Star Bulk Carriers Corp. Reports Net Profit of $200.1 Million for the Second Quarter of 2022 and Declares Quarterly Dividend of $1.65 Per Share
Star Bulk Carriers reported strong Q2 2022 results with net income of $200.1 million, a significant increase from $124.2 million in Q2 2021. Voyage revenues rose to $417.3 million, up from $311.4 million year-over-year. The company declared a quarterly dividend of $1.65 per share payable on September 8, 2022. TCE revenues stood at $337.5 million with a TCE rate of $30,451 per day, reflecting improved market conditions. Cash on hand was $385.6 million as of June 30, 2022.
- Net income increased to $200.1 million from $124.2 million year-over-year.
- Voyage revenues surged to $417.3 million, up 34% from the previous year.
- Declared a quarterly dividend of $1.65 per share, a positive signal for investors.
- Achieved a TCE rate of $30,451 per day, a 33% increase year-over-year.
- OPEX per vessel increased to $5,012 from $4,618 in Q2 2021, potentially affecting operational efficiency.
ATHENS, Greece, Aug. 04, 2022 (GLOBE NEWSWIRE) -- Star Bulk Carriers Corp. (the "Company" or "Star Bulk") (Nasdaq: SBLK), a global shipping company focusing on the transportation of dry bulk cargoes, today announced its unaudited financial and operating results for the second quarter of 2022. Unless otherwise indicated or unless the context requires otherwise, all references in this press release to "we," "us," "our," or similar references, mean Star Bulk Carriers Corp. and, where applicable, its consolidated subsidiaries.
Financial Highlights
| (Expressed in thousands of U.S. dollars, except for daily rates and per share data) | |||||||||
| Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | ||||||
| Voyage Revenues | |||||||||
| Net income/(loss) | |||||||||
| Adjusted Net income / (loss) (1) | |||||||||
| Net cash provided by operating activities | |||||||||
| EBITDA (2) | |||||||||
| Adjusted EBITDA (2) | |||||||||
| Earnings / (loss) per share basic | |||||||||
| Earnings / (loss) per share diluted | |||||||||
| Adjusted earnings / (loss) per share basic (1) | |||||||||
| Adjusted earnings / (loss) per share diluted (1) | |||||||||
| Average Number of Vessels | 128.0 | 126.0 | 128.0 | 122.7 | |||||
| TCE Revenues (3) | |||||||||
| Daily Time Charter Equivalent Rate ("TCE") (3) | |||||||||
| Daily OPEX per vessel (4) | |||||||||
| Daily OPEX per vessel (excl. non recurring expenses) (4) | |||||||||
| Daily Net Cash G&A expenses per vessel (5) | |||||||||
| (1) | Adjusted Net income / (loss) and Adjusted earnings / (loss) per share basic and diluted are non-GAAP measures. Please see EXHIBIT I at the end of this release for a reconciliation to Net income / (loss), which is the most directly comparable financial measure calculated and presented in accordance with generally accepted accounting principles in the United States (“ U.S. GAAP”), as well as for the definition of each measure. |
| (2) | EBITDA and Adjusted EBITDA are non-GAAP measures. Please see EXHIBIT I at the end of this release for a reconciliation of EBITDA and Adjusted EBITDA to Net Cash Provided by / (Used in) Operating Activities, which is the most directly comparable financial measure calculated and presented in accordance with U.S. GAAP as well as for the definition of each measure. To derive Adjusted EBITDA from EBITDA, we exclude non-cash gains / (losses). |
| (3) | Daily Time Charter Equivalent Rate (“TCE”) and TCE Revenues are non-GAAP measures. Please see EXHIBIT I at the end of this release for a reconciliation to Voyage Revenues, which is the most directly comparable financial measure calculated and presented in accordance with U.S. GAAP, as well as for the definition of each measure. |
| (4) | Daily OPEX per vessel is calculated by dividing vessel operating expenses by Ownership days (defined below). Daily OPEX per vessel (which excludes non-recurring expenses) is calculated by dividing vessel operating expenses minus any non-recurring items (such as, increased costs due to the COVID-19 pandemic or pre-delivery expenses, if any) by Ownership days. In the future we may incur expenses that are the same as or similar to certain non-recurring expenses that were previously excluded. |
| (5) | Daily Net Cash G&A expenses per vessel is calculated by (1) deducting the Management fee Income (if any), from, and (2) adding the Management fee expense to, the General and Administrative expenses (net of share-based compensation expense and other non-cash charges) and (3) then dividing the result by the sum of Ownership days and Charter-in days. Please see EXHIBIT I at the end of this release for a reconciliation to General and administrative expenses, which is the most directly comparable financial measure calculated and presented in accordance with U.S. GAAP. |
Petros Pappas, Chief Executive Officer of Star Bulk, commented:
“Star Bulk continued its strong performance in 2022, reporting for the second quarter a Net Income of
As per our established dividend policy, the Board of Directors approved a dividend of
We are pleased to report that as of the end of June, we have earned back our
We have continued to optimize our debt since the beginning of the year. We have refinanced approximately
Star Bulk’s Board of Directors has established an ESG Committee, which will guide and support management on ESG-related matters. The Committee is comprised of three independent Directors and is another testament to the importance of good environmental stewardship, corporate governance and social consciousness of Star Bulk.
