Q2 2026 International Seaways Inc Earnings Call

August 10, 2026

Speaker #2: Hello everyone. Thank you for joining us, and welcome to the International Seaways second quarter 2026 earnings conference call. After today's prepared remarks, we will host a Q&A session, if you would like to ask a question, please press *1 to raise your hand.

Operator 1: Hello, everyone. Thank you for joining us, welcome to the International Seaways Q2 2026 earnings conference call. After today's prepared remarks, we will host a question and answer session. If you would like to ask a question, please press star one to raise your hand. To withdraw your question, press star one again. I will now hand the conference over to James Small, General Counsel. James, please go ahead.

Operator: Hello, everyone. Thank you for joining us, welcome to the International Seaways Q2 2026 earnings conference call. After today's prepared remarks, we will host a question and answer session. If you would like to ask a question, please press star one to raise your hand. To withdraw your question, press star one again. I will now hand the conference over to James Small, General Counsel. James, please go ahead.

Speaker #2: To withdraw your question, press *1 again. I will now hand the conference over to James Small, General Counsel. James, please go ahead.

Speaker #3: Thank you. Good morning, everyone. Welcome to International Seaways earnings call covering the second quarter of 2026. Before we begin, I would like to start off by advising everyone with us today of the following.

James D. Small III: Thank you. Good morning, everyone. Welcome to International Seaways earnings call covering Q2 2026. Before we begin, I would like to start off by advising everyone with us today of the following.

James Small: Thank you. Good morning, everyone. Welcome to International Seaways earnings call covering Q2 2026. Before we begin, I would like to start off by advising everyone with us today of the following. During this call and in the accompanying presentation, management may make forward-looking statements regarding the company or the industry in which it operates, which may address, without limitation, the following topics: outlook for the crude tanker and product tanker markets, changing trading patterns, forecasts of world and regional economic activity, forecasts covering the production of and demand for oil and petroleum products, effects of ongoing and threatened conflicts around the world, including in particular in the Middle East, the company's strategy and business prospects, expectations about revenues and expenses.

Speaker #3: During this call and in the accompanying presentation, management may make forward-looking statements regarding the company or the industry in which it operates, which may address, without limitation, the following topics: outlooks for the crude tanker and product tanker markets; changing trading patterns; forecasts of world and regional economic activity; forecasts covering the production of and demand for oil and petroleum products; effects of ongoing and threatened conflicts around the world, including, in particular, in the Middle East; the company's strategy and business prospects; expectations about revenues and expenses, including vessel charter hire and G&A expenses; estimated future bookings, TCE rates, and capital expenditures; projected drydock and off-hire days; due bill vessel construction, vessel sales and purchases; anticipated financing transactions and plans to issue dividends; economic, regulatory, and political developments in the United States and globally; the company's ability to achieve its financing and other objectives, and its consideration of strategic alternatives; and the company's relationships with its stakeholders.

James D. Small III: During this call and in the accompanying presentation, management may make forward-looking statements regarding the company or the industry in which it operates, which may address, without limitation, the following topics: outlook for the crude tanker and product tanker markets, changing trading patterns, forecasts of world and regional economic activity, forecasts covering the production of and demand for oil and petroleum products, effects of ongoing and threatened conflicts around the world, including in particular in the Middle East, the company's strategy and business prospects, expectations about revenues and expenses, including vessel charter hire and G&A expenses, estimated future bookings, TCE rates, and capital expenditures, projected dry dock and off-hire days, new build vessel construction, vessel sales and purchases, anticipated financing transactions and plans to issue dividends, economic, regulatory, and political developments in the United States and globally, the company's ability to achieve its financing and other objectives and its consideration of strategic alternatives, and the company's relationships with its stakeholders.

James Small: Including vessel charter hire and G&A expenses, estimated future bookings, TCE rates, and capital expenditures, projected dry dock and off-hire days, new build vessel construction, vessel sales and purchases, anticipated financing transactions and plans to issue dividends, economic, regulatory, and political developments in the United States and globally, the company's ability to achieve its financing and other objectives and its consideration of strategic alternatives, and the company's relationships with its stakeholders.

Speaker #3: Forward-looking statements taken into account assumptions made by management based on various factors including management's experience and perception of historical trends, current conditions, expected and future developments, and other factors that management believes are appropriate to consider in the circumstances.

James D. Small III: Forward-looking statements take into account assumptions made by management based on various factors, including management's experience and perception of historical trends, current conditions, expected and future developments, and other factors that management believes are appropriate to consider in the circumstances. Such statements are subject to risks and uncertainties, many of which are beyond the company's control, that could cause actual results to differ materially from those implied or expressed by the statements. Factors, risks, and uncertainties that could cause the company's actual results to differ from expectations include those described in our annual report on Form 10-K for 2025, our Forms 10-Q for Q1 and Q2 2026, as well as in other filings that we have made or in the future may make with the US Securities and Exchange Commission. Let me turn the call over to Lois Zabrocky, our President and Chief Executive Officer. Lois?

James Small: Forward-looking statements take into account assumptions made by management based on various factors, including management's experience and perception of historical trends, current conditions, expected and future developments, and other factors that management believes are appropriate to consider in the circumstances. Such statements are subject to risks and uncertainties, many of which are beyond the company's control, that could cause actual results to differ materially from those implied or expressed by the statements. Factors, risks, and uncertainties that could cause the company's actual results to differ from expectations include those described in our annual report on Form 10-K for 2025, our Forms 10-Q for Q1 and Q2 2026, as well as in other filings that we have made or in the future may make with the US Securities and Exchange Commission. Let me turn the call over to Lois Zabrocky, our President and Chief Executive Officer. Lois?

Speaker #3: Such statements are subject to risks and uncertainties, many of which are beyond the company's control, that could cause actual results to differ materially from those implied or expressed by the statements.

Speaker #3: Factors, risks, and uncertainties that could cause the company's actual results to differ from expectations include those described in our annual report on Form 10-K for 2025, our Forms 10-Q for the first and second quarter of 2026, as well as in other filings that we have made or in the future may make with the U.S.

Speaker #3: Securities and Exchange Commission. Now, let me turn the call over to Lois Zabrocky, our President and Chief Executive Officer. Lois.

Speaker #4: Thank you so much, James. Good morning, everyone, and welcome to International Seaways earnings call for the second quarter of 2026. On slide 4 of the presentation, which you can find in the Investor Relations section of our website, our second quarter highlights reflect important milestones Seaways has accomplished.

Lois K. Zabrocky: Thank you so much, James. Good morning, everyone, and welcome to International Seaways earnings call for Q2 2026. On slide four of the presentation, which you can find in the investor relations section of our website, our Q2 highlights reflect important milestones Seaways has accomplished. We delivered record adjusted net income of $295 million, or $5.91 per share, record EBITDA of $345 million, and record free cash flow for the quarter of $261 million. We are pleased to complement those achievements with another record, declaring our largest quarterly dividend of $5.05 per share. Our commitment to returning at least 85% of adjusted net income reflects the confidence that we have in the company we've built over the last decade. Today's market has certainly created an exceptional backdrop.

Lois Zabrocky: Thank you so much, James. Good morning, everyone, and welcome to International Seaways earnings call for Q2 2026. On slide four of the presentation, which you can find in the investor relations section of our website, our Q2 highlights reflect important milestones Seaways has accomplished. We delivered record adjusted net income of $295 million, or $5.91 per share, record EBITDA of $345 million, and record free cash flow for the quarter of $261 million. We are pleased to complement those achievements with another record, declaring our largest quarterly dividend of $5.05 per share. Our commitment to returning at least 85% of adjusted net income reflects the confidence that we have in the company we've built over the last decade. Today's market has certainly created an exceptional backdrop.

