Welcome to the PK Group 4th Quarter and Fiscal 2025 Earnings Results Conference Call. During the call, all participants will be in a listen-only mode. Afterwards, you will be invited to participate in a question and answer session. At that time, if you have a question, participants will be asked to press star 1 to register for a question. For assistance during the call, please press star 0 on your touchtone phone. As a reminder, this call is being recorded. Now for opening remarks and introductions, I would like to turn the call over to the Please go ahead.

Before we begin, I would like to direct all participants to our website at www.tk.com where you will find a copy of the TK Group's fourth quarter and annual 2025 earnings presentation. Kenneth will review this presentation during today's conference call. Please allow me to remind you that our discussion today contains forward-looking statements. Actual results may differ materially from results projected by those forward-looking statements. Additional information concerning factors that could cause actual results to materially differ from those in the forward-looking statements is contained in the fourth quarter and annual 2025 TK Group earnings presentation available on our website. I will now turn the call over to candidate TK Corporation and TK Tanker's President and CEO to begin.

Thank you, Ed. Hello everyone and thank you very much for joining us today for the TK Group's fourth quarter and annual 2025 earnings conference call. Joining me on the call today for the Q&A session is Brody Spears, TK Corporations and TK Tanger CFO, Ryan Hamilton, our VP of Finance and Corporate Development, and Christian Nordegrave, our Director of Research. Starting on slide three of the presentation we will cover TK Tangus recent highlights. TK Tangus reported gap net income of a hundred and twenty million dollars or three dollars and forty seven cents per share and adjusted net income of ninety seven million dollars or two dollars and eighty cents per share in the fourth quarter. For the full year TK Tangus reported gap net income of three hundred fifty one million dollars or ten dollars and fifteen cents per share and adjusted net income of $241 million, or $6.96 per share, and realized gains on vessel sales for the year, totalling $100 million. Spot tanker rates during the quarter were the second highest for fourth quarter in the last 15 years. With our significant spot exposure and a low free cash flow break-even, the company generated approximately $112 million in free cash flow from operations, and at the end of the quarter had a cash position of 853 million dollars with no debt. This excludes 99 million dollars of cash held in escrow at the end of the year related to payments for vessel purchases. TK Tankers continues to execute on its fleet renewal strategy. In January we acquired three 2016 built Acromaxes for 142 million dollars and bare boat chartered the vessels back to the seller on short-term contracts. We expect to take over full commercial and technical management of these vessels in the second and third quarter this year. In addition, we sold or agreed to sell two older SuezMaxes for gross proceeds of $73 million and just this week we finalized an agreement to sell our only VLCC for gross proceeds of $84.5 million with delivery during Q2. We expect to recognize total gains from these sales of approximately $45 million dollars in the first and second quarter of 2026. Looking at our first quarter to date, the tanker market has continued to strengthen and we have secured spot rates of $79,800, $56,900, and $51,400 per day for all VLCC, SuezMax, and Afromax LR2 fleets respectively, with approximately 78% spot-based book for VLCC and around 65% spot-based book for our mid-sized fleet. Lastly, TK Tankers has declared its regular fixed dividend of 25 cents per share. Moving to slide 4, we look at recent developments in the spot market. Spot tanker rates strengthened in the fourth quarter of 2025 due to a combination of fundamental drivers, geopolitical events, and seasonal factors. Global seaborne oil trade volumes were near record highs during the fourth quarter due to the unwinding of OPEC plus supply costs, coupled with rising oil production from non-OPEC plus countries, particularly in the Americas. In addition, tighter sanctions against Russia, Iran, and Venezuela created trading inefficiencies which have benefited Tanga Tonmile demand while pushing more trade volumes away from the dark fleet towards the compliant fleet of tangos mid-sized tanker spot rates were further supported by disruptions on the CPC terminal in the Black Sea during November 2025 which led to a reduction of crude oil exports for around two months this outage opened up the arbitrage to bring U.S. oil across the Atlantic to Europe while poor weather in Europe prevented ships and ballast from returning across the Atlantic, giving rise to very strong rates for both spot voyages and lightering in the U.S. Gulf region. Spot tanker rates have strengthened at the start of 2026, with mid-sized rates trending above the five-year high in February, as many of the factors supported the tanker market during the fourth quarter remain in place. Turning to slide 5, we look at the impact of sanctions on tanker trade patterns. Geopolitical events continue to shape global oil trade flows and in recent months have pushed an increasing portion of global seaborne oil trade to the non-sanctioned or combined fleet of tankers. As shown by the chart on the left, both Russia and Iran have found it increasingly difficult to sell their oil due to stricter sanctions, leading to a more than 70% increase in sanctioned barrels at sea over the past 12 months. This includes both tankers in transit as well as oil held in floating storage and reflects the increasing complexity of the logistics chain for sanctioned oil exports. The end result is that buyers of Russian and Iranian barrels are having to find alternative sources of oil using the compliant fleet in order to compensate for the loss of sanctioned This trend is most evident when looking at Indian crude oil imports. India became the top buyer of Russian crude over the past two to three years, with imports averaging 1.6 million barrels per day in 2025. However, sanctions on Russian oil companies Rosneft and Lug Oil coupled with an EU ban on the import of refined products made from Russian crude oil has led to a drop in imports to around 1 million barrels per day as of January 2026, with replacement barrels being sourced