With a limited supply of vessels, the upcoming environmental regulations curbing vessel ordering and speeds, our competitive operating costs and our scrubber equipped fleet, we remain optimistic on the income earning prospects of our company despite a seemingly uncertain macroeconomic environment.”
Recent Developments
Declaration of Dividend
As of June 30, 2022, we owned 128 vessels and our aggregate amount of cash on our balance sheet was
Shares Outstanding Update
From January 1, 2022 to the date of this press release, we have issued and sold 654,690 common shares under our effective at-the-market offering programs at an average price of
From January 1, 2022 to the date of this press release, we repurchased 790,011 common shares in open market transactions at an average price of
Financing
On June 28, 2022, we entered into an agreement with ING Bank N.V., London Branch (the “ING
On July 5, 2022, we entered into a loan agreement with Citibank N.A., London Branch (the “Citi
On August 3, 2022, we entered into a loan agreement with Skandinaviska Enskilda Banken AB (publ) (”SEB”) (the “SEB
On August 4, 2022, we entered into a new loan agreement with ABN AMRO Bank N.V. , in order to refinance the outstanding amount of
The financing arrangements discussed here contain financial and other covenants substantially similar to those covenants described in Item 5 of the 2021 Annual Report for our credit facilities.
Following the completion of the refinancings that we have performed during the last 6 months, we will have 12 unlevered vessels, we have extended the average maturity of our outstanding facilities to 4.4 years and we expect to save approximately
As of today, following a number of interest rates swaps we have entered into, we have an outstanding total notional amount of
Vessel Employment Overview
Time Charter Equivalent Rate (“TCE rate”) is a non-GAAP measure. Please see EXHIBIT I at the end of this release for a reconciliation to Voyage Revenues, which is the most directly comparable financial measure calculated and presented in accordance with U.S. GAAP.
| For the second quarter of 2022 our TCE rate was: | |
| Capesize / Newcastlemax Vessels: | |
| Post Panamax / Kamsarmax / Panamax Vessels: | |
| Ultramax / Supramax Vessels: | |
| For the first half of 2022 our TCE rate was: | |
| Capesize / Newcastlemax Vessels: | |
| Post Panamax / Kamsarmax / Panamax Vessels: | |
| Ultramax / Supramax Vessels: | |
Amounts shown throughout the press release and variations in period–on–period comparisons are derived from the actual unaudited numbers in our books and records. Reference to per share figures below are based on 102,473,028 and 102,038,883 weighted average diluted shares for the second quarter of 2022 and 2021, respectively.
Second Quarter 2022 and 2021 Results
For the second quarter of 2022, we had a net income of
Adjusted net income, which excludes certain non-cash items, was
Net cash provided by operating activities for the second quarter of 2022 was
Voyage revenues for the second quarter of 2022 increased to
For the second quarters of 2022 and 2021, vessel operating expenses were
General and administrative expenses for the second quarters of 2022 and 2021 were
Interest and finance costs net of interest and other income/(loss) for the second quarters of 2022 and 2021 were