Speaker #4: We delivered record-adjusted net income of $295 million or share. Record EBITDA of $345 million and record free cash flow for the quarter of $261 million we are pleased to compliment those achievements with another record, declaring our largest quarterly dividend of $5.05 per share.

Speaker #4: Our commitment to returning at least 85% of adjusted net income reflects the confidence that we have in the company we've built over the last decade today's market has certainly created an exceptional backdrop.

Speaker #4: Our ability to translate these conditions into record shareholder returns is the result of years of disciplined capital allocation, fleet renewal, and balance sheet management.

Lois K. Zabrocky: Our ability to translate these conditions into record shareholder returns is the result of years of disciplined capital allocation, fleet renewal, and balance sheet management. It took us nearly five years to return our first $1 billion to shareholders and just six months to return another half billion dollars in 2026 alone. That same long-term approach continues to shape our fleet. We recently ordered four additional LR1 new buildings for delivery in H2 2028, complementing the six vessels we ordered almost exactly three years ago, with four already on the water. Importantly, we secured these vessels at essentially the same price we paid three years ago, even as new building prices across the industry increased by double digits. These 10 ships will trade in the Panamax International pool, which has averaged more than $70,000 per day over the last nine months.

Lois Zabrocky: Our ability to translate these conditions into record shareholder returns is the result of years of disciplined capital allocation, fleet renewal, and balance sheet management. It took us nearly five years to return our first $1 billion to shareholders and just six months to return another half billion dollars in 2026 alone. That same long-term approach continues to shape our fleet. We recently ordered four additional LR1 new buildings for delivery in H2 2028, complementing the six vessels we ordered almost exactly three years ago, with four already on the water. Importantly, we secured these vessels at essentially the same price we paid three years ago, even as new building prices across the industry increased by double digits. These 10 ships will trade in the Panamax International pool, which has averaged more than $70,000 per day over the last nine months.

Speaker #4: It took us nearly five years to return our first billion dollars to shareholders, and just six months to return another half billion dollars in 2026 alone.

Speaker #4: That same long-term approach continues to shape our fleet. We recently ordered four additional LR1 new buildings for delivery in the second half of 2028, complementing the six vessels we ordered almost exactly three years ago.

Speaker #4: With four already on the water. Importantly, we secured these vessels at essentially the same price we paid three years ago, even as newbuilding prices across the industry increased by double digits.

Speaker #4: These 10 ships will trade in the Panamax International pool which has averaged more than 70,000 dollars per day over the last nine months. While today's market is attractive, these investments reflect our disciplined approach to fleet renewal, particularly around businesses where we have demonstrated a durable competitive advantage.

Lois K. Zabrocky: While today's market is attractive, these investments reflect our disciplined approach to fleet renewal, particularly around businesses where we have demonstrated a durable competitive advantage. These are exactly the kinds of decisions that have shaped the company over the last decade. We're beginning to see the benefits of bringing Tankers International fully into the Seaways family. Expanding into the Suezmax segment marks an important next step in the pool's evolution, and we're excited by the opportunities to deepen customer relationships, attract additional partners, and leverage the combined expertise of both organizations to continue strengthening the commercial unit. Finally, we continue to maintain nearly $1 billion of liquidity alongside low leverage, providing us with significant financial flexibility. That flexibility allows us to continue investing in opportunities that strengthen our platform while maintaining our commitment to returning meaningful capital to shareholders.

Lois Zabrocky: While today's market is attractive, these investments reflect our disciplined approach to fleet renewal, particularly around businesses where we have demonstrated a durable competitive advantage. These are exactly the kinds of decisions that have shaped the company over the last decade. We're beginning to see the benefits of bringing Tankers International fully into the Seaways family. Expanding into the Suezmax segment marks an important next step in the pool's evolution, and we're excited by the opportunities to deepen customer relationships, attract additional partners, and leverage the combined expertise of both organizations to continue strengthening the commercial unit. Finally, we continue to maintain nearly $1 billion of liquidity alongside low leverage, providing us with significant financial flexibility. That flexibility allows us to continue investing in opportunities that strengthen our platform while maintaining our commitment to returning meaningful capital to shareholders.

Speaker #4: These are exactly the kinds of decisions that have shaped the company over the last decade. We're beginning to see the benefits of bringing Tankers International fully into the Seaways family.

Speaker #4: Expanding into the SuezMax segment marks an important next step in the pool's evolution, and we're excited by the opportunities to deepen customer relationships, attract additional partners, and leverage the combined expertise of both organizations to continue strengthening the commercial unit.

Speaker #4: Finally, we continue to maintain nearly $1 billion of liquidity alongside low leverage, providing us with significant financial flexibility. That flexibility allows us to continue investing in opportunities that strengthen our platform, while maintaining our commitment to returning meaningful capital to shareholders.

Speaker #4: Combined, these highlights reflect many of the principles that have shaped Seaways over the past decade and continue to guide us today. Moving to slide 5, we've updated our standard set of bullets on tanker demand drivers with subtle green up arrows next to the bullets, representing positive factors for tankers, a black dash representing a neutral impact, and a red down arrow meaning the topic is not good for tanker demand.

Lois K. Zabrocky: Combined, these highlights reflect many of the principles that have shaped Seaways over the past decade and continue to guide us today. Moving to slide five, we've updated our standard set of bullets on tanker demand drivers with the subtle green up arrows next to the bullet represented as good for tankers, the black dash representing a neutral impact, and a red down arrow meaning the topic is not good for tanker demand. Without reading these bullets individually, we believe demand fundamentals are solid and continue to support a constructive outlook for seaborne transportation. The conflict in the Strait of Hormuz has created one of the most significant disruptions to seaborne transportation that we have seen in decades. More recently, the Houthis have added another layer of uncertainty by attempting to disrupt traffic through Bab el-Mandeb.

Lois Zabrocky: Combined, these highlights reflect many of the principles that have shaped Seaways over the past decade and continue to guide us today. Moving to slide five, we've updated our standard set of bullets on tanker demand drivers with the subtle green up arrows next to the bullet represented as good for tankers, the black dash representing a neutral impact, and a red down arrow meaning the topic is not good for tanker demand. Without reading these bullets individually, we believe demand fundamentals are solid and continue to support a constructive outlook for seaborne transportation. The conflict in the Strait of Hormuz has created one of the most significant disruptions to seaborne transportation that we have seen in decades. More recently, the Houthis have added another layer of uncertainty by attempting to disrupt traffic through Bab el-Mandeb.

Speaker #4: Without reading these bullets individually, we believe demand fundamentals are solid and continue to support a constructive outlook for seaborne transportation. The conflict in the Straits of Hormuz has created one of the most significant disruptions to seaborne transportation that we have seen in decades.

Speaker #4: More recently, the Houthis have added another layer of uncertainty by attempting to disrupt traffic through Bab al-Mandeb. Together, these two waterways have historically handled nearly 25 million barrels per day of crude and oil/petroleum products. The chart on the lower left illustrates just how dramatic that disruption has been. While these events have undoubtedly increased uncertainty, they’ve also created significant inefficiencies in global trade as cargoes seek alternative routes, increasing ton-mile demand and supporting tanker markets.

