts include increased tanker demand for EU-India routes, enhanced logistical cooperation in maritime services, promoting shipping partnerships, and reducing logistical hurdles. India is also expanding its import footprint, further strengthening 1 mile demand and sustaining high utilization rates across the fleet.

Most of China's imports arrive via seaborne trade, reinforcing the critical role of tankers in global energy logistics. China stands out as a major driving force, with over 1 million barrels per day of new refinery capacity added since 2020 and a further 1.3 million to 1.5 million barrels per day set to come online before the end of the decade.

The Canadian government's push to diversify the country's crude oil customer base in response to belligerent overtures from US President Donald Trump led to a surge in the country's seaborne oil exports in 2025. As Canada decoupled from the US economy, Aframax were the main beneficiary, as exports to China alone have grown from [0 to 12.3 billion] tons in just two years.

Saudi Arabia, Iraq, Kuwait have increased supplies to India in December 2025. Middle Eastern producers Saudi Arabia, Iraq, and Kuwait will raise crude oil supplies to India from December. Ask Indian refiners seek alternatives to Russian barrels.

The rise in Middle Eastern crude demand comes as many Indian refiners opposed purchases from Russia due to tightening of Western sanctions, enabling OpEx producers to regain the market share in the world's third largest oil consumer and importer.

Slide shows the product tanker market in which two acquisitions due to be delivered in 2026 belong to. Refined product tanker 20 mile demand has experienced significant growth driven by shifts in global trade patterns, particularly following the restriction of European energy imports away from Russia.

The surge is largely attributed to longer overage voyage distances, with European imports of refined products reaching to more distant suppliers. Like Middle East and US Changing sanctions regimes and new refining capacities in Asia and Middle East have also boosted mile demand as oil and product shipments travel longer distances. Cash flows for product tankers remain quite healthy, and this trend is expected to continue well in 2026.

The product tanker fleet to the book has rebounded sharply from the historic lows witnessed over 2020-2021. The overall tanker or the book to existing fleet above 20 years ratio has climbed from under 5% to roughly 18% in 2025 and set to climb to 30% by 2028. This indicates renewed confidence from owners. Several factors drive this trend, including major shifts in trade flows, an aging global fleet, and the strong appeal of modern tonnages equipped for future regulatory compliance.

Slide 9 shows the fleet of C3is. C3is currently owns and operates a fleet of 300 size dryable carriers and one aromaxual tanker. As previously announced, the company has acquired two product tankers due to be delivered between Q1 and Q3 2026. With these additions, the fleet will increase its capacity to [3,311,000] dead weight, an increase of 387% from inception.

All vessels have had their ball management systems already installed. All the vessels are unencumbered and currently employed on shore to medium-term period charters and spot voyages. None of the vessels were Chinese built, hence not affected by the ongoing threat of tariffs.

Slide 10 shows a sample of the international charters with whom the management company has developed strategic relationships and had experienced repeat business. Repeat business highlights the confidence our customers have for our operations and the satisfaction of the services we provide. The key to maintaining our relationships with these companies are high standards of safety and reliability of service.

I will now turn over the call to Nina Pyndiah for our financial performance.

Thank you, Diamantis and good morning, to everyone. Please turn to slide 11 and I will go through our financial performance for the 12 months of 2025. We reported voyage revenues of $34.8 million for the year '25 compared to $42 million in 24, a reduction of 18%, primarily due to the dry docking of our Aframax tanker, which resulted in 28 non-revenue days combined with 46 idle days, a total of 74 days.

The time charter equivalent rates of our vessels were also impacted with a decrease of 28% compared to year '24. Voyage costs for '25 were $12.8 million compared to $14.1 million in '24. This decrease was attributed to the decrease in voyage days due to the dry docking of the Aframax tanker. Voyage costs for '25 of $12.8 million mainly included bunker costs of $6.4 million, corresponding to 50% of total voyage expenses. And port expenses of $4.9 million corresponding to 38% of total voyage expenses.

Operating expenses for the 12 months of 2025 were $9.2 million and mainly included crew expenses of $4.7 million corresponding to 50% of total operating expenses, spares and consumable cost of $2 million and maintenance expenses of $1.2 million, representing works and repairs on the vessels. Dry docking costs for the [Afropol II] were $1.9 million.

