Diana Shipping Inc. (DSX) Earnings Call Transcript & Summary

Thank you for standing by, ladies and gentlemen, and welcome to Diana Shipping, Inc. Conference Call on the Second Quarter 2026 Financial Results. We are joined by the company's Chief Executive Officer, Ms. Semiramis Paliou. [Operator Instructions] Please note that this conference is being recorded. We will now turn the floor over to Ms. Paliou. Please go ahead.

Thank you. Good morning, ladies and gentlemen, and welcome to Diana Shipping Inc.'s second quarter 2026 financial results conference call. I am Semiramis Paliou, the CEO of the company, and it's a pleasure to present alongside our esteemed team, Mr. Ioannis Zafirakis, Director and President; Ms. Maria Dede, Co-CFO and Treasurer; Mr. Dave Van der Linden, Chief Commercial Officer of Diana Shipping Services. Before we begin, I'd like to remind everyone to review the forward-looking statements on Page 4 of the accompanying presentation. The second quarter of 2026 maintained strong momentum, which carried over from the previous quarter. Disruptions caused by geopolitical events continued to create significant inefficiencies in the market, thereby supporting trade sentiment and forward expectations. Minerals are increasingly shifting from ordinary commodities to strategic national assets. Resource-rich countries are using their leverage to impose export and pricing controls, while import dependent countries are scrambling to diversify supply chains and energy needs. The result is a dry bulk market supported by near-term trade flow adjustments. but still exposed to longer-term uncertainty, mainly due to considerably supply increases, especially in the Sub-Cape segment. For now, congestion, slower speeds, dry docks and longer tonne-mile trades have been able to absorb the new tonnage. In the quarter, Diana took period coverage across several sizes in the fleet, again, at rates significantly higher than their previous charters. Meanwhile, we continue to avoid sending our vessels into conflict areas and our thoughts remain with the many crew members which are in harm's way. Turning to Slide 5. Let's review our company snapshot as of today. Diana Shipping, Inc., founded in 1972 and listed on the New York Stock Exchange since 2005, operates a fleet of 36 dry bulk vessels, one of which is mortgage free. Our fleet has an average age of 12.5 years and a total deadweight capacity of approximately 4.1 million tonnes. We anticipate the delivery of 2 methanol dual-fuel newbuilding Kamsarmax dry bulk vessels at the end of 2027 and early 2028, respectively. Fleet utilization reached 99.8% for the 6 months ended June 30, 2026, highlighting our effective vessel management strategy. As of the end of the second quarter, we employed 943 individuals at sea and the shore. Financially, our net debt stands at 44% of market value. This is supported by USD 118 million in cash reserves as of quarter end, $155 million equity investment in Genco, approximately $0.50 per share of potential free cash flow to equity based on fixed rates and FFA rates over the next 18 months, and total secured revenues of approximately USD 157 million as of July 22, 2026. Moving on to Slide 6. Let's go over the key highlights of the second quarter 2026 and recent developments. On May 4, 2026, we launched a tender offer to acquire all outstanding shares of Genco and Trading Limited not already owned by Diana, for $23.50 per share in cash. On May 15, 2026, we were awarded the Gold Award in the Governance Leader Award category at the Environmental, Social and Governance Shipping Awards 2026. On May 27, 2026, we amended our tender offer price to $24.80 per share in cash and extended the tender offer deadline to June 26, 2026. On June 17, 2026, we submitted an updated non-binding offer directly to the Genco Board to acquire all outstanding shares of Genco not already owned by Diana, to a total implied value of $27.34 per share, comprised of $24.80 per share in cash plus one Diana share valued at $2.54 based on Diana's volume weighted average price per share. On June 29, 2026, we further extended the tender offer deadline to July 10, 2026. On June 30, 2026, we extended -- expand -- extended the fully committed financing supporting of Diana's offer to acquire the outstanding shares of Genco not already owned by Diana in the amount of USD 1.4 billion. On July 13, 2026, we further extended the tender offer deadline to July 24, 2026. As of July 22, 2026, we have secured USD 94.7 million of contracted revenues for 88% of the remaining ownership days of the year 2026 and have secured USD 61.3 million of contracted revenues for 25% of the ownership date of year 2027. On July 27, 2026, we terminated the tender offer. Our June 17 cash and stock