______________________________
1 Please see the table at the end of this release for the calculation of the TCE Revenues.
Unaudited Consolidated Income Statements
| (Expressed in thousands of U.S. dollars except for share and per share data) | Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | ||||||||||||
| Revenues: | ||||||||||||||||
| Voyage revenues | $ | 417,334 | $ | 311,411 | $ | 778,217 | $ | 511,878 | ||||||||
| Total revenues | 417,334 | 311,411 | 778,217 | 511,878 | ||||||||||||
| Expenses: | ||||||||||||||||
| Voyage expenses | (66,381 | ) | (52,993 | ) | (119,785 | ) | (93,045 | ) | ||||||||
| Charter-in hire expense | (8,938 | ) | (4,399 | ) | (12,950 | ) | (7,342 | ) | ||||||||
| Vessel operating expenses | (58,381 | ) | (52,972 | ) | (115,847 | ) | (100,326 | ) | ||||||||
| Dry docking expenses | (10,442 | ) | (6,678 | ) | (19,169 | ) | (18,869 | ) | ||||||||
| Depreciation | (39,008 | ) | (38,103 | ) | (77,469 | ) | (74,336 | ) | ||||||||
| Management fees | (4,961 | ) | (4,938 | ) | (9,800 | ) | (9,605 | ) | ||||||||
| General and administrative expenses | (17,147 | ) | (10,130 | ) | (25,912 | ) | (17,427 | ) | ||||||||
| Gain/(Loss) on forward freight agreements and bunker swaps | (1,316 | ) | 548 | (3,939 | ) | (1,537 | ) | |||||||||
| Other operational loss | (160 | ) | (215 | ) | (774 | ) | (1,555 | ) | ||||||||
| Other operational gain | 1,836 | 180 | 2,103 | 1,197 | ||||||||||||
| Gain on time charter agreement termination | - | - | - | 1,102 | ||||||||||||
| Operating income | 212,436 | 141,711 | 394,675 | 190,135 | ||||||||||||
| Interest and finance costs | (12,226 | ) | (15,019 | ) | (24,308 | ) | (29,459 | ) | ||||||||
| Interest and other income/(loss) | (200 | ) | (88 | ) | 61 | 1,662 | ||||||||||
| Gain/(Loss) on debt extinguishment, net | 129 | (2,353 | ) | 129 | (2,353 | ) | ||||||||||
| Total other expenses, net | (12,297 | ) | (17,460 | ) | (24,118 | ) | (30,150 | ) | ||||||||
| Income/(Loss) before equity in investee | 200,139 | 124,251 | 370,557 | 159,985 | ||||||||||||
| Equity in income/(loss) of investee | 7 | (42 | ) | (10 | ) | (13 | ) | |||||||||
| Income/(Loss) before taxes | $ | 200,146 | $ | 124,209 | $ | 370,547 | $ | 159,972 | ||||||||
| Income taxes | - | - | (37 | ) | - | |||||||||||
| Net income/(loss) | $ | 200,146 | $ | 124,209 | $ | 370,510 | $ | 159,972 | ||||||||
| Earnings/(loss) per share, basic | $ | 1.96 | $ | 1.22 | $ | 3.63 | $ | 1.60 | ||||||||
| Earnings/(loss) per share, diluted | $ | 1.95 | $ | 1.22 | $ | 3.62 | $ | 1.59 | ||||||||
| Weighted average number of shares outstanding, basic | 102,067,113 | 101,783,287 | 102,098,942 | 100,256,417 | ||||||||||||
| Weighted average number of shares outstanding, diluted | 102,473,028 | 102,038,883 | 102,439,945 | 100,537,897 | ||||||||||||
Unaudited Consolidated Condensed Balance Sheet Data
| (Expressed in thousands of U.S. dollars) | |||||||
| ASSETS | June 30, 2022 | December 31, 2021 | |||||
| Cash and cash equivalents, resticted cash, current and treasury bills | $ | 383,575 | 471,250 | ||||
| Other current assets | 247,967 | 211,674 | |||||
| TOTAL CURRENT ASSETS | 631,542 | 682,924 | |||||
| Vessels and other fixed assets, net | 2,949,457 | 3,013,038 | |||||
| Restricted cash, non current | 2,021 | 2,021 | |||||
| Other non-current assets | 56,784 | 56,736 | |||||
| TOTAL ASSETS | $ | 3,639,804 | $ | 3,754,719 | |||
| Current portion of long-term bank loans and lease financing | $ | 191,051 | $ | 207,135 | |||
| Other current liabilities | 113,821 | 83,661 | |||||
| TOTAL CURRENT LIABILITIES | 304,872 | 290,796 | |||||
