HMR

• Financial Recovery: The company returned to profitability with adjusted net income rising approximately 203% year-over-year and 58% quarter-over-quarter, driven by strong voyage and time charter revenues.
• Asset-Light Model: Hyde Mar operates as a commercial manager without owning ships, allowing rapid scaling and agility in response to market dislocations. Earnings are tied to volume and market strength rather than balance sheet size.
• Fleet Expansion: Added 15 vessels in the first half of 2026 (seven in Q2) and acquired Q-Shipping BV in July 2026 for approximately €0.2 million, adding nine more vessels. This brings the total added under two quarters to 24 vessels.
• Geopolitical Market Dynamics: Volatility persists due to tensions in the Middle East and Ukraine-Russia war. While the U.S.-Iran peace MOU eased some pressure, disruptions in the Straits of Hormuz and Bab al-Mandab kept freight rates elevated. Suezmax and Aframax tankers outperformed other segments.
• Operational Efficiency & AI: Investing in artificial intelligence to unify chartering, operations, and finance workflows, automating manual tasks and enhancing visibility into fleet performance.
• NASDAQ Compliance: Regained compliance with NASDAQ listing rules on June 2, 2026, after maintaining a bid price above $1 per share for ten consecutive days.
• Global Footprint: Expanded to eight locations with over 75 onshore employees and 500 seafarers, strengthening its moat through scale and proprietary technology.

• Revenue Outlook: Management expects revenue growth to continue, particularly if freight rates remain elevated or increase further in Q4 and Q1 next year, leveraging their fee-based model tied to gross freight.
• Fleet Growth: Further vessel additions are expected through the remainder of 2026 and into 2027, with three additional vessels from the Q-Shipping integration already slated for Q3 2026.
• Market View: Constructive outlook on the tanker market despite near-term volatility. Ton-mile demand is expected to rise due to longer haul imports as countries diversify oil sources away from the Middle East.

The company reported total revenues of $47.3 million for the quarter ended June 30, 2026. Consolidated net income attributable to shareholders was $5.0 million ($0.04 per share basic), a significant improvement from the net loss of $13.7 million in the second quarter of 2025 (which included a $13.6 million loss from discontinued operations). On an adjusted basis, excluding non-cash stock-based compensation of $0.8 million, net income was $5.8 million. General and administrative expenses increased to $5.6 million from $4.7 million year-over-year, primarily due to higher cash bonuses totaling $1.8 million compared to $1.4 million in the prior year period.

• Geopolitical Disruption: Continued instability in the Middle East and Europe poses risks to oil demand and shipping routes. A prolonged closure of the Strait of Hormuz remains a downside risk.
• Sanctioned Fleet: Approximately 15-20% of the global tanker fleet is sanctioned, which impacts long-term trade structures and available tonnage.
• Market Volatility: Freight rates are highly volatile; while currently elevated, they depend on complex geopolitical factors and supply-demand balances that can shift rapidly.
• Execution Risk: Rapid expansion through acquisitions and new build deliveries requires effective integration and management expertise, which Hyde Mar aims to provide but faces inherent operational challenges.

Q: Did the Middle East crisis directly help acquire vessels? / A: No, not directly. Additions came mainly from owners with newbuild deliveries lacking expertise. We assist Chinese owners in finding charters for new ships, such as fixing a short-term TC, rather than capitalizing on crisis-driven distress sales.

Q: How does the fee structure benefit from high rates? / A: Fees are a percentage of gross freight. High headline rates drive revenue. We also opportunistically lock in favorable time charter rates (e.g., locking a 1-year rate at 30k vs a 3-year avg of 23.5k) to generate margin, though this varies quarterly based on market conditions.

Q: What is driving ton-mile demand? / A: Diversification of oil imports. Japan and others are sourcing crude from Guyana, Brazil, and the US Gulf instead of just the Middle East. This increases voyage distances, boosting ton-mile demand for both crude and product tankers, independent of overall oil demand levels.