from the Middle East and Atlantic Basin via the compliant fleet. In addition, the U.S. and India recently signed a trade deal, which reportedly involves India further reducing the imports of Russian crude oil, which may push even more trade to the compliant fleet in the coming months. Finally, recent U.S. action in Venezuela is incrementally shifting trade flows to the benefit of compliant tanker demand. Flows of Venezuelan oil to China via the Dark Fleet, which averaged 550,000 barrels per day in 2025, have fallen to zero since the onset of the U.S. naval blockade in December. Venezuelan oil is now being transported entirely by the fleet of compliant tankers, with most volumes in January being directed to the U.S. Gulf and Caribbean on Afro-Maxes. In the early part of February, we have also seen several loadings destined for Europe on Suez Maxes, while we understand that some Indian refiners have also booked cargos for April delivery using VLCCs. To give an illustration of the potential impact going forward, an extra 500,000 barrels per day shift from Venezuela to the U.S. Gulf creates demand for approximately 20 Afromaxes. Turning to slide 6, we review the key drivers for the medium-term tanker market outlook. Underlying tanker demand fundamentals remain positive. Global oil demand is projected to increase by 1.1 million barrels per day in 2026, which is in line with levels seen in 2024 and 2025. Demand could be further boosted by strategic stockpiling, particularly in China, where the country is projected to add just under 1 million barrels per day to strategic reserves during 2026, as per estimates by the U.S. Energy Information Administration. Non-OPEC plus supply growth is projected to increase by 1.3 million barrels per day in 2026, led by the Americas, which should lead to meaningful mid-sized tanker demand growth. The OPEC Plus Group, which unwound over 2 million barrels per day of voluntary cuts in 2025, has announced a pause on further unwinds during the first quarter of 2026, and its supply policy for the remainder of the year is uncertain. On the supply side, over the recent months, we have seen an increase in tanker ordering, particularly for large crew tankers, which has pushed the size of the order book to a 10-year high when measured as a percentage of the existing fleet. As a result, tanker deliveries are set to increase in 2026 with a further acceleration in 2027. Though actual fleet growth will depend on the level of vessel removals through scrapping or via the migration of vessels from the compliant fleet to the dark fleet and the utilization of older vessels. While the order book size has increased over the past year we should keep in mind that the tanker fleet is aging with the average age of the fleet now the highest in over 30 years meaning that there will be a significant amount of replacement demand in the coming years. In fact the order book which now stretches into 2029 is completely offset by the number of compliance tankers reaching age 20 over the same time frame, not to mention the dark fleet of tankers which already has an average age of over 20 years. So in short, while the tanker order book appears large on the surface, these vessels are needed to replace the older fleet of tankers which are approaching the end of their trading lives in the coming years, although the timing of when vessels will exit the fleet is uncertain. Turning to slide 7, we highlight T&K's key achievements in 2025. Reflecting on the year, the tanker market for 2025 was strong but volatile, influenced by several dynamic geopolitical factors. With our exposure to the spot tanker market and our low free cash flow breakeven levels, TK tankers generated $309 million of free cash flows while returning approximately $69 million of capital to our shareholders via our regular quarterly dividend and one dollar special dividend in May of last year. We commenced our fleet renewal process, including our recent transactions in January and February. The company acquired six vessels for 300 million dollars while selling 14 vessels for 500 million dollars, booking estimated gains of approximately 145 million dollars. As a result of these transactions, we have made progress towards reducing our fleet age. These transactions highlight our ability to act opportunistically given the dynamic market conditions. In addition to the fleet renewal transactions, we out-chartered three vessels, extended an in-chartered vessel for another 12 months, and sold our investment in Artmore, generating a gross return of over 14% on this investment. Overall, our strong financial result was supported by our exceptional operational performance performance with zero lost time injuries and 99.8% fleet availability, important metrics measuring the safety of our crews and reliability of our operations. Turning to slide 8, we highlight TK Tanker's value proposition. First, as a result of our fleet profile, our operating leverage remains strong and the company is well positioned to generate significant cash flows in nearly any tanker market. With our three outcharters and no debt, we have a low free cash flow breakeven of approximately $11,300 per day, which is down significantly from $21,300 per day in 2022. For every $5,000 per day increase in spot rates above our low free cash flow breakeven is expected to produce about $55 million of annual free cash flow or $1.60 per share. Second, TK Tankers has a strong balance sheet with no debt and allows investment capacity for future growth. Having $853 million cash position, we can transact quickly in this dynamic tanker market. And lastly, the company's performance is underpinned by our integrated platform. We believe our in-house commercial and technical management is a competitive advantage. Combined with over 50 years of operating experience in the tank industry, we provide superior service to our customers and transparency through the value chain, which drives shareholder returns. In summary, the company's strategy over the last several years has been to maximize shareholder value through our exposure to the strong spot market. In 2025, we made progress to renew our fleet by making incremental investments in more modern vessels, while at the same time selling some of our oldest tonnage. As we look ahead, our best-in-class operating platform and strong financial footing positions the company well to continue renewing our fleet, earning cash flow, building intrinsic value, and returning capital to shareholders. With that operator, we're now available to talk.