Lois K. Zabrocky: Together, these two waterways have historically handled nearly 25 million barrels per day of crude and oiled petroleum products. The chart on the lower left illustrates just how dramatic that disruption has been. While these events have undoubtedly increased uncertainty, they've also created significant inefficiencies in global trade as cargoes seek alternative routes, increasing ton-mile demand and supporting tanker markets. The chart on the right explains why oil demand has remained so resilient. Despite disruptions, we've seen relatively stable commercial inventories. At first glance, that might suggest demand has held up remarkably well. As the two charts illustrate, strategic petroleum reserves have been doing much of the heavy lifting, helping offset supply disruptions and limiting the impact on commercial inventories. Looking ahead, we see two very different paths.

Lois Zabrocky: Together, these two waterways have historically handled nearly 25 million barrels per day of crude and oiled petroleum products. The chart on the lower left illustrates just how dramatic that disruption has been. While these events have undoubtedly increased uncertainty, they've also created significant inefficiencies in global trade as cargoes seek alternative routes, increasing ton-mile demand and supporting tanker markets. The chart on the right explains why oil demand has remained so resilient. Despite disruptions, we've seen relatively stable commercial inventories. At first glance, that might suggest demand has held up remarkably well. As the two charts illustrate, strategic petroleum reserves have been doing much of the heavy lifting, helping offset supply disruptions and limiting the impact on commercial inventories. Looking ahead, we see two very different paths.

Speaker #4: The chart on the right explains why oil demand has remained so resilient. Despite disruptions, we've seen relatively stable commercial inventories. At first glance, that might suggest demand has held up remarkably well.

Speaker #4: But as the two charts illustrate strategic petroleum reserves have been doing much of the heavy lifting, helping offset supply disruptions and limiting the impact on commercial inventory.

Speaker #4: Looking ahead, we see two very different paths. If these disruptions begin to ease over the near term, we believe inventory replenishment could become an additional source of tanker demand as governments rebuild strategic reserves that have been substantially drawn down in the months of the conflict.

Lois K. Zabrocky: If these disruptions begin to ease over the near term, we believe inventory replenishment could become an additional source of tanker demand as governments rebuild strategic reserves that have been substantially drawn down in the months of the conflict. Alternatively, if these disruptions persist for an extended period, the risk shifts to consumption. Sustained disruption of this magnitude could ultimately weigh on the global economy and oil demand, which would have broader implications for the tanker market. For now, however, the market continues to benefit from the combination of elevated ton-mile demand and stable oil consumption. Turning to slide six, let's shift from demand to supply. We're now entering the fifth year of this market upcycle. It is natural to see new orders continue to enter the market, particularly given the attractive financing environment available to many ship owners.

Lois Zabrocky: If these disruptions begin to ease over the near term, we believe inventory replenishment could become an additional source of tanker demand as governments rebuild strategic reserves that have been substantially drawn down in the months of the conflict. Alternatively, if these disruptions persist for an extended period, the risk shifts to consumption. Sustained disruption of this magnitude could ultimately weigh on the global economy and oil demand, which would have broader implications for the tanker market. For now, however, the market continues to benefit from the combination of elevated ton-mile demand and stable oil consumption. Turning to slide six, let's shift from demand to supply. We're now entering the fifth year of this market upcycle. It is natural to see new orders continue to enter the market, particularly given the attractive financing environment available to many ship owners.

Speaker #4: Alternatively, if these disruptions persist for an extended period, the risk shifts to consumption. Sustained disruption of this magnitude could ultimately weigh on the global economy and oil demand, which would have broader implications for the tanker market.

Speaker #4: For now, however, the market continues to benefit from the combination of elevated ton-mile demand and stable Turning to slide 6, let's shift from demand to supply.

Speaker #4: We're now entering the fifth year of this market upcycle. It is natural to see new orders continue to enter the market, particularly given the attractive financing environment available to many shipowners.

Speaker #4: While the order book has grown over the last several years, we believe that equally important to view those deliveries in the context of an aging global fleet.

Lois K. Zabrocky: While the order book has grown over the last several years, we believe it's equally important to view those deliveries in the context of an aging global fleet. As shown on the right, each year of scheduled deliveries is accompanied by a comparable, and in some years, even larger group of vessels reaching 20 years of age, where they're increasingly viewed as candidates for removal from the commercial fleet. That dynamic becomes even more pronounced over time. Today, roughly 30% of the world's tanker fleet is over 20 years old. By 2030, that figure is expected to exceed 50%, highlighting the significant fleet renewal that will be required over the remainder of the decade. We continue to monitor ordering activity and new building pricing very closely. Our LR1 order is a great example of the discipline we apply to capital allocation.

Lois Zabrocky: While the order book has grown over the last several years, we believe it's equally important to view those deliveries in the context of an aging global fleet. As shown on the right, each year of scheduled deliveries is accompanied by a comparable, and in some years, even larger group of vessels reaching 20 years of age, where they're increasingly viewed as candidates for removal from the commercial fleet. That dynamic becomes even more pronounced over time. Today, roughly 30% of the world's tanker fleet is over 20 years old. By 2030, that figure is expected to exceed 50%, highlighting the significant fleet renewal that will be required over the remainder of the decade. We continue to monitor ordering activity and new building pricing very closely. Our LR1 order is a great example of the discipline we apply to capital allocation.

Speaker #4: As shown on the right, each year of scheduled deliveries is accompanied by a comparable and, in some years, even larger group of vessels reaching 20 years of age where their increasingly viewed as candidates for removal from the commercial fleet that dynamic becomes even more pronounced over time today roughly 30% of the world's tanker fleet is over 20 years old.

Speaker #4: By 2030, that figure is expected to exceed 50%, highlighting the significant fleet renewal that will be required over the remainder of the decade. We continue to monitor ordering activity, and new building pricing very closely, our LR1 order is a great example of the discipline we apply to capital allocation.

Speaker #4: We were able to secure attractive pricing by securing construction slots at a quality shipyard that we know well—an increasingly important consideration in today's market.

Lois K. Zabrocky: We were able to secure attractive pricing, securing construction slots at a quality shipyard that we know well, an increasingly important consideration in today's market. While we believe the industry still has capacity for additional ordering to support the aging fleet, we will continue to evaluate investment opportunities through the lens of long-term supply fundamentals, disciplined capital allocation, and the future needs of seaborne oil transportation. Taken together, demand and supply fundamentals continue to support a constructive outlook for the tanker market. While market conditions will inevitably evolve, the disciplined decisions we've made over the last decade have allowed Seaways to capitalize on opportunities across a range of market environments. We'll continue to execute our balanced capital allocation strategy, renew our fleet, preserving financial flexibility, and return meaningful capital to shareholders. I'll now turn it over to our CFO, Jeff Pribor, to provide the financial review. Jeff?

Lois Zabrocky: We were able to secure attractive pricing, securing construction slots at a quality shipyard that we know well, an increasingly important consideration in today's market. While we believe the industry still has capacity for additional ordering to support the aging fleet, we will continue to evaluate investment opportunities through the lens of long-term supply fundamentals, disciplined capital allocation, and the future needs of seaborne oil transportation. Taken together, demand and supply fundamentals continue to support a constructive outlook for the tanker market. While market conditions will inevitably evolve, the disciplined decisions we've made over the last decade have allowed Seaways to capitalize on opportunities across a range of market environments. We'll continue to execute our balanced capital allocation strategy, renew our fleet, preserving financial flexibility, and return meaningful capital to shareholders. I'll now turn it over to our CFO, Jeff Pribor, to provide the financial review. Jeff?