offer remains outstanding with the Genco Board. Today, we are pleased to declare a quarterly cash dividend of $0.01 per common share with respect to the second quarter of 2026, totaling approximately USD 1.3 million. Slide 8 summarizes our recent chartering activity. From May 21, 2026 through July 22, 2026, we have secured time charters for five vessels, an Ultramax vessel at a daily rate of $18,350 for 382 days; 3 Panamax and Kamsarmax vessels at an average daily rate of $16,500 for an average of 279 days. Slide 9 highlights our disciplined chartering strategy. We focus on staggered medium- to long-term charters to avoid clustered maturity, ensuring earnings visibility and resilience against market downturns. This disciplined chartering strategy has secured for the remaining of 2026 approximately USD 94.7 million in contracted revenues, resulting in an average time charter rate of approximately USD 18,337 per day. For the rest of 2026, only 12% of the days remain unfixed. The average contract duration is 1 year and a quarter, covering some days of 2027. Now I'll pass the floor on to our Co-CFO, Maria Dede, for a more detailed financial analysis.

Thank you, Semiramis. Good morning, everyone, and thank you for joining us today. I will walk you through our financial performance for the second quarter and 6 months ended June 30, 2026. For the second quarter of 2026, time charter revenues increased to $57.3 million from $54.7 million in the second quarter of 2025. Adjusted EBITDA increased to $24.3 million from $22 million in the prior year period. Net income was $20.8 million compared to $4.5 million in the second quarter of 2025. Net income attributable to common stockholders was $19.3 million compared to $3.1 million in the second quarter of 2025. Diluted earnings per common share were $0.16 for the second quarter of 2026 compared to $0.03 for the second quarter of 2025. Profitability during the quarter benefited from the higher time charter equivalent rate achieved by the fleet, lower interest expense resulting from the continued reduction of debt and lower average interest rates. In addition, earnings also reflected increased dividend income and a significant gain on equity securities during the quarter compared to a loss recognized in the second quarter of 2025. We continue to maintain a strong balance sheet and substantial liquidity while steadily reducing leverage. As of June 30, 2026, cash, cash equivalents and restricted cash amounted to $117.9 million. Long-term debt and finance liabilities net of deferred financing costs decreased to $606.1 million as of June 30, 2026, from $636.1 million as of December 31, 2025, reflecting scheduled debt amortization and our disciplined capital management strategy. During the quarter, we operated an average of 36 vessels compared to 37 vessels during the same quarter of last year. This decrease reflects the smaller fleet size following a vessel sale completed last year, which affected ownership available and operating days. Our fleet generated a time charter equivalent rate of $16,581 per day, representing a 7% increase from the $15,492 per day in the second quarter of 2025. Fleet utilization remained strong at 99.6%. Vessel operating expenses were $21 million compared to $20 million in the second quarter of 2025. On a per day basis, day operating expenses increased to $6,396 from $5,944 in the prior year quarter, reflecting higher crew-related costs and stores, repairs and maintenance expense. In the 6 months ended June 30, 2026, time charter revenues increased to $112 million compared to $109.6 million during the same period last year. Voyage expense amounts to $6.5 million and consisted primarily of brokerage commissions. In the 6 months ended June 30, 2026, our fleet generated a time charter equivalent rate of $16,309 per day, representing a 4% increase from the $16,615 per day in the 6 months ended June 30, 2025. Fleet utilization increased to 99.8% compared to 99.5% in the prior year period. Vessel operating expenses were $40.4 million compared to $40 million in the 6 months ended June 30, 2025. On a per day basis, daily operating expenses increased to $6,203 from $5,905 in the prior year period, reflecting higher crew-related costs and store repairs and maintenance expense. In this slide, debt maturity and amortization profile, we continue to maintain a disciplined approach to leverage. Our debt portfolio remains well diversified among secured bank facilities, sale and leaseback arrangements and our senior unsecured bonds. This structure provides a balanced mix of floating and fixed rate exposure while maintaining financial flexibility. Our amortization profile remains gradual and predictable with no significant near-term refinancing