Great, thank you. We'll take our first question from John Chappell with Evercore ISI.

Thank you. Good morning. Yep, thank you. Brody, a couple questions for you today on modeling. So the bare boat charters for the Afromaxes that you acquired and will take full commercial ownership in the second and third quarters. Between January and taking that full ownership, the P&L impact is that you're just getting the bare boat rate that you charted back to the previous owner. There's no OPEX, there's no DNA, there's no other impact except a revenue?

Yeah, that's right. We're just getting the bare boat back, and those ships will actually dry dock in the first half of the year during that period too, but we'll continue to get the bare boat rate during the dry docking.

Okay, great. The other thing I wanted to ask you was the GMA run rate. So you did the whole management reorg, et cetera. So as we look at kind of the last three quarters, is that the right run rate to think about going forward? Maybe with some inflationary impact on there, or is there anything that would either make that go up or down significantly from what's called the last three-quarter run rate?

Yeah, I think that's right. I think if you look at even our annual G&A for the year, around $46 million, going forward, I think we should be about that or maybe a little bit lower. So it approximates the run rate from the last few quarters.

Okay. Final thing. Sorry, just to harp on this stuff. It's, you know, the strategic stuff, the market. I think we've covered that pretty well already. The DNA. So you've done a lot of fleet renewal, taken out the V, a couple more Suez Maxes, and then obviously you're not going to add the three acquired AFRAs until, call it the middle of the year. what do we think about for a first quarter starting point on DNA is it similar to 4Q or would it be a step down from there yeah it should be yeah it should be pretty close to what we had in in Q4 there at about 21 and a half or 22 million in in the first quarter yeah okay sorry for the minutia but appreciate it. Thanks Brody.

Yeah, no problem. Our next question will come from Omar Noctow with Clarkson Securities.