Speaker #4: While we believe the industry still has capacity for additional ordering to support the aging fleet, we will continue to evaluate investment opportunities through the lens of long-term supply fundamentals.

Speaker #4: Disciplined capital allocation and the future needs of seaborne oil transportation—taken together, demand and supply fundamentals continue to support a constructive outlook for the tanker market.

Speaker #4: While market conditions will inevitably evolve, the disciplined decisions we've made over the last decade have allowed Seaways to capitalize on opportunities across a range of market environments.

Speaker #4: We'll continue to execute our balanced capital allocation strategy renew our fleet, preserving financial flexibility and return meaningful capital to shareholders. I'll now turn it over to our CFO, Jeff Pribor, to provide the financial review.

Speaker #4: Jeff?

Speaker #5: Thanks, Lois, and good morning, everyone. Turning to slide 8, we delivered another quarter of record financial performance. Adjusted net income for the second quarter was approximately $295 million, or $5.91 per diluted share.

Jeff D. Pribor: Thanks, Lois, and good morning, everyone. Turning to slide eight, we delivered another Q2 of record financial performance. Adjusted net income for the Q2 was approximately $295 million, or $5.91 per diluted share. While adjusted EBITDA for the Q2 was $345 million. On the lower half of the page, blended spot TCEs, weighted by revenue days, were $79,000 per day, compared to $27,500 per day a year ago and $55,600 per day in the Q1. Crude tanker revenues totaled $253 million, including $51 million of profit sharing from our time charters. Together, these profit-sharing arrangements increased our blended VLCC earnings across both our spot and time charter vessels to more than $150,000 per day. I'd like to highlight a few items that may not be immediately apparent from the financial statements.

Jeff Pribor: Thanks, Lois, and good morning, everyone. Turning to slide eight, we delivered another Q2 of record financial performance. Adjusted net income for the Q2 was approximately $295 million, or $5.91 per diluted share. While adjusted EBITDA for the Q2 was $345 million. On the lower half of the page, blended spot TCEs, weighted by revenue days, were $79,000 per day, compared to $27,500 per day a year ago and $55,600 per day in the Q1. Crude tanker revenues totaled $253 million, including $51 million of profit sharing from our time charters. Together, these profit-sharing arrangements increased our blended VLCC earnings across both our spot and time charter vessels to more than $150,000 per day. I'd like to highlight a few items that may not be immediately apparent from the financial statements.

Speaker #5: While adjusted EBITDA for the second quarter was $345 million. On the lower half of the page, blended spot TCEs weighted by revenue days were 79,000 dollars per day compared to 27,500 per day a year ago, and 55,600 per day in the first quarter.

Speaker #5: Crude tanker revenues totaled $253 million, including $51 million of profit sharing from our time charters. Together, these profit sharing arrangements increased our blended VLCC earnings across both our spot and time charter vessels to more than $150,000 per day.

Speaker #5: I'd like to highlight a few items that may not be immediately apparent from the financial statements. The lightering business contributed about 5 million dollars of EBITDA, with 13 million dollars in revenue, vessel expenses of 3 million dollars, 4 million of charter hire, and 1 million dollars of G&A.

Jeff D. Pribor: The lightering business contributed about $5 million of EBITDA, with $13 million in revenue, vessel expenses of $3 million, $4 million of charter hire, and $1 million of G&A. Also, following the launch of the Suezmax pool, we began consolidating the Tankers International Suez entity as we currently control a majority of the participating vessels in the pool. While this results in the gross consolidation of revenues and expenses attributable to the other pool participants, it has no meaningful impact on Seaways' underlying economics. Accordingly, we've excluded those third-party vessels from our reported TCE revenue per day metrics shown on this slide. On slide nine, this bridge illustrates how we converted another quarter of strong operating performance into free cash flow. We began the quarter with total liquidity of $980 million, composed of $377 million in cash and $541 million in undrawn revolving capacity.

Jeff Pribor: The lightering business contributed about $5 million of EBITDA, with $13 million in revenue, vessel expenses of $3 million, $4 million of charter hire, and $1 million of G&A. Also, following the launch of the Suezmax pool, we began consolidating the Tankers International Suez entity as we currently control a majority of the participating vessels in the pool. While this results in the gross consolidation of revenues and expenses attributable to the other pool participants, it has no meaningful impact on Seaways' underlying economics. Accordingly, we've excluded those third-party vessels from our reported TCE revenue per day metrics shown on this slide. On slide nine, this bridge illustrates how we converted another quarter of strong operating performance into free cash flow. We began the quarter with total liquidity of $980 million, composed of $377 million in cash and $541 million in undrawn revolving capacity.

Speaker #5: Also, following the launch of the Suezmax pool, we began consolidating the tankers international Suez entity as we currently control a majority of the participating vessels in the pool.

Speaker #5: While this results in the gross consolidation of revenues and expenses attributable to the other pool participants, it has no meaningful impact on Seaways' underlying economics.

Speaker #5: Accordingly, we've excluded those third-party vessels from our reported TCE revenue per day metrics shown on this slide. On slide 9, this bridge illustrates how we converted another quarter of strong operating performance into free cash flow.

Speaker #5: We began the quarter with total liquidity of 918 million dollars. Composed of 377 million in cash and 541 million dollars in undrawn revolving capacity.

Speaker #5: Following the bridge from left to right, we generated 345 million dollars in adjusted EBITDA, funded 50 million in debt service, paid another 20 million in dry docking capital expenditures, and used about 49 million dollars of working capital.

Jeff D. Pribor: Following the bridge from left to right, we generated $345 million in adjusted EBITDA, funded $50 million in debt service, paid another $20 million in dry dock and capital expenditures, and used about $49 million of working capital. The combination of these highlights represents free cash flow generation of about $261 million for the Q2, a record that eclipses the next closest by $100 million. Beyond our free cash flow composition is essentially the capital allocation spend during the quarter. We used about $10 million in cash for installment payments net of financing for the original 6 LR1 new builds. This was largely offset by the cash balance consolidated through Tankers International Suez. Finally, we paid about $225 million in dividends to shareholders, representing our then record quarterly dividend of $4.55 per share.

Jeff Pribor: Following the bridge from left to right, we generated $345 million in adjusted EBITDA, funded $50 million in debt service, paid another $20 million in dry dock and capital expenditures, and used about $49 million of working capital. The combination of these highlights represents free cash flow generation of about $261 million for the Q2, a record that eclipses the next closest by $100 million. Beyond our free cash flow composition is essentially the capital allocation spend during the quarter. We used about $10 million in cash for installment payments net of financing for the original 6 LR1 new builds. This was largely offset by the cash balance consolidated through Tankers International Suez. Finally, we paid about $225 million in dividends to shareholders, representing our then record quarterly dividend of $4.55 per share.

Speaker #5: The combination of these highlights represents free cash flow generation of about $261 million for the second quarter, a record that eclipses the next closest by $100 million.

Speaker #5: Beyond our free cash flow composition is essentially the capital allocation spend during the quarter. We used about $10 million in cash for installment payments, net of financing, for the original six LR1 newbuilds.

Speaker #5: This was largely offset by the cash balance consolidated through Tankers International Suez. Finally, we paid about $225 million in dividends to shareholders, representing our then-record quarterly dividend of $4.55 per share.

Speaker #5: We entered the quarter with $409 million of cash and $526 million in undrawn revolving credit capacity, bringing total liquidity to about $935 million.

