Golden Ocean Group Limited Q1 2023 Earnings Call
Speaker 2: Ladies and gentlemen, thank you for standing by and welcome to the Q1 2023 Gold Denosian Group Limited Earnings Conference Call. At this time, all participants are in a list and only mode. After the speaker presentation, there will be a question and answer session.
Speaker 2: To ask a question, you will need to press star 1 1 on your telephone. I would not like to end the conference over the CEO , Hulbryk Henderson. Please go ahead, sir.
Speaker 3: Ladies and gentlemen, good afternoon. It's my pleasure to welcome you to Golden Ocean's quarterly release presentation. Thank you very much for tuning in
Speaker 3: In today's call we follow our usual procedure Peter Simmonson good-nosis CFO will talk us through the financial highlights and Here after I will be discussing the market and the outlook for the company
Speaker 3: Towards the end, I will also offer some insight into how our decarbonization journey is developing.
Speaker 3: So in the next 15 to 20 minutes you will see that 1. Despite a weak first quarter the gradual recovery of China is on and combined with the seasonal uplift it provides momentum for a strong freight rate environment for the rest of the year.
Speaker 3: That too, our fuel-efficient fleet continues to outperform the benchmark indices significantly.
Speaker 3: And finally, three, we will show how Golden Ocean has invested in reducing emissions and reducing fuel costs while future-proofing the company.
Speaker 3: With that, let's take a look at the main highlights for the quarter.
Speaker 3: In Q1 we recorded an adjusted EBITDA of 55 million which resulted in a net loss of 9 million or 4 cents per share. We achieved average net TCE rates of 13,600 per day for our cape sizes and 16,600 per day for the Panamaxes.
Speaker 3: Like the last four quarters, these earnings are well above the benchmark indices. The fleet made $4900 per day per vessel more than the market every day throughout the quarter. Our modern, fuel-efficient fleet, fixed-paying contracts and scrubbers drive the premiums.
Speaker 3: Rate guidance and looking at this quarter Q2 we have so far secured $20,000 per day for 74% of our Cape days and $14,600 per day for 76% of our Panamax days.
Speaker 3: Looking ahead and into Q3, we have secured 22,300 per day for 26% of our Cape days and 19,600 per day for 38% of our Panamax days.
Speaker 3: During the quarter we took delivery of the first of our 10 concept access new buildings. We will take delivery of another 5 vessels in this series before the turn of the year.
Speaker 3: In addition, we also acquired six Newcastle MAX vessels. Two have already been delivered. The rest will follow before end June .
Speaker 3: We also entered into an agreement to sell our two oldest capesize vessels as we continue to divest less efficient tonnage and take advantage of firm asset markets.
Speaker 3: Finally, we announce our 9th consecutive quarterly dividend. We will pay out 10 cents per share for Q1. The dividend is a reflection of our belief in the market and underlining that dividends remain a central element of our capital allocation.
Speaker 3: Now I pass the word to Peter who will dive into some of the numbers and financial details of the quarter.
Speaker 4: Thank you, Ulrich.
Speaker 4: If we move to slide five.
We achieved a total fleet-wide time-trotter equivalent rate of 14,900 in Q1, which was down from 20,400 in Q4.
We had three ships dry docked in Q1 versus two ships dry docked in Q4, resulting in 146 days of fire versus 120 days in Q4.
We have six ships expected to drydock in Q2 this year with three completed at the date of this report. We had the time charted revenues of 132.3 million, which compared to 180.4 million in Q4.
We recorded sales gains of 2.6 million versus 2.8 million in Q4, which will both relate to the sale of two Panamax vessels previously announced.
that were delivered before and after the year end.
On the operating expenses, we recorded 61.6 million in total, which is up 3.5 million from Q4.
This is attributable to higher dry docking costs and also higher OPEX reclassification from charter hire, which is due to higher trading activity.
OpEx X dry dock and reclassification was 6300 unchanged from Q4. Looking at our general and administrative expenses, we came in at 4.2 million in Q1.
which is down from 5 million in Q4 due to lower personnel expenses.