concentrations. The principal maturity remains a $175 million senior unsecured bond maturing in 2029, which we intend to address well in advance to ensure continued liquidity stability, minimize refinancing risk and maintain predictable cash flows. As of June 30, 2026, our cash flow breakeven rate stood at $16,859 per day, including voyage operating, general and administrative expenses, financing costs and debt amortization. For the remainder of 2026, we have secured 88% of our ownership days at an average contracted charter rate of approximately $18,337 per day, providing estimated contracted revenues of approximately $94.7 million. Based on the FFA curves of July 22, 2026, total potential revenues for the remainder of 2026, including both fixed and unfixed operating days could reach approximately $110.3 million, exceeding our breakeven cost by $11.4 million or approximately $0.10 per share. For 2027, we have secured 25% of our ownership date at an average contracted charter rate of approximately $18,807 per day, providing estimated contracted revenues of approximately $61.3 million. Based on the FFA curves as of July 22, 2026, potential revenues for 2027, including both the fixed and unfixed operating days could reach approximately $267.9 million, exceeding our breakeven cost by $46.4 million or approximately $0.40 per share. Overall, our competitive breakeven level reflects our continued focus on operating efficiency, cost discipline and prudent financial management. At the same time, our chartering strategy provides meaningful upside exposure should market conditions continue to improve. This slide highlights our commitment to return capital to shareholders. The company has consistently declared quarterly dividends since the third quarter of 2021 through both cash dividends and dividends in kind. In line with this policy, we declared a dividend of $0.01 per share for the second quarter of 2026. Including this declaration, cumulative distributions to shareholders since 2021 amount to approximately $2.72 per common share. As always, future dividends remain subject to Board approval and will depend on earnings, cash flow generation, capital requirements and overall market conditions. And I will now hand over to Dave Van der Linden for an overview of the dry bulk market.

Thank you, Maria. And again, welcome to the participants on this latest quarterly earnings call from Diana Shipping, Inc. Let's move to Slide 16 for a brief dry bulk market overview. Like our CEO mentioned earlier, the dry bulk market maintained its positive momentum in the second quarter with both spot rates as well as period rates improving across all sizes. The factors supporting the market remain largely the same, not necessarily an explosion in demand, but rather utilization tightening caused by longer tonne-miles, a substantial dry dock schedule and slower speeds. Capesize vessels once again outperformed with Q2 earnings at $39,806 based on the new 182.5 TC index. Mid-size vessels continued their momentum as well with Q2 earnings averaging $19,243 for Kamsarmax, and $19,402 for Ultramax vessels. In the second quarter, we saw the 12-month time charter rate increase for all sizes as well. However, the start of Q3 is witnessing a bit of a softening in the near-term sentiment, especially on the larger sizes. For 182,000 index type without scrubber, the 1-year rate stands at around $31,000 a day and the rate for a modern Kamsarmax is around $20,000 a day and for a modern Ultramax is around $18,500 per day. The market remains heavily influenced by significant geopolitical and trade disruptions that continue to alter shipping patterns and freight dynamics. The recent escalation in the Middle East conflict has caused bunker prices to spike again. And even though the lack of adequate fuel supply seems to have subsided, vessel speeds remain at or near historical lows. If we move to the next slide, we're going to take a look at the key demand drivers. The Capesize sector saw the highest rate increases in the quarter due to strong iron ore flows from Australia and a considerable ramp-up in Simandou shipments from Guinea. The Guinean bauxite exports also witnessed a strong quarter in the first half of the year, they ended with a 17% increase year-on-year. However, since then, this trade has been tapering off, and we are heading -- as we are heading in the rainy season and also following the report that Winning transferred one of its transfer stations from bauxite to iron ore. Meanwhile, we haven't heard any news regarding a possible export limit, which was expected to be imposed by the Guinean government in the second half of the year. The Kamsarmax sector remains supported by grain shipments in the Atlantic and coal shipments in the