Jeff D. Pribor: We entered the quarter with $409 million of cash and $526 million in undrawn revolving credit capacity, bringing total liquidity to about $935 million. Moving to slide 10, our balance sheet continues to provide the financial flexibility that supports both disciplined growth and meaningful shareholder returns. The detailed balance sheet is shown on the left with several key metrics highlighted on the right. Liquidity remains strong at close to $1 billion. We have invested about $2 billion in vessels at cost on the books, which are currently valued at nearly $4 billion. With approximately $250 million in net debt combined with rising asset values, our net loan to value is about 6% at the end of the Q2. The table on the lower right summarizes our debt portfolio. Gross debt at quarter end was $651 million, which excludes consolidating the TI Suez borrowing base facility.

Jeff Pribor: We entered the quarter with $409 million of cash and $526 million in undrawn revolving credit capacity, bringing total liquidity to about $935 million. Moving to slide 10, our balance sheet continues to provide the financial flexibility that supports both disciplined growth and meaningful shareholder returns. The detailed balance sheet is shown on the left with several key metrics highlighted on the right. Liquidity remains strong at close to $1 billion. We have invested about $2 billion in vessels at cost on the books, which are currently valued at nearly $4 billion. With approximately $250 million in net debt combined with rising asset values, our net loan to value is about 6% at the end of the Q2. The table on the lower right summarizes our debt portfolio. Gross debt at quarter end was $651 million, which excludes consolidating the TI Suez borrowing base facility.

Speaker #5: Moving to slide 10, our balance sheet continues to provide the financial flexibility that supports both disciplined growth and meaningful shareholder returns. The detailed balance sheet is shown on the left, with several key metrics highlighted on the right.

Speaker #5: Liquidity remains strong at close to 1 million dollars. We have invested about 2 million dollars in vessels that cost on the books which are currently valued at nearly 4 million.

Speaker #5: And with approximately $250 million in net debt, combined with rising asset values, our net loan-to-value is about 6% at the end of the second quarter.

Speaker #5: The table on the lower right summarizes our debt portfolio. Gross debt at quarter end was $651 million, which excludes consolidating the TI Suez borrowing base facility.

Speaker #5: Mandatory debt repayments for the second half of 2026 are about 15 million dollars. Our debt is almost entirely fixed or hedged, which contributes to our total cost of debt of around 5.5%.

Jeff D. Pribor: Mandatory debt repayments for the H2 2026 are about $50 million. Our debt is almost entirely fixed or hedged, which contributes to our total cost of debt of around 5.5%. Taken together, these metrics demonstrate the strength of our balance sheet. With 25 uncovered vessels, substantial undrawn revolving credit capacity, and one of the lowest leverage profiles in our sector, we believe Seaways remains exceptionally well-positioned to pursue attractive growth opportunities while contributing to return meaningful capital to shareholders. On slide 11, we provided our customary forward-looking guidance, including book-to-date spot TCE rates and our spot cash breakeven. As a reminder, these fixtures represent rates booked as of today, and our reported TCE for the Q3 may differ as additional voyages are fixed throughout the quarter.

Jeff Pribor: Mandatory debt repayments for the H2 2026 are about $50 million. Our debt is almost entirely fixed or hedged, which contributes to our total cost of debt of around 5.5%. Taken together, these metrics demonstrate the strength of our balance sheet. With 25 uncovered vessels, substantial undrawn revolving credit capacity, and one of the lowest leverage profiles in our sector, we believe Seaways remains exceptionally well-positioned to pursue attractive growth opportunities while contributing to return meaningful capital to shareholders. On slide 11, we provided our customary forward-looking guidance, including book-to-date spot TCE rates and our spot cash breakeven. As a reminder, these fixtures represent rates booked as of today, and our reported TCE for the Q3 may differ as additional voyages are fixed throughout the quarter.

Speaker #5: Taken together, these metrics demonstrate the strength of our balance sheet. With 2,500 covered vessels, substantial undrawn revolving credit capacity, and one of the lowest leverage profiles in our sector, we believe Seaways remains exceptionally well positioned to pursue attractive growth opportunities while continuing to return meaningful capital to shareholders.

Speaker #5: On slide 11, we've provided our customary forward-looking guidance, including book-to-date spot TCE rates and our spot cash break-even. As a reminder, these fixtures represent rates booked as of today, and our reported TCE for the third quarter may differ as additional voyages are fixed throughout the quarter.

Speaker #5: To date, we've booked approximately 48% of our expected third-quarter revenue days at a blended spot TCE of approximately $61,000 per day across the fleet.

Jeff D. Pribor: To date, we've booked approximately 48% of our expected Q3 revenue days at a blended spot TCE of approximately $61,000 per day across the fleet. While fixture levels will continue to evolve throughout the quarter, we're encouraged by the strength of rates secured to date, particularly when viewed alongside our fleet-wide spot cash breakeven. This continues to provide a meaningful margin for cash generation. On the bottom left-hand chart, we provide some updated guidance for our expenses for the rest of 2026. We also include in the appendix our quarterly expected off-hire and CapEx. I don't plan to read each item line by line, but encourage you to use these for modeling purposes. That concludes my remarks. I'd like to now turn the call back to Lois for her closing comments. Lois?

Jeff Pribor: To date, we've booked approximately 48% of our expected Q3 revenue days at a blended spot TCE of approximately $61,000 per day across the fleet. While fixture levels will continue to evolve throughout the quarter, we're encouraged by the strength of rates secured to date, particularly when viewed alongside our fleet-wide spot cash breakeven. This continues to provide a meaningful margin for cash generation. On the bottom left-hand chart, we provide some updated guidance for our expenses for the rest of 2026. We also include in the appendix our quarterly expected off-hire and CapEx. I don't plan to read each item line by line, but encourage you to use these for modeling purposes. That concludes my remarks. I'd like to now turn the call back to Lois for her closing comments. Lois?

Speaker #5: While fixture levels will continue to evolve throughout the quarter, we're encouraged by the strength of rates secured to date, particularly when viewed alongside our fleet-wide spot cash break-even. This continues to provide a meaningful margin for cash generation.

Speaker #5: On the bottom left-hand chart, we provide some updated guidance for our expenses for the rest of 2026. We also include, in the appendix, our quarterly expected off-hire and capex.

Speaker #5: I don't plan to read each item line by line, but encourage you to use these for modeling purposes. That concludes my remarks. I'd like to now turn the call back to Lois for her closing comments.

Speaker #5: Lois.

Speaker #4: Thanks, Jeff. On slide 12, we've included our investment highlights, which I encourage everyone to read in their entirety. I want to leave you today with a few thoughts about what we believe differentiates Seaways.

Lois K. Zabrocky: Thanks, Jeff. On slide 12, we've included our investment highlights, which I encourage everyone to read in their entirety. I want to leave you today with a few thoughts about what we believe differentiates Seaways. Over the past decade, we've built a company that balances growth, financial strength, and shareholder returns. These priorities reinforce each other. Since becoming a public company, we've delivered a compounded annual total shareholder return of more than 30% and built one of the strongest balance sheets in our industry. We've also been deliberate in how we've built our fleet. By investing across multiple tanker segments and enhancing our scale with leading commercial pools, we've positioned Seaways to participate in a broad range of market opportunities while remaining flexible to adapt to the volatility of our industry. That same philosophy extends to our balance sheet.