Our daily GNAA came in at just below $450 per day.
net of cost we charge to affiliated companies down from 540 in Q4 and still by far the lowest G&A per day among our peers.
Our chart for higher expense.
were 16.8 million versus 12.5 million in Q4. And this, as mentioned, is due to higher trading activity, which was offset by lower chartering rates in the quarter.
Just the DVTA was 54.7 million versus 112.4 million in Q4.
We are in connection with the sale of the two older cape size vessels announced. We recorded an impairment loss of 11.8M in the quarter.
Moving to the net financial expenses, we saw interest rate expenses increase and record a 20.5 million expense versus 17.6 million in the previous quarter.
This change is due to higher LIBOR and SOFR rates and slightly higher average JET in Q1.
On the derivatives and other financial income we recorded a gain of 2.7 million
which compares to a gain of 10.9 million in Q4.
On the derivative side we saw a 2 million loss versus a gain of 2.7 million in Q4. And this is mainly due to falling mark-to-market values on our interest rate swap portfolio.
On the results from investments in Associates we recorded a gain of 4.9 million, which was down from 7.8 million in Q4, which relates to our investments in Swiss Marine, TFG and UFC.
And a net loss for the quarter of 8.8 million or a 4 cent per share. And as Ulrich mentioned, we have announced a dividend of 10 cents per share.
Looking at our cash flow on slide six.
We saw a net decrease in cash of 14.9 million.
On cash flow for operations we saw positive cash flow of 76.5 million
And this includes a total of 15.3 million in dividends received from our investments in associated companies.
Our cash flow provided from financing came in at 32 million.
We had the dividend payments relating to the Q4 results of 40.1 million. We drew down a total of 80 million relating to the delivery of two Newcastle Max vessels.
We saw net refinancing proceeds of approximately 15 million for the previously announced 250 million facility.
And we saw scheduled debt and lease repayments of 23.3 million.
On the cash flow used in investments we recorded 123.3 million.
This mainly relates to the sale proceeds relating to golden strength of 15.3 million.
payment of deposit and purchase price of 123.8 million relating to the announced Newcastle Max acquisition.
payment of new building installments of 15.7 million and received repayment of shareholder loans of 0.9 million or $900,000.
On the balance sheet on slide seven
We recorded cash and cash equivalents of 123.2 million which includes 4.8 million in restricted cash.
In addition to that, we have 100 million in undrawn available credit facilities.
that we have a hundred million in undrawn available credit facilities at
Our debt and finance lease liabilities totaled 1.3 billion up approximately 75
Average fleet-wide loan-to-value under our debt facilities was 44.5%.
which was unchanged quarter on quarter. Book equity was 1.9 billion and the ratio of equity to total assets was approximately 57%.
And with that I give the word back to Rick.
Thank you Peter. We start out with a quick review of the market developments in Q1.
The Cape market came under severe pressure from the beginning of the quarter, impacted both by seasonal slowdown and economic slowdown. The market reached a low point just above $2,000 per day at the end of February . But as the Chinese economy started to react to the policymakers' efforts to stimulate the economy, the Chinese economy was in a very bad place.
we saw increasing demand for iron ore and particulary coal. Chinese iron ore imports in Q1 were up 9% year on year, while coal was up 100%.
The Cape Market, both SPOT and FFA reacted promptly and firmed throughout March. It gained further in April , although of course that did not contribute to our Q1 results.
Despite the rally in March it was a case of too little too late and the Cape market averaged just $9,000 per day over the quarter. However as we will see later Golden Ocean achieved a premium of 15% 5-0 with the Cape's making close to $14,000 per day.
In the Panamax segment we saw the typical Q1 seasonality playbook. We saw pressure on the rates until the post Chinese New Year activity gave way to a decent recovery, which, however, was capped somewhat by a severe drought in Argentina and weak Chinese grain demand. The Panamax market averaged 11,300 per day during Q1.
Although Golden Ocean sufficient fleet, sailed in daily CCE of almost 50% above that.
The world GDP outlook is uncertain amid financial sector turmoil, high inflation, a war in Europe and increasing interest rates, to mention a few.