| Long-term bank loans and lease financing non-current (net of unamortized deferred finance fees of | 1,186,347 | 1,334,593 | |||||
| Other non-current liabilities | 43,579 | 49,312 | |||||
| TOTAL LIABILITIES | $ | 1,534,798 | $ | 1,674,701 | |||
| SHAREHOLDERS' EQUITY | 2,105,006 | 2,080,018 | |||||
| TOTAL LIABILITIES AND SHAREHOLDERS' EQUITY | $ | 3,639,804 | $ | 3,754,719 | |||
Unaudited Consolidated Condensed Cash Flow Data
| (Expressed in thousands of U.S. dollars) | Six months ended June 30, 2022 | Six months ended June 30, 2021 | ||||||||||
| Net cash provided by / (used in) operating activities | $ | 469,087 | $ | 219,667 | ||||||||
| Acquisition of vessels and other fixed assets | (124 | ) | (97,663 | ) | ||||||||
| Capital expenditures for vessel modifications/upgrades | (12,244 | ) | (18,771 | ) | ||||||||
| Treasury bills | (35,226 | ) | - | |||||||||
| Insurance Proceeds | 1,735 | 8,178 | ||||||||||
| Net cash provided by / (used in) investing activities | (45,859 | ) | (108,256 | ) | ||||||||
| Proceeds from vessels' new debt | 100,000 | 164,000 | ||||||||||
| Scheduled vessels' debt repayment | (107,283 | ) | (96,537 | ) | ||||||||
| Debt prepayment due to refinancing | (160,068 | ) | (98,506 | ) | ||||||||
| Financing fees | (3,044 | ) | (3,212 | ) | ||||||||
| Offering expenses | (207 | ) | (141 | ) | ||||||||
| Refund of financing premia | - | 903 | ||||||||||
| Shares issued | 19,792 | - | ||||||||||
| Repurchase of common shares | (20,068 | ) | - | |||||||||
| Dividend payments | (375,251 | ) | (30,672 | ) | ||||||||
| Net cash provided by / (used in) financing activities | (546,129 | ) | (64,165 | ) | ||||||||
Summary of Selected Data
| Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | |||||||||
| Average number of vessels (1) | 128.0 | 126.0 | 128.0 | 122.7 | ||||||||
| Number of vessels (2) | 128 | 128 | 128 | 128 | ||||||||
| Average age of operational fleet (in years) (3) | 10.4 | 9.4 | 10.4 | 9.4 | ||||||||
| Ownership days (4) | 11,648 | 11,470 | 23,169 | 22,207 | ||||||||
| Available days (5) | 11,084 | 11,119 | 22,211 | 21,234 | ||||||||
| Charter-in days (6) | 307 | 152 | 506 | 327 | ||||||||
| Daily Time Charter Equivalent Rate (7) | ||||||||||||
| Daily OPEX per vessel (8) | ||||||||||||
| Daily OPEX per vessel (excl. non recurring expenses) (8) | ||||||||||||
| Daily Net Cash G&A expenses per vessel (9) | ||||||||||||
(1) Average number of vessels is the number of vessels that constituted our owned fleet for the relevant period, as measured by the sum of the number of days each operating vessel was a part of our owned fleet during the period divided by the number of calendar days in that period.
(2) As of the last day of the periods reported.
(3) Average age of our operational fleet is calculated as of the end of each period.
(4) Ownership days are the total calendar days each vessel in the fleet was owned by us for the relevant period, including vessels subject to sale and leaseback transactions and finance leases.
(5) Available days for the fleet are the Ownership days after subtracting off-hire days for major repairs, dry docking or special or intermediate surveys and for vessels’ improvements and upgrades. The available days for each period presented were also decreased by off-hire days relating to disruptions in connection with crew changes as a result of the COVID-19 pandemic. Our method of computing Available Days may not necessarily be comparable to Available Days of other companies.
(6) Charter-in days are the total days that we charter-in vessels, not owned by us.
