Imperial Petroleum Inc. 8.75% Series A Cumulative Redeemable Perpetual Preferred Shares 2026 Q2 Earnings Call

Please go ahead. Good morning, everyone, and thank you all for joining us for our Q2 and six months 2026 conference call of Imperial Petroleum.

I am Harry Vafias, the CEO of the company, and joining me on the call today is Ms. Sakellari, who will be discussing our financial performance. Before we commence our discussion, we would like you all to read the Safe Harbor disclaimer on slide two. In short, today's presentation includes forward-looking statements under the Private Securities Litigation Reform Act of 1995. These statements reflect Imperial Petroleum's current expectations and beliefs. However, they are naturally subject to risks and uncertainties, meaning our actual future results could differ materially from what we discuss today. We would also like to clarify that all monetary values referenced on the call are U.S. dollars except where explicitly noted. On slide three, we summarize our key operational and financial highlights for Q2.

The second quarter of 2026 was yet another milestone for our company, characterized by record financial results in terms of revenue, strategic fleet optimization, and a commitment to a commercial strategy that continues to drive company value. Indeed, we are extremely pleased to report an all-time high quarterly revenue of $87.1 million for Q2, representing a remarkable 41.2% sequential growth from Q1 2026 and an impressive 140% increase year-over-year. This revenue improvement brought upon our vigorous fleet expansion, along with strong markets for both tankers and bulkers, fueled the second-best quarterly net income in our history at $34.8 million, up 172% compared to Q2 2025. Furthermore, our performance for the first six months of 2026 has been exceptional. Net income for the six months reached $62.8 million, which already exceeds our total net profitability for the entire 12 months of 2025, i.e., $50 million.

In addition, our earnings per share for the six months is solid and about a quarter of our current share price. This profitability directly enhanced our liquidity, driving cash and cash deposits up to $245.2 million as of June 30th. However, our current cash base has increased further and is now around $260 million. We strive to utilize our fleet as efficiently as possible. Operational utilization for the second quarter stood at 73.5%. While lower than previous quarters, this temporary utilization decline was a strategic choice. Technical off-hire accounted for 10.7% of the total fleet calendar days as we successfully managed a concentrated schedule of six dry dockings. The completion of these dry dockings now ensures our fleet operates at maximum efficiency and safety moving forward. We have another seven dry dockings to complete up until the end of the year.

Moreover, we have been also very active on fleet management from a commercial perspective. We continued on our already announced fleet expansion. On April 3, we took delivery of the dry bulk carrier, the Eco Crossfire. In the beginning of August, we completed the sale of the 2007-built tanker Suez Enchanted for a profit in excess of $30 million. Not bad for a nearly 20-year-old ship. In addition, on August 21, we took delivery of the Handysize bulker Outrider. Our fleet now counts 21 vessels, and we have four additional vessels, three Handysize bulkers and one product tanker to be delivered until the end of the year. Thus, in a short period of time, we will be operating a sizable fleet of 25 vessels. On slide four, we are providing a summary of our current fleet deployment. About 57% of our fleet is currently under time charter.

As customarily, the majority of our dry bulk vessels are on short time charters. The commercial strategy we currently follow for our dry bulk vessels provides healthy cash flow while minimizing idle time and voyage costs. Rates for the dry sector have been firm throughout the second quarter, allowing us to enjoy solid returns from our chartering strategy. In terms of tankers, we employ five product tankers and one Suezmax tanker in the spot market, while two of our product tankers are under time charter employment ranging from short to medium-term. On slide five, we are discussing the evolution of market rates for both tankers and dry bulk vessels. In Q2, market rates remained firm for both tankers and bulkers. Rates for MR tankers peaked in April and eased by the end of May as the Atlantic arbitrage window narrowed.

Currently, MRH are reasonably firm, fueled also by the ongoing geopolitical tension in the Middle East. Rates for Suezmaxes remained strong throughout the quarter, both globally and in the Middle East. We did witness a retreat of rates in May due to the peace negotiation attempts following the end of the ceasefire period in July and the Houthi embargo in Saudi Arabia, which disrupted trade in the Red Sea. Suezmax rates began to climb and have been at times in excess of $200,000 a day. In Q2 2026, the rates for the dry bulk ships were higher than Q2 2025 and Q1 2026. Longer haul voyages, partially due to the Strait of Hormuz disruption, along with the improvement of fundamental data from China, profitability increase of steel mills, increased bauxite imports from Guinea, and rebound of coal trade boosted both freight rates and asset values.