Yet we remain optimistic for two reasons.
The first is that the global economy could prove more resilient than feared a few months back. The problems in the supply chain are easing and the pace of US inflation is slowing.
Secondly, and this is very important, the market for the large sized dry bulk vessels that Golden Ocean owns is highly correlated with China.
more so than with the growth in the rest of the world.
In this respect, we note that China has had a much better than anticipated start to the year. The Chinese economy grew a solid 4.5% year-on-year in Q1, well above the consensus prediction of 4%. Moreover, growth gained momentum over the quarter and Q2 is now widely projected to come in substantially stronger. Consequently, many analysts have lifted their outlooks significantly and have been able to make a significant change in the economy.
and the consensus across the investment banks now predict the Chinese economy to grow nearly 6% this year.
GDP growth is, of course, a headline rate and the effect on demand for dry bulk shipping will depend on manufacturers. We have on previous calls pointed to the property sector as critical not only for the Chinese economy but also for dry cargo. The property sector is faring better.
It expanded in Q1 following 6 quarters of contraction.
In addition, new home prices rose at their fastest pace in 21 months in March. Meanwhile, steel production has been strong in Q1, increasing 6.1% year on year, further reducing the already low iron ore inventories, of course supporting near term demand.
Having said that, other data points paint a more negative picture. The PMI fell below 50 in April , indicating a contraction in factory activity. Iron ore on steel prices have softened in recent months, while there are rumours of a cap on steel production.
In conclusion, China has clearly shaken off the COVID-related drag on its economy and is settling on a trajectory of very decent growth.
The rebind is fragile and we have to watch the space, particularly this deep production.
But indications thus far are that a Chinese comeback is on, which bodes well for dry bulk demand. Demand for dry bulk commodities has grown consistently over the past 30 years. On average 30% more pro-annual than global GDP.
In other words, historically it was not a lack of demand causing dry-block shipping markets to suffer, it was the ship owners sealing their own face by contracting too much.
This is not the situation today. The highly positive supply situation persists with growth rates at 30 yellow.
Particularly, the cape size segment looks favorable with the lowest order book of all drybought classes. In the cape segment, good notion is with our 62 capes the largest owner in the world. Another reason for supply-side optimism is the commencement of the IMO 2023 regulations.
which are reducing the efficiency of the fleet as the majority of the global dryboat fleet is forced to slow down to comply. The exact effect of Cii and Eexi is hard to quantify, but all other things equal it will require more vessels to move the same amount of cargo if the global fleet is slowing down.
The impact of the IMO regulations will grow over time as the threshold for compliance increases. We expect limited impact this year, but from next year onwards we expect a meaningful effect.
Finally, we expect ordering to stay muted. Prices remain elevated, there are question marks over future-proof technology and there are few, if any, available slots until 2026.
Naturally, with such an attractive supply side, the market does not need spectacular growth. Normalized demand growth will be enough to outpace the supply and create very strong supply demand fundamentals.
So putting supply and demand together, we expect an extended period of sustainable healthy earnings.
The world may be facing headwinds in terms of inflation, bank sector turmoil, slowing economies, however it is not enough to upset the outlook for dry bulk shipping. In the short term, the freight market looks to have bottomed out in February and with a Chinese rebound on track combined with a typical seasonality, the market is facing a slow and steady trend.
we see sufficient momentum to sustain a healthy market through the rest of the year.
In this respect, it is important to point out that the most promising class of vessels in the dry space is the Cape size.
There are three reasons for this. The first is that the capes have the highest correlation with China. The handies and supers depend more on global GDP, therefore often referred to as GDP carriers. The outlook for the rest of the world is not as good as for China.
Secondly, in recent years the smaller vessels enjoyed significant support from the red-hot container markets. Many small dry cargo vessels carried containers.
That demand is gone and it will not come back.
Finally, the capes have the lowest autobook.
In the longer term, the historical low fleet growth looks to be the main driver of a failable market balance well into 2026.
In other words, we remain highly optimistic about the prospects for gold notions both short-term and long-term.