(7) Time charter equivalent rate represents the weighted average daily TCE rates of our operating fleet (including owned fleet and fleet under charter-in arrangements). TCE rate is a measure of the average daily net revenue performance of our vessels. Our method of calculating TCE rate is determined by dividing (a) TCE Revenues, which consists of voyage revenues net of voyage expenses, charter-in hire expense, amortization of fair value of above/below market acquired time charter agreements, if any, as well as adjusted for the impact of realized gain/(loss) on forward freight agreements (“FFAs”) and bunker swaps by (b) Available days for the relevant time period. Available days do not include the Charter-in days as per the relevant definitions provided above. Voyage expenses primarily consist of port, canal and fuel costs that are unique to a particular voyage, which would otherwise be paid by the charterer under a time charter contract, as well as commissions. In the calculation of TCE Revenues, we also include the realized gain/(loss) on FFAs and bunker swaps as we believe that this method better reflects the chartering result of our fleet and is more comparable to the method used by our peers. TCE Revenues and TCE rate, which are non-GAAP measures, provide additional meaningful information in conjunction with voyage revenues, the most directly comparable GAAP measure, because they assist our management in making decisions regarding the deployment and use of our vessels and because we believe that they provide useful information to investors regarding our financial performance. TCE rate is a standard shipping industry performance measure used primarily to compare period-to-period changes in a shipping company's performance despite changes in the mix of charter types (i.e., voyage charters, time charters, bareboat charters and pool arrangements) under which its vessels may be employed between the periods. Our method of computing TCE Revenues and TCE rate may not necessarily be comparable to those of other companies. For a detailed calculation please see Exhibit I at the end of this release with the reconciliation of Voyage Revenues to TCE.
(8) Daily OPEX per vessel is calculated by dividing vessel operating expenses by Ownership days. Daily OPEX per vessel (excluding non- recurring expenses) is calculated by dividing vessel operating expenses minus any non-recurring expenses or other additional expenses due to conditions outside of the Company’s control (such as pre-delivery expenses for each vessel at acquisition or increased costs due to the COVID-19 pandemic, if any ) by Ownership days. We exclude non-recurring expenses that may occur occasionally from our Daily OPEX per vessel, since these generally represent items that we would not anticipate occurring as part of our normal business on a regular basis. We believe that Daily OPEX per vessel (excluding non-recurring expenses) is a useful measure for our management and investors for period to period comparison with respect to our operating cost performance since such measure eliminates the effects of non-recurring items which may vary from period to period, are not part of our daily business and derive from reasons unrelated to overall operating performance. In the future we may incur expenses that are the same as or similar to certain non-recurring expenses that were previously excluded. Vessel operating expenses for the six month period ended June 30, 2022 and 2021 included additional crew expenses related to the increased number of crew changes performed during the period as a result of COVID-19 restrictions imposed in 2020 estimated to be
(9) Please see Exhibit I at the end of this release for the reconciliation to General and administrative expenses, the most directly comparable GAAP measure. We believe that Daily Net Cash G&A expenses per vessel is a useful measure for our management and investors for period to period comparison with respect to our financial performance since such measure eliminates the effects of non-cash items which may vary from period to period, are not part of our daily business and derive from reasons unrelated to overall operating performance.
EXHIBIT I: Non-GAAP Financial Measures
EBITDA and Adjusted EBITDA Reconciliation
We include EBITDA herein since it is a basis upon which we assess our liquidity position. It is also used by our lenders as a measure of our compliance with certain loan covenants and we believe that it presents useful information to investors regarding our ability to service and/or incur indebtedness.
To derive Adjusted EBITDA from EBITDA, we exclude non-cash gains/(losses) such as those related to sale of vessels, share based compensation expense, impairment loss, loss from bad debt, change in fair value of forward freight agreements and bunker swaps and the equity in income/(loss) of investee and other non-cash charges, if any, which may vary from period to period and for different companies and because these items do not reflect operational cash inflows and outflows of our fleet.
EBITDA and Adjusted EBITDA do not represent and should not be considered as alternatives to cash flow from operating activities or net income, as determined by United States generally accepted accounting principles, or U.S. GAAP. Our method of computing EBITDA and Adjusted EBITDA may not necessarily be comparable to other similarly titled captions of other companies.