Lois Zabrocky: Thanks, Jeff. On slide 12, we've included our investment highlights, which I encourage everyone to read in their entirety. I want to leave you today with a few thoughts about what we believe differentiates Seaways. Over the past decade, we've built a company that balances growth, financial strength, and shareholder returns. These priorities reinforce each other. Since becoming a public company, we've delivered a compounded annual total shareholder return of more than 30% and built one of the strongest balance sheets in our industry. We've also been deliberate in how we've built our fleet. By investing across multiple tanker segments and enhancing our scale with leading commercial pools, we've positioned Seaways to participate in a broad range of market opportunities while remaining flexible to adapt to the volatility of our industry. That same philosophy extends to our balance sheet.

Speaker #4: Over the past decade, we've built a company that balances growth, financial strength, and shareholder returns. These priorities reinforce each other. Since becoming a public company, we've delivered a compounded annual total shareholder return of more than 30%, and built one of the strongest balance sheets in our industry.

Speaker #4: We've also been deliberate in how we've built our fleet by investing across multiple tanker segments and enhancing our scale with leading commercial pools. We've positioned Seaways to participate in a broad range of market opportunities while remaining flexible to adapt to the volatility of our industry.

Speaker #4: That same philosophy extends to our balance sheet. We have nearly $1 billion of liquidity, net debt around 6% of our fleet's current value, and 25 vessels that are unencumbered.

Lois K. Zabrocky: We have nearly $1 billion of liquidity, net debt around 6% of our fleet's current value, and 25 vessels that are unencumbered. These metrics aren't simply measures of financial strength. They provide the flexibility to invest when opportunities arise while remaining resilient through the market cycles. Just as importantly, our fleet-wide spot cash breakeven levels remain below $14,500 per day over the next year. With spot earnings currently many times that level, we believe Seaways is very well-positioned to continue generating meaningful free cash flow, supporting both our investment strategy and our commitment to returning capital to shareholders. As we look ahead, our priorities remain unchanged. We continue to allocate capital with discipline, renew our fleet thoughtfully, preserve financial flexibility, and return meaningful capital to shareholders. These principles have shaped Seaways over the past decade and will continue to guide us as we create long-term value in the years ahead.

Lois Zabrocky: We have nearly $1 billion of liquidity, net debt around 6% of our fleet's current value, and 25 vessels that are unencumbered. These metrics aren't simply measures of financial strength. They provide the flexibility to invest when opportunities arise while remaining resilient through the market cycles. Just as importantly, our fleet-wide spot cash breakeven levels remain below $14,500 per day over the next year. With spot earnings currently many times that level, we believe Seaways is very well-positioned to continue generating meaningful free cash flow, supporting both our investment strategy and our commitment to returning capital to shareholders. As we look ahead, our priorities remain unchanged. We continue to allocate capital with discipline, renew our fleet thoughtfully, preserve financial flexibility, and return meaningful capital to shareholders. These principles have shaped Seaways over the past decade and will continue to guide us as we create long-term value in the years ahead.

Speaker #4: These metrics aren't simply measures of financial strength; they provide the flexibility to invest when opportunities arise while remaining resilient through market cycles. Just as importantly, our fleet-wide spot cash breakeven levels remain below $14,500 per day over the next year. With spot earnings currently many times that level, we believe Seaways is very well positioned to continue generating meaningful free cash flow, supporting both our investment strategy and our commitment to returning capital to shareholders.

Speaker #4: As we look ahead, our priorities remain unchanged. We continue to allocate capital with discipline, renew our fleet thoughtfully, preserve financial flexibility, and return meaningful capital to shareholders.

Speaker #4: These principles have shaped Seaways over the past decade and will continue to guide us as we create long-term value in the years ahead. Thank you very much, and with that said, operator, we'd like to open the lines for questions.

Lois K. Zabrocky: Thank you very much. With that said, Operator, we'd like to open the lines for questions.

Lois Zabrocky: Thank you very much. With that said, Operator, we'd like to open the lines for questions.

Speaker #1: We will now begin the question and answer session. If you would like to ask a question, please press star one to raise your hand.

Operator: We will now begin the question and answer session. If you would like to ask a question, please press *1 to raise your hand. To withdraw your question, press *1 again. We ask that you pick up your handset when asking a question to allow for optimum sound quality. If you are muted locally, please remember to unmute your device. Please stand by while we compile the Q&A roster. Your first question comes from the line of Liam Burke with B. Riley Securities. Your line is open. Please go ahead.

Speaker #1: To withdraw excuse me. To withdraw your question, press star 1 again. We ask that you pick up your handset when asking a question to allow for optimum sound quality.

Speaker #1: If you are muted locally, please remember to unmute your device. Please stand by while we compile the Q&A roster. Your first question comes from the line of Liam Burke with B.

Speaker #1: Reilly Securities, your line is open. Please go ahead.

Speaker #2: Thank you. Good morning, Lois. Good morning, Jeff.

Liam Burke: Thank you. Good morning, Lois. Good morning, Jeff.

Speaker #6: Good morning.

Lois K. Zabrocky: Good morning.

Jeff Pribor: Good morning.

Speaker #2: Lois, could you talk more specifically about any changes that you’d anticipate in the Atlantic Basin—either reroutes or additional production out of West Africa or Latin America—and how you see that affecting long-term rates for the Suezmax, or even the Yellow R1s?

Liam Burke: Lois, could you talk about more specifically any changes that you'd anticipate in the Atlantic Basin, either reroutes or additional production out of West Africa or Latin America, and how you see that affecting long-term rates for the Suezmax or even the LR1s?

Speaker #6: Yeah, absolutely. Liam, so let's look at that. We'll sort of take it in pieces. One of the things that we're seeing very significantly now in the tanker market, between the VLCCs, the Suezmaxes, and particularly the Aframaxes, is a lot of dislocation and substitution by charters between sizes, so that you're really seeing a lot of overlap between the sectors.

Lois K. Zabrocky: Yeah, absolutely, Liam. Let's look at that. We'll sort of take it in pieces. One of the things that we're seeing very significantly now in the tanker market between the VLCCs, the Suezmaxes, particularly the Aframaxes, is a lot of dislocation and substitution by charters between sizes so that you're really seeing a lot of overlap between the sectors. You'll notice in Q2, our LR1s were just standout performers. That in particular was due to this dislocation where a lot of the larger ships had been pulled east and the LR1s really had their opportunity in the market. We see that the Americas is producing across the space more barrels per day so that you have the United States increasing, Guyana increasing, Brazil increasing, and Argentina.

Lois Zabrocky: Yeah, absolutely, Liam. Let's look at that. We'll sort of take it in pieces. One of the things that we're seeing very significantly now in the tanker market between the VLCCs, the Suezmaxes, particularly the Aframaxes, is a lot of dislocation and substitution by charters between sizes so that you're really seeing a lot of overlap between the sectors. You'll notice in Q2, our LR1s were just standout performers. That in particular was due to this dislocation where a lot of the larger ships had been pulled east and the LR1s really had their opportunity in the market. We see that the Americas is producing across the space more barrels per day so that you have the United States increasing, Guyana increasing, Brazil increasing, and Argentina.

Speaker #6: And you'll notice, in the second quarter, our LR1s were just standout performers, and that in particular was due to this dislocation where a lot of the larger ships had been pulled east, and the LR1s really had their opportunity in the market.

Speaker #6: We see that the Americas are producing across the space more barrels per day, so you have the United States increasing, Guyana increasing, Brazil increasing, and Argentina—whether or not you'll see more increases than what we already have, it seems like you're going to have a lot of stability.