As we usually explain in our course, we always seek to secure fixed paying contracts when levels are attractive and we do that in whatever segment, be it K-Bot, Panamax, that offers the best value.
As we usually explain in our course, we always seek to secure fixed paying contracts when levels are attractive and we do that in whatever segment, be it K-pop or Panamax, that offers the best value. We do not want to be fully spot exposed at any time.
For Q2 we have approximately three quarters of our fleet fixed above $20,000 per day, net of all permissions.
For Q3 we have 26% of our CAPE days fixed at 22,000 per day and 38% of our PANAMAX days fixed at 19,600 per day. We believe the near-term prospects for the CAPE sizes are more promising than any other classes, giving their high correlation with China. Therefore we have taken more fixed paying contracts on the PANAMAX.
than the capes. In 2021, Golden Ocean set ambitious emission reduction targets. Compared to our 2019 baseline, we want to reduce our carbon intensity by 15% in 2026.
30% by 2030 and have net zero emissions by 2050. We believe decarbonization is changing the traditional shipowning model and will impact cost of capital, asset prices, customers buying criteria and much more. A low carbon business model is much more resilient. It will have superior earning capabilities.
and be much better suited to service customers and comply with future regulations. In Gold notion we have a pragmatic approach to decarbonization. We want to monetize it. And as can be seen it is entirely possible to invest profitably in decarbonization.
In 2021 we commenced our efforts to reduce our emissions. We began divesting high emitting tonnage, often with lower cargo capacity, and replaced it with fuel-efficient tonnage, often with higher cargo capacity.
We also initiated a digital transformation in which we rolled out a performance management IT infrastructure that through sensors and data allows for real-time monitoring of our ship's performance.
In addition, we now use digital speed and route optimization, have improved halt cleaning procedures to reduce drag and much more.
Our efforts have paid off and radically increased the fleet's efficiency.
And in turn of course also save large amount in Bongus.
Last year alone we reduced our carbon intensity compared to our baseline by 9.2%. That translated into a saved cost of around 20 million dollars.
In the years to come, Golden Ocean will continue our decarbonization efforts to the benefit of the shareholders and the environment.
The green transition and making money is a duality, not mutually exclusive.
On the last slide today, I will talk about cash flow generation.
Golden Ocean has the industry's lowest cash break even and one of the most efficient fleets. It means we have substantial cash flow potential. For instance, are we to achieve $20,000 per day on an annualized basis, which is close to where the Q3-Q4 FFA curve is trading?
we stand to generate 229 million in free cash. Note that the graph does not take our fleet's superior performance into consideration. It only looks at achieved rates.
It is a bold decision what we do with future earnings, but we have for the past nine quarters paid dividends, even with acquiring vessels, so it is a fair assumption that dividend continues to be a top priority when it comes to capital allocation.
Before opening up for questions, I will shortly wrap up three main points from today's presentation.
Golden Ocean outperformed the market in Q1, beating the indices by an average of 4900 per day across our entire fleet.
Golden Ocean is not taking the foot off the gas when it comes to monetizing decarbonization and building a more resilient and future-proof business model. Golden Ocean continues to focus on returning capital to our shareholders through dividends. We pay out of dividends for Q1 despite making a small loss.
It emphasizes our belief in the market fundamentals and marks our ninth consecutive quarterly payout. And now we start the Q&A session. I therefore hand the word back to the operator. Thank you for your attention.
Ladies and gentlemen, we now begin the question and answer session. If you wish to ask a question, please press star 1 1 on your telephone.
If you wish to withdraw your question, please press star 1 1 again
We have one question. Please stand by and the first question from Greg Lewis from BTIG. Please go ahead, your line is open.
Hey, thank you, thank you, and good afternoon, and thank you for those comments.