On slide six, we are reviewing the tanker market. Q2 was firm for both Suezmaxes and product tankers. Both vessel types were affected throughout the second quarter by the geopolitical tensions in the Middle East. For Suezmax tankers, a partial reopening of the Strait of Hormuz in the beginning of the quarter brought more ships to the Middle East instead of the Atlantic. Following the end of the ceasefire period in July, we did witness a significant rise in U.S. crude exports due to the very high SPR drawdowns. This was translated to an increased number of Atlantic to Asia voyages, which assisted to sustain ton miles and routes. For product tankers, lost output from the Middle East increased the U.S. Gulf Far East CPP cargoes. As an effect, Atlantic rates improved.

We did witness a weaker activity east of Suez as the regional refineries were in shortage of Middle East crude, hence had less CPP to export. Long-term prospects for both Suezmax and product tankers mostly depend on the Strait of Hormuz status. Should the Strait of Hormuz remain closed for a prolonged period, the markets will be short of cargoes and rates might suffer. In addition, recent Houthi attacks in the Red Sea have caused further structural changes in trade patterns. A potential reopening of the Strait of Hormuz will affect restocking volumes, which is anticipated to sustain a strong tanker market for a period in excess of 12 months. In terms of tanker market fundamentals, total order book for Suezmax vessels stands at 30.8%, with 31% of the fleet above 20 years of age.

For the MR tankers, total order book stands at 16%, while 26% of the fleet is above 20 years of age. As evident, we do have an aging fleet for both Suezmaxes and product tankers, but rate hikes in recent years have facilitated the operation of older tonnage instead of recycling. In addition, new orders for all sizes of tankers are being placed every single week. On slide seven, we are discussing the dry bulk market. Q2 was a strong quarter for the dry bulk sector. Indeed, the BDI average for Q2 was close to 2,750, which is the best quarter since the fourth quarter of 2021. Overall, the dry bulk sector, unlike the tanker market, has remained rather insulated from the Middle East conflict but has greatly benefited from longer routings.

At this point, we need to mention that Imperial Petroleum has one dry bulk vessel stranded in the Strait of Hormuz since the end of May 26. Commodity fundamentals, although mixed, also support longer routes. Iron ore departures to China increased in Q2 by 3% year-on-year, driven mostly by rising port side inventories and weak domestic mining output. Guinean bauxite exports to China rose 12% year-on-year as the government imposed an export cap which is close to 150 million tons. This will mostly affect long-term trade for Capesize vessels, and any replacement volume required were now imported from shorter routes, which is a benefit for smaller dry bulk ships. Coal trade, especially thermal coal, marked a strong rebound in Q2. Thermal coal demand increased so as to compensate for the lost Middle East LNG supplies and was sustained against firmer demand stemming from India.

Since April, Chinese coal demand rebounded ahead of the summer as news around El Niño added pressure on power demand. Smaller and mid-sized bulkers were supported by grains and minor bulk demand as Brazilian soybean exports were up 10% compared to 2025. Looking ahead, the Middle East conflict assists dry bulk vessels on longer haul voyages and increased thermal coal trading. However, high oil prices and freights add pressure on commodity traders, thus creating trade risks. The current order book for the Handysize dry bulk vessels is low, around 6.5%, with 18% of the fleet above 20 years of age. Relatively low, at 12.8%, is also the order book for Panamax/Handysize vessels, with 20.5% of the fleet being above 20 years of age. I now pass the floor to Ms. Sakellari to summarize our financial performance.

Thank you, Harry, and good morning to all. In Q2 2026, Imperial Petroleum marked a record performance in terms of quarterly revenues and the second-best performance of all times in terms of profitability. Geopolitical tensions around the globe persist, thus creating volatility in the shipping markets, affecting trading routes and freight rates. In Q2 2026, rates for both tankers and dry bulk carriers were strong, leading to a spike in our revenues. Looking at our income statement for Q2 2026 on slide 8, revenues came in at $87.1 million in Q2 2026, marking 140% increase compared to revenues generated in the same period of 2025. Indeed, our daily fleet revenue in Q2 2026 was in excess of $50,000 compared to $29,000 daily revenue in Q2 2025.