Thank you. Hi Brody. Hi Kenneth. Good morning. Obviously things are progressing quite nicely. You mentioned the 850 million of cash you've got. It gives you plenty of flexibility in this market to act quickly when an opportunity arises and you're getting close to that billion dollar number here seemingly I would say in the next presumably next few weeks or months and you have no debt. So just wanted to get a sense from you in terms of how you're feeling about this cash position you have on the balance sheet. Do you feel compelled to put that to work? Is there like a sense of urgency that you have either at the management level or at the board level that you want to put that to work? And I guess maybe kind of related obviously to that is how are you thinking about putting that to work when it's time? Is it more kind of drip feed dynamic, you know, and acquiring assets in the sale and purchase market? Or are you thinking more big picture or M&A?

Thanks Omar. Welcome back. Good question. Obviously, it's a bit of a high-class problem we're sitting on here, but it's not something that's a big surprise to us. I mean, we could obviously project this out. But I think what has surprised us maybe in this quarter, last quarter and this quarter we're in here is how strongly the market has performed. That's obviously positive. We have still a lot of operating leverage and generating a lot of cash flow in this market. Had the market been lower, we probably would have been a bit more active on the buying We still found a couple of ships and we're happy about that. The way we look at it in a strong market, which very clearly, and we've seen the big uplift in tanker values here, is that we're still an operator. We still want to renew our fleet. We still believe that there are deals that we can find in this market. But at the same time, we also recognize that asset values have had another step up here, and that's natural as we are seeing spot rates as we have. I expect that we will continue to do a couple of purchases throughout the year here. I think it's a very tough environment to see that we do a major acquisition just because of the relative asset values. So I think the short answer to your question in terms of big acquisition versus drip feeding, I think was your words, it would probably be more drip feeding with a couple of ships here and there. And the way we think about it is that we can still do it on a basis where we're selling maybe one old ship and buying two new ones and using a bit of the arbitrage that we have as we've seen a nice uplift also on the values of the older 10-bit stuff.

Yeah, thank you. That makes sense. Thanks Kenneth for that. and then I guess perhaps a follow-up and clearly related, we're coming up on the 1Q dividend potential. I know you declared 25 cents. The past three years you've conditioned us to anticipate a special with 1Q.

Is the plan still to stick to that and I know it's a board decision you can't just speak openly like that but can we presume that the payout for the first quarter would be higher than what was done last time around I'm just I'm just looking for my note to your question from exactly a year ago Omar and I think my answer that that time was that it's something we discussed with the board at our March board meeting and as we've done in the last couple of years we typically announce any any specials in connection with the May earnings release okay but thank you I'll try to remember that for next year I'll turn it over well And I'll take our next question from Ken Hexter with Bank of America.

Hey, great. I love going back to the May script to repeat it. So thoughts on – you mentioned the 500,000 barrels increase in Venezuela, you know, can provide the increased demand for number of vessels. Your thoughts on timing of Venezuela getting back up and running, or is there an immediate amount that they've talked about kind of revamping and being able to scale up with speed before long-term capital investments have to be made? Is there a potential of that increase of 500,000 barrels?

Yeah, I think the – I'll pass it on to Christian. The oil is obviously being transported already now, as we said, and I'll prepare for much, but I'll let Christian comment on kind of our outlook for Venezuela.

Yeah, so last year, Venezuelan crude exports averaged about 800,000 barrels a day. We obviously saw in December and January after the US naval blockade that those volumes fell to about 500,000 barrels a day, and it was all the long-haul flows for China that disappeared. Just looking at where it's tracking in February, we're already back up to about 700,000 barrels a day of exports. So the oil is starting to move again, and it's all going on non-sanctioned ships primarily to the U.S. Gulf Caribbean region, but we've also seen two or three cargoes to Europe. We know that India is starting to buy some barrels as well. So it looks like we're going to get back up to the normal run rate of 800,000 barrels a day of exports fairly soon. And then I think there's an expectation as well that with the Venezuelan oil industry opening up and foreign companies coming in and doing more investment that production of exports could be boosted within the year by another two to three hundred thousand barrels a day but that's obviously dependent on how quickly they can get things moving there. So I think it's a good story for the tanker market in terms of the exports are shifting from the dark fleet to the compliant fleet and then if we can get some extra production and volumes moving as well, then it's just going to benefit the mid-sized tanks, especially even more.