You know, clearly it sounds like the team is a little more bullish on capes than maybe the smaller vessels here. Could you talk a little bit about...
you know, what's going on in the FFA markets as I look at the capes, you know, you know that there It's like they're in backwardation, you know in the medium near medium term while as I look at you know Something like that the smaller vessels they're in contango as we kind of head into like q3
Just kind of curious if you've any kind of, you know, not that I expect, yeah, just kind of what your view is on maybe what's driving that difference between the larger system and the small ones. Yeah, hi Greg, thank you for listening in and thank you for your question. Of course when we look at the FFA curve it's a snapshot of...
between the two different segments. I don't think it's relevant here.
Can you hear me Craig? Sorry? Yeah, absolutely. Okay. I just got a message that there may be some audio problems, but I suppose it's all fine. So I think our comments are more on a high level in the sense that where we have seen the past couple of years, the smaller sized vessels perform relatively well compared to the largest.
cargo, can you say, segments, we think that they all are looking to have some strong years. It is more this conclusion that we are maybe seeing a more normalized world now that there's less or let's say no support from the containers anymore for the handies.
Gotcha, okay, so you're okay, so really you're just, the point of that is just you're expecting more of a normalization in the historical patterns of the various vessel spreads. Okay, so then as I think about India, there's always been debate about India becoming more
becoming more impactful into dry bulk demand, you know, specifically around the coal side. And as we think about that, and obviously we have the huge...
Not the huge, we're taking delivery of the first of, I guess, what's going to be 10 or 11 Campsor MAXs here. Kind of, what's your view and how do you expect those vessels to, you know, where do you see the sweet spot in terms of what's going to be the driver of demand for the Campsor MAX fleet?
as you take delivery of those, as you boost your fleet in that sector.
Yeah, no, I mean the demand for the CAPE from the comms and access will definitely depend on the cold flows for once. It will also depend on how the CAPE vessels are faring and ultimately it will of course also depend on how the smaller vessels are faring as it is.
It is a correlation between the... I think the kicker that we need right now to have the Panamaxes perform better is we need to see more grain flow, which has been weak. I think we also need to remember that the Russian market is more or less gone. It was a big uptick of Panamaxes.
towards the larger sizes, it looks better in the short term. We also, as I just said on the call, have taken more coverage on the panoram axis than we have on the larger sizes. So we need to see if certainly the grains keep flowing out of the Black Sea, and we surely would like to see more coming out of South America.
just one more for me thanks and you know that's on the on the on the Newcastle Max acquisition. You know realizing you already have a fairly you know one of the youngest Cape fleets.
K-plus we'll call it, fleets out there in the market. As we think about that decision, is part of that a function of...
you know, renewal as kind of, you know, you do have I guess a handful of capes that are now, you know, that were I guess 2009-2010 vintage. Is part of that like I guess just a normal renewal strategy or is it, you know, we're really looking at this as incremental growth here over the next couple years for our fleet.
I'm not sure I understood the question or was it more common?
Oh, so really as I think about the decision for the Newcastle Max acquisition, was this more of an incremental increasing the fleet as these vessels get delivered or is this more of the renewal strategy given the fact that you now have some...
vessels that are 10 plus years old? Yeah, I think it was a combination. To begin with, the market for S&P transactions is not a Bloomberg terminal, as I like to say. So you have to wait for the right opportunities. And before we did this transaction, we had been turning a lot of stones without finding any possibilities. So the first
The first thing is to find attractive tonnage and then of course trying to time it, which we think we happen to do very well. So I think it's part of the overall strategy of continuously, can you say, renewing the fleet, keeping a low age and striking when you have the opportunity.
What you have noticed that perhaps we did is that we've sold two capes. I don't think we would have sold those capes if it wasn't because we got the possibility of buying these six new custom axes. So this is I think a classical ship owning move. You sell something old, recycle the equitins, some new buildings, you lower your
your average age and you have a higher generating versus coming in. So it was a kind of an optimistic transaction. It became possible and then we were striking for it because it fit well into the strategy that we have.
Which is, as I said, to have a modern and young fleet. Perfect. Thank you very much for the time. Have a great day. Thank you. Thank you for your question.
As a reminder, if you wish to ask a question, please press star 1 1 on your telephone. There are no further questions at the moment. I will hand back to the conference over for closing remarks. Alright, then we would like to say thank you very much for the attention.
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