Lois K. Zabrocky: Whether or not you'll see more increases than what we already have, it seems like you're going to have a lot of stability. When you really drop back and take all the horrible war effects, all of the war in the world out of the equation, you see the fundamental West increasing, the East demanding that crude.

Lois Zabrocky: Whether or not you'll see more increases than what we already have, it seems like you're going to have a lot of stability. When you really drop back and take all the horrible war effects, all of the war in the world out of the equation, you see the fundamental West increasing, the East demanding that crude.

Speaker #6: And when you really drop back and take all the horrible war effects all of the war in the world out of the equation, you see the fundamental West increasing, the East demanding that crude.

Speaker #2: Right. And then, looking at the product tanker side, it looks like the capacity has sort of rebalanced. The rates are still elevated, but coming back to normal.

Liam Burke: Great. Looking on the product tanker side, it looks like that the capacity is sort of rebalanced. The rates are still elevated, but coming back to normal. Are you as optimistic on the product side as you are on the crude?

Speaker #2: Are you as optimistic on the product side as you are on the crude?

Speaker #6: You know, when we look at this, we're really seeing so many daily impacts, Liam, on the product carriers because the Ukrainians have been hitting a lot of the Russian refineries, so you see some of that.

Lois K. Zabrocky: When we look at this, we're really seeing so many daily impacts, Liam, on the product carriers because of the Ukrainians have been hitting a lot of the Russian refineries. You see some of that, those barrels taken off the market. The Middle East products are having a challenging time consistently getting exported. What we're really seeing is the United States exporting diesel at 1.5 million barrels a day, gasoline almost 1 million barrels a day. The United States refinery system is going full out, and those exports are concentrated on MRs. We see that fundamental basis there. For the first time, we've seen China come back in July with not 1 million barrels a day of product exports, but something on the order of around 8,000 barrels per day, 800,000. That's an MR market.

Lois Zabrocky: When we look at this, we're really seeing so many daily impacts, Liam, on the product carriers because of the Ukrainians have been hitting a lot of the Russian refineries. You see some of that, those barrels taken off the market. The Middle East products are having a challenging time consistently getting exported. What we're really seeing is the United States exporting diesel at 1.5 million barrels a day, gasoline almost 1 million barrels a day. The United States refinery system is going full out, and those exports are concentrated on MRs. We see that fundamental basis there. For the first time, we've seen China come back in July with not 1 million barrels a day of product exports, but something on the order of around 8,000 barrels per day, 800,000. That's an MR market.

Speaker #6: Those barrels taken off the market, Middle East products are having a challenging time consistently getting exported. So, what we're really seeing is the United States exporting diesel at one and a half million barrels a day, and gasoline at almost one million barrels a day.

Speaker #6: So, the United States refinery system is going full out, and those exports are concentrated on MRs, so we see that fundamental basis there.

Speaker #6: And then for the first time, we've seen China come back in July with not a million barrels a day of product exports, but something on the order of around 8,000 barrels per day—800,000.

Speaker #6: And that's an MR market. So, you're seeing China start exporting again, which we hadn't seen in a long time. So, we're watching it all very carefully.

Lois K. Zabrocky: You're seeing China start exporting again, which we hadn't seen in a long time. We're watching it all very carefully. We still see the MRs, particularly in the Western Hemisphere, in the posting as we have in the quarter, almost $35,000 per day. They continue to be products volume in short supply and demand is continuing strong.

Lois Zabrocky: You're seeing China start exporting again, which we hadn't seen in a long time. We're watching it all very carefully. We still see the MRs, particularly in the Western Hemisphere, in the posting as we have in the quarter, almost $35,000 per day. They continue to be products volume in short supply and demand is continuing strong.

Speaker #6: We still see the MRs, particularly in the Western Hemisphere, in the posting as we have in the quarter, almost $35,000 per day. So they continue to be products volume in short supply, and demand is continuing strong.

Speaker #2: Great. Thank you, Lois.

Liam Burke: Great. Thank you, Lois.

Speaker #6: Thank you.

Lois K. Zabrocky: Thank you.

Lois Zabrocky: Thank you.

Speaker #1: Your next question comes from the line of Omar Nakhda with Clarkson Securities. Your line is open. Please go ahead.

Operator: Your next question comes from the line of Omar Nokta with Clarksons Securities. Your line is open. Please go ahead.

Speaker #5: Thank you. Hi, Lois. Hi, Jeff. Good morning, and congrats on a very strong result, and it looks like guidance is pretty solid as well. I have maybe two questions—just first, on the LR1s, you've added the four that, I guess, you had two delivered last year and four coming this year.

Omar Nokta: Thank you. Hi, Lois. Hi, Jeff. Morning, and congrats on a very strong result, and looks like guidance is pretty solid as well. I have maybe two questions. Just first on the LR1s, you've added the four that I guess you had two delivered last year, four coming this year. You're adding another four new buildings. That's going to give you a market footprint of 14 for that Panamax International pool. Is the plan to continue trading as time goes on, to continue trading within that niche Latin America trade? Or is there a plan or anticipation of an expansion to that pool's footprint?

Speaker #5: You're adding another four new buildings, so that's going to give you a market footprint of 14 for that Panamax International pool. Is the plan, as time goes on, to continue trading within that niche Latin America trade, or is there a plan or anticipation of an expansion to that pool's footprint?

Speaker #6: Great question, and thank you, Omar. On those LR1s, we were able to obtain great pricing with a trusted counterpart shipyard in Korea with K, and the vessels that we placed will deliver in 2028. So, we will have a full series of sisters with the vessels on the water, the two coming in the third quarter.

Lois K. Zabrocky: Great question, and thank you, Omar. On those LR1s, we were able to obtain great pricing with a trusted counterpart shipyard in Korea with K Shipbuilding. The vessels that we place will deliver in 2028. We will have a full series of sisters with the vessels on the water, the two coming in the Q3, and then those that will come in 2028. That profile was aged in our fleet. In due course, these vessels will, these 10 full series will replace those older units as and when they need to age out. We have a very strong customer base in the Americas. We transit through the Old Bahama Channel, and this combination has proven over time to be a very reliable niche trade, so we intend to continue.

Lois Zabrocky: Great question, and thank you, Omar. On those LR1s, we were able to obtain great pricing with a trusted counterpart shipyard in Korea with K Shipbuilding. The vessels that we place will deliver in 2028. We will have a full series of sisters with the vessels on the water, the two coming in the Q3, and then those that will come in 2028. That profile was aged in our fleet. In due course, these vessels will, these 10 full series will replace those older units as and when they need to age out. We have a very strong customer base in the Americas. We transit through the Old Bahama Channel, and this combination has proven over time to be a very reliable niche trade, so we intend to continue.

Speaker #6: And then those that will come in 2028. That profile was aged in our fleet, so in due course, these vessels—these 10 full series—will replace those older units as and when they need to age out.

Speaker #6: We have a very strong customer base in the Americas. We transit through the old docks, and this combination has proven over time to be a very reliable niche trade.

Speaker #6: So we intend to continue.

Speaker #5: Okay, all right. Thanks, Lois. And then maybe just separately, I wanted to ask about the VLCCs on time charter. I recognize there's probably some sensitivity to this, but the three fixed vessels with profit share gave you an average of $214,000 versus the base rate of somewhere in the $30,000s.

Omar Nokta: Okay. All right. Thanks, Lois. Maybe just a separately, just wanted to ask on the VLCCs on time charter and recognize that there's probably some sensitivity to this, but the three fixed vessels with profit share gave you an average of $214,000 versus a base rate of somewhere in the $30s. Is there any change to the construct of those time charters, or should we just keep assuming that the profit share will come based on, say, spot market averages for rates inside of Hormuz?