Great. How about the same thing, Christian, on an update on the Canada shipments?

Yeah, so it's an interesting one, because obviously a lot of that Venezuelan crude, which is heavy sour, was going to China. And so some of the Chinese state-owned refiners that were getting that heavy sour crude will probably be looking for replacement and there's two areas they could replace it from one is middle east heavy heavy crude and the other is canadian um we have seen you know an increasing trend of the tmx exports going directly on acromax to asia and i think it's a natural replacement for some of that venezuelan crude and we're also seeing a trend of you know the u.s west coast requirements are coming down because there's been some refinery closures there and the uh the Benicia refiner I think is in the process of closing down as well so again that just frees up more Canadian crude to flow to China so I think we will see some volumes picking up there directly on Afromaxes which again is going to benefit the Afromax market.

Yeah so it's staying on Afromaxes it's not trans loading?

But now it doesn't seem to be trans loading it's going more directly on Afras rather than trans loading up power onto these.

Kenneth how about a little history lesson right I mean it It seems like something, I don't know, maybe it's getting a little more antagonistic with Iran the last couple of days. If there is action, maybe a little history lesson on what's happened with rates and volumes with military action in the region.

Yeah, I think it's a good question. Right now, it's more in anticipation of something happening. And as you're probably alluding to, we go back to the last time that we had action in the region where there was military action. And we looked at it back then. We saw a run-up in raids. We saw some security fears. I think at the time, we pointed out that historically, we've never seen a closure of the straits. But, of course, that's what everybody is speculating about in the event that we see an escalation there, how that's going to drive up a race. And I'll say the one difference we have this time around is that we've seen also consolidation in the VLCC segment. So it's a slightly different dynamic this time around in the event that charters will be looking to secure targets quickly. But I think at this point, I mean, we see rates which are as high as we saw last time but for slightly different reasons, and I think it's just a situation we need to watch. Christian, do you want to add anything?

No, I think like Kenneth said, when we had the last time, obviously it was last June during that 12-day conflict. I think the big thing was during that time there was no actual disruption to flows and to movements. It was more of a security sort of premium that caused the rates to spike and they came down pretty quickly. So it will depend if there's military action, obviously we don't know that, that's kind of speculative, but if there's military action it depends on whether actual shipping and oil infrastructure is impacted or not. If the oil keeps flowing, then presumably it would be a bit like last time. The effects might be short-lived, but it really depends on how some falls.

So if no attack on shipping or infrastructure, then rates – well, you're saying they've already run up in anticipation and we see it cooling up. Okay, got it. And then last one for me is the tank order book. Now, you mentioned 18% of the fleet, the highest since 2016, But you said, optically, it's different as I think you said some of the vessels needed to replace an aging fleet. So maybe thoughts on – your thoughts on supply-demand, Christian? How do you think we see the balance in the year ahead?

Yeah, it's going to be a timing issue, I guess, because as we lay down the prepared remarks, the order books, while on the surface, it looks quite big. If you look at the fleet age profile, there was a lot of ships that were built in the late 2000s, especially 2008, 2009, 2010. So we're approaching a big hump in the fleet age profile that needs to be replaced. So the ships that are in order right now are needed to replace the older ships, but it's a matter of timing, right? We know when the ships are coming into the fleet, we don't know when ships are going to be exiting either through scrapping or other means. So in the meantime, like I said, the deliveries will ramp up this year and further into next year, so there's quite a bit of tonnage that needs to be absorbed. But for now, as we're seeing in the rate environment, the fact that the underlying demand is still positive, we're seeing more and more trade getting pushed to the non-sanctioned fleet. There are factors there that in the near term, at least, suggest that the market should stay But beyond that, it's going to depend on the timing of the order book coming in versus some of these changes that are going on on the geopolitical side so that's why we think you know we take a more balanced outlook on the medium term certainly in the near term I think things still look pretty positive great thanks for the time and thoughts appreciate it and that does conclude our question and answer session for today and let's turn the conference back to the company for any additional or closing comments thank you very much for tuning in today we look forward to reporting back to you next quarter.

Have a great day.

And once again, that does conclude today's conference. We thank you all for your participation. You may now disconnect.