General and admin costs for the 12 months ended December 31, '25 and '24 were $2.4 million-$3 million dollars respectively. The [$600,000] decrease was due to additional expenses incurred in '24 relating to the two public offerings.

Depreciation for the 12 months ended 31 December '25 was $6.5 million a 300,000 increase from $6.2 million for the same period of last year due to the increase in the average number of our vessels. Interest and finance costs for the years '25 and '24 were $400,000 and $2.5 million respectively.

The $2.1 million decrease is related to the accrued interest expense related party in connection with the $53.3 million parts of the acquisition prices of our Aframax tanker, the ARPI, which was completely repaid in July 24, and our bulk carrier, the Eco Spitfire, which was completely repaid in '25. Although no interest was charged on these acquisitions for accounting purposes, these balances should be shown as accrued interest.

The total paid did not change gain on warrants for the 12 months ended December 31, '25 was $9.2 million as compared with the loss on warrants of $11.1 million for the 12 months ended December 31, 2024, and mainly related to the net fair value changes on our warrants. For the 12 months of 2025, the company reported a net income of $10.5 million and an EBITDA of $17 million, increases of 481% and 244% respectively.

Turning to slide 12 for the balance sheet, we had a cash balance of $14.9 million compared to $12.6 million at the end of '24, an increase of 19% in spite of the full payment of the 90% purchase price of the yakko Spitfire in Q2 '25 that amounted to $15.1 million.

Other current assets mainly include charterers receivables of $4.3 million compared to $2.8 million at December 24, as well as inventories of $1.3 million compared to $900,000 at December 24. The vessel's net value of $78 million are for the four vessels less depreciation.

The vessel's market values were $75 million in January 26. Trade accounts payables of $1.8 million are balances due to suppliers and brokers payable to related party of 382,000 represents the balance due to the management company Brave Maritime. Our related party financial liability was $16.3 million at year end '24 and consisted mainly of the balance that was due on the Eco Spitfire and that was eventually paid in Q2 '25.

Concluding the presentation on slide 13, we outlined the key variables that will assist us progress with our company's growth. Owning a high-quality fleet reduces operating costs, improves safety, and provides a competitive advantage in securing favorable charters.

We maintain the quality of the vessels by carrying out regular inspections, both while in port and at sea and adopting a comprehensive maintenance program for each vessel. None of our vessels were built from Chinese shipyards. Hence, the ongoing tariff threats by the US to China will be of no consequence to our fleet.

The company's strategy is to follow a disciplined growth with in-depth technical and condition assessment review. Equity insurances will continue as management is continuously seeking a timely and selective acquisitions of quality non-Chinese built vessels, with current focus on short to medium-term charters and sport voyages.

Following on with this strategy, the company has added two product tankers to the fleet, and these will be delivered by Q326. We always charter to high-quality charterers such as commodity traders, industrial companies, and oil producers and refineries.

Despite having increased our fleet by 387% since inception, the company has no bank debt. No interest was charged by the affiliated sellers on the purchase prices of the API, the Eco Spitfire, and the two project tankers due to be delivered in '26. From July 23, to date, we have repaid all of our CapEx obligations totalling $59.2 million without resorting to any bank loans.

At this stage, our CEO Doctor Diamantis Andriotis will summarize the concluding remarks for the period examined.

For the 12 months of 2025, we reported the net income of $10.5 million an increase of 481% from 2024, an EBITDA of $17 million an increase of 244%, and a cash balance of $14.9 million despite paying off the remaining balance of $15.1 million that was due on Eco Spitfire.

In August 2025 we successfully completed the dry dock Novara from tanger the Afrael II. We are fully delevered, thus significantly enhancing our financial flexibility. Politics and climate changes are continuous sources of volatility, but elevated freight rates, resilient oil demand, and shifting trade patterns continue to underpin the bullish outlook. Global seaborne trades are projected to edge higher again, driven by population growth, geopolitics, sanctions, and steady biofuel demand, all signed denoting another firm year for 2026.

We have announced the acquisition of two product tankers that will join our fleet in 2026. This will increase our fleet capacity by 387% from inception, thus allowing us to fully harvest on the strong and positive fundamentals expected in 2026. We would like to thank you for joining us today and look forward to having you with us again at our next call for the results of the first quarter of 2026.