Speaker #5: Is there any change to the construct of those time charters, or should we just keep assuming that the profit share will come based on, say, spot market averages for rates inside of Hormuz?

Speaker #6: Now, great question, Omar. So you should really assume VLCC averages, right? You've got a limited number of VLCC routes in the world, so our first response would be that our Vs have remained fully utilized.

Lois K. Zabrocky: No, great question, Omar. You should really assume VLCC averages, right? You've got a limited number of VLCCs routes in the world. Our first response would be that our VLCCs have remained fully utilized, clearly with the rates that have been posted. There are lots of components that go into our settlement, and when you're assessing our full VLCC fleet, we think you should take a blend of the worldwide routes.

Lois Zabrocky: No, great question, Omar. You should really assume VLCC averages, right? You've got a limited number of VLCCs routes in the world. Our first response would be that our VLCCs have remained fully utilized, clearly with the rates that have been posted. There are lots of components that go into our settlement, and when you're assessing our full VLCC fleet, we think you should take a blend of the worldwide routes.

Speaker #6: Clearly, with the rates that have been posted, there are lots of components that go into our settlement, and when you're assessing our full VLCC fleet, we think you should take a blend of the worldwide routes.

Speaker #5: Okay, so we'll do that, then. Thank you, Lois. I'll pass it back.

Omar Nokta: Okay. We'll do that then. Okay.

Lois K. Zabrocky: Thank you.

Lois Zabrocky: Thank you.

Omar Nokta: Thank you, Lois. I'll pass it back.

Speaker #6: Thank you. Thank you so much.

Lois K. Zabrocky: Thank you so much.

Lois Zabrocky: Thank you so much.

Speaker #1: Your next question comes from the line of Sharif El Maghrabi with BTIG. Your line is open. Please go ahead.

Operator: Your next question comes from the line of Sherif Elmaghrabi with BTIG. Your line is open. Please go ahead.

Speaker #7: Hey, thanks, and good morning. Jeff, Jeff, and Lois, I am looking at your balance sheet in front of me here, and it is remarkably strong.

Sherif Elmaghrabi: Hey, thanks, and good morning. Jeff and Lois, I am looking at your balance sheet in front of me here, it is remarkably strong. No significant maturities until 2030. I think when we zoom out, it looks like new build values are starting to reflect the purchasing power of top operators like yourselves. When you think about opportunities for growth, you highlighted the substantial liquidity position, would you consider any growth opportunities outside the conventional crude and product tanker trade?

Speaker #7: No significant maturities until 2030. And I think when we zoom out, it looks like newbuild values are starting to reflect the purchasing power of top operators like yourselves.

Speaker #7: So, when you think about opportunities for growth, and you highlighted the substantial liquidity position, have you—would you consider any growth opportunities outside the conventional crude and product tanker trade?

Lois K. Zabrocky: Very good question. Jeff, I'm going to keep that one. Our strategy at INSW has been, we thought that the market would be strong, we would have volatility to the upside in our core space, that is where you've seen our investments. For right now, we're sticking to the oil tanker space.

Lois Zabrocky: Very good question. Jeff, I'm going to keep that one. Our strategy at INSW has been, we thought that the market would be strong, we would have volatility to the upside in our core space, that is where you've seen our investments. For right now, we're sticking to the oil tanker space.

Speaker #6: Very good. Very good question. Jeff, I was going to give it to you, but I'm going to keep that one. Our strategy at INSW has been to—really, we thought that the market would be strong, we would have volatility to the upside in our core space, and that is where you've seen our investments.

Speaker #6: We're continuing to look at where, how can you expand, where can you find the niche opportunities where you can gain an advantage. For right now, we're sticking to the oil tanker space.

Speaker #7: Okay, fair enough. Sticking with oil tankers, then—in the Middle East, a few of the Gulf producers are working on Hormuz bypass projects. So, I'm wondering if you're hearing chatter for any long-term fixtures linked to this new capacity, given where the spot market is.

Sherif Elmaghrabi: Okay, fair enough. Sticking with oil tankers, in the Middle East, a few of the Gulf producers are working on Hormuz Bypass projects. I'm wondering if you're hearing chatter for any long-term fixtures linked to this new capacity given where the spot market is, maybe at a higher level, how quickly do you think these projects could rebalance ton-miles if they do come online on time?

Speaker #7: And maybe at a higher level, how quickly do you think these projects could rebalance ton-miles if they do come online on time?

Lois K. Zabrocky: It's impressive, the pace and creativity, the amount of capital that is invested. If you think about the disruption and the amount of revenue that is being offset for these Gulf countries, we of course understand the pace at which they're going at. We have not seen any time charters for new routes for long-term. I think that with the amount of volatility and intensity that is happening, what we are seeing is countries coming out, such as Abu Dhabi buying VLCCs last week, where you just see a scramble for surety of ownership and supply, right? That's pushing prices higher in the space. I think there is a lot of CapEx being put to work for long-term solutions. It hasn't translated really into time charters at this point.

Lois Zabrocky: It's impressive, the pace and creativity, the amount of capital that is invested. If you think about the disruption and the amount of revenue that is being offset for these Gulf countries, we of course understand the pace at which they're going at. We have not seen any time charters for new routes for long-term. I think that with the amount of volatility and intensity that is happening, what we are seeing is countries coming out, such as Abu Dhabi buying VLCCs last week, where you just see a scramble for surety of ownership and supply, right? That's pushing prices higher in the space. I think there is a lot of CapEx being put to work for long-term solutions. It hasn't translated really into time charters at this point.

Speaker #6: It's impressive, the pace, and creativity, the amount of capital that is invested, but if you think about the disruption and the amount of revenue that is being offset for these Gulf countries, we, of course, understand the pace at which they're going at.

Speaker #6: We have not seen any time charters for new routes for the long term, and I think that with the amount of volatility and intensity that is happening, what we are seeing is countries coming out, such as Abu Dhabi buying VLCCs last week, where you just see a scramble for surety of ownership and supply, right?

Speaker #6: And that's pushing prices higher in this space. So I think there is a lot of capex being put to work for long-term solutions. It hasn't really translated into time charters at this point.

Speaker #7: Okay. That's great color. Lois, thanks very much.

Sherif Elmaghrabi: Okay. That's great color. Lois, thanks very much.

Speaker #6: Thank you.

Lois K. Zabrocky: Thank you.

Lois Zabrocky: Thank you.

Speaker #1: There are no further questions at this time. I will now turn the call back to Lois Zabrocky for closing remarks.

Operator: There are no further questions at this time. I will now turn the call back to Lois Zabrocky for closing remarks.

Speaker #6: Thank you so much, Chase. Thank you to all of our investors and analysts. We very much appreciate you joining INSW. Stick with us as we go forward.

Lois K. Zabrocky: Thank you so much, Chase. Thank you all of our investors and the analysts. We very much appreciate you joining INSW. Stick with us as we go forward. Our tanker earnings continue strong. Thank you so much.

Lois Zabrocky: Thank you so much, Chase. Thank you all of our investors and the analysts. We very much appreciate you joining INSW. Stick with us as we go forward. Our tanker earnings continue strong. Thank you so much.

Speaker #6: Our tanker earnings continue to be strong. Thank you so much.

Operator: This concludes today's call. Thank you for attending. You may now disconnect.

Q2 2026 International Seaways Inc Earnings Call

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