Pacific. The Ultramax sector has managed to take advantage of the same trading patterns and has additionally seen an increase in Atlantic coal shipments. Global seaborne grain loadings continued their rise in Q2, with China importing a record 13.5 million tonnes of soybeans in June, mainly from Brazil, which had a record harvest in excess of 180 million metric tons. We also continue to see strong coal movement and Thurlestone comments that the demand for coal cargoes could rise even more in the near future as further disruptions in LNG flows appear to be likely after the latest escalation in the Middle East. Higher oil and gas prices, together with energy security concerns have encouraged utilities to maximize coal-fired generation where possible. Even China has picked up their coal imports. Customs data showed that China imported 42.78 million tonnes of coal in June, up 29% from a year earlier. as a mine accident in late May tightened domestic supply and led to higher imports. For the first half of the year, China's coal imports rose 1.7% from a year earlier. Amid rising expectations of a strong El Nino and current projections for lower water levels at Gatun Lake, the Panama Canal Authority has cut daily booking capacity already from 36 to 34 transits effective July 25. It is worth recalling that at the height of the Strait of Hormuz disruption, it was estimated by BIMCO that Panama Canal transits had increased by 8%. Now after the current escalation, the canal operating near maximum capacity, any disruption such as reduced rainfall during the expected El Nino may cause vessels to reroute via the Cape. Regarding global GDP, the Middle East conflict continues to negatively affect global growth with China GDP growth slowing to 4.3% in the second quarter, down from 5% in the first. A brief look at the supply outlook on the next slide. According to Clarksons, the bulk carrier fleet is forecast to grow by 3.2% in 2026. However, the first half of the year has already seen a 2% increase. So, we may end up with a higher number. For Capes, the projected tonnage increase is only 1.7% in 2026 and Q2 saw again, a limited amount of Capesize vessels being delivered, only 11 units. Kamsarmax and Ultramax vessels, the fleet projected increase is substantial, 4.3% and 4.5%, respectively, and deliveries for both these sizes remained substantial in Q2 with more than 50 deliveries in each of those segments. However, for now, this remains partly offset by the number of vessels directly affected by the Middle East conflict as well as slower speeds due to elevated bunker prices, congestion and heavy dry dock schedules. Regarding the dry bulk fleet order book, according to IFCHOR GALBRAITHS, it now stands around 160 million tonne deadweight or 1,700 vessels, which represents nearly 13% of the existing fleet. Sentiment in the ship recycling industry remains cautious and only 4 bulkers were recycled in June for less than 250,000 tonne deadweight. It will be a challenge to reach the 5 million deadweight of scrapping in 2026, which analysts were predicting at the beginning of the year. And last but not least, let's end with the main positive and negative factors that analysts expect will influence the dry bulk market going forward. On the positive side, global seaborne trade is expected to stay steady for the balance of the year, supported by iron ore demand and minor bulks such as bauxite and especially grains. Tonne-mile support is expected to continue strong and with longer iron ore flows from Brazil as well as West Africa. Grain exports from East Coast South America also are expected to stay strong. The dry dock schedule in 2026 is expected to be similar levels to 2025 when about 3,200 dry bulk vessels underwent special surveys. And then heat and drought caused by an expected strong El Nino could support coal movements as well as tonne-mile increases in the second half of the year. Possible negatives are, of course, the fleet growth, especially for Kamsarmax and Ultramax. It could exceed demand and demolition is expected to stay historically low. Coal demand, while seeing a temporary increase, is expected to remain fundamentally under pressure, especially in China. And there's macro and policy risks, mainly in Guinea, China and Indonesia and, of course, the geopolitical uncertainty, which can highly influence the global economy. It's very hard to predict the medium- to long-term effects of this current Middle East conflict on dry bulk and the economy in general. A prime example is the recent spike in hostilities in the Red Sea, which has pushed avoidance of the area to new heights. And on this note, I will pass the call back to our CEO, Mrs. Semiramis Paliou, for some important takeaway points from this call. Thank you.