The following table reconciles net cash provided by operating activities to EBITDA and Adjusted EBITDA:
| (Expressed in thousands of U.S. dollars) | Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | |||||||||||||
| Net cash provided by/(used in) operating activities | $ | 239,931 | $ | 140,491 | $ | 469,087 | $ | 219,667 | |||||||||
| Net decrease / (increase) in current assets | 19,161 | 23,838 | 25,280 | 50,461 | |||||||||||||
| Net increase / (decrease) in operating liabilities, excluding current portion of long term debt | (11,708 | ) | 4,648 | (31,509 | ) | (27,151 | ) | ||||||||||
| Gain/(Loss) on debt extinguishment, net | 129 | (2,353 | ) | 129 | (2,353 | ) | |||||||||||
| Share – based compensation | (10,247 | ) | (2,258 | ) | (11,480 | ) | (2,571 | ) | |||||||||
| Amortization of deferred finance charges | (1,302 | ) | (1,791 | ) | (2,641 | ) | (3,606 | ) | |||||||||
| Unrealized gain / (loss) on forward freight agreements and bunker swaps | 3,183 | (362 | ) | (877 | ) | (1,556 | ) | ||||||||||
| Total other expenses, net | 12,297 | 17,460 | 24,118 | 30,150 | |||||||||||||
| Gain on time charter agreement termination | - | - | - | 1,102 | |||||||||||||
| Gain/(Loss) on hull and machinery claims | - | 141 | - | 141 | |||||||||||||
| Income tax | - | - | 37 | - | |||||||||||||
| Equity in income/(loss) of investee | 7 | (42 | ) | (10 | ) | (13 | ) | ||||||||||
| EBITDA | $ | 251,451 | $ | 179,772 | $ | 472,134 | $ | 264,271 | |||||||||
| Equity in (income)/loss of investee | (7 | ) | 42 | 10 | 13 | ||||||||||||
| Gain on time charter agreement termination | - | - | - | (1,102 | ) | ||||||||||||
| Unrealized (gain)/loss on forward freight agreements and bunker swaps | (3,183 | ) | 362 | 877 | 1,556 | ||||||||||||
| Share-based compensation | 10,247 | 2,258 | 11,480 | 2,571 | |||||||||||||
| Other non-cash charges | (209 | ) | 42 | (321 | ) | (39 | ) | ||||||||||
| Adjusted EBITDA | $ | 258,299 | $ | 182,476 | $ | 484,180 | $ | 267,270 | |||||||||
Net income/(Loss) and Adjusted Net income/(Loss) Reconciliation and Calculation of Adjusted Earnings/(Loss) Per Share
To derive Adjusted Net Income/(Loss) and Adjusted Earnings/(Loss) Per Share from Net Income/(Loss), we exclude non-cash items, as provided in the table below. We believe that Adjusted Net Income/(Loss) and Adjusted Earnings/(Loss) Per Share assist our management and investors by increasing the comparability of our performance from period to period since each such measure eliminates the effects of such non-cash items as gain/(loss) on sale of assets, unrealized gain/(loss) on derivatives, impairment loss and other items which may vary from year to year, for reasons unrelated to overall operating performance. In addition, we believe that the presentation of the respective measure provides investors with supplemental data relating to our results of operations, and therefore, with a more complete understanding of factors affecting our business than with GAAP measures alone. Our method of computing Adjusted Net Income/(Loss) and Adjusted Earnings/ (Loss) Per Share may not necessarily be comparable to other similarly titled captions of other companies.
The following table reconciles Net income / (loss) to Adjusted Net income / (loss):
| (Expressed in thousands of U.S. dollars except for share and per share data) | |||||||||||||||
| Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | ||||||||||||
| Net income / (loss) | $ | 200,146 | $ | 124,209 | $ | 370,510 | $ | 159,972 | |||||||
| Amortization of fair value of above/below market acquired time charter agreements, net | - | - | - | (187 | ) | ||||||||||
| Share – based compensation | 10,247 | 2,258 | 11,480 | 2,571 | |||||||||||
| Other non-cash charges | (209 | ) | 42 | (321 | ) | (39 | ) | ||||||||
| Unrealized (gain) / loss on forward freight agreements and bunker swaps | (3,183 | ) | 362 | 877 | 1,556 | ||||||||||
| (Gain)/Loss on debt extinguishment (non-cash) | (2,473 | ) | 1,859 | (2,473 | ) | 1,859 | |||||||||
| Equity in (income)/loss of investee | (7 | ) | 42 | 10 | 13 | ||||||||||
| Gain on time charter agreement termination | - | - | - | (1,102 | ) | ||||||||||
| Adjusted Net income / (loss) | $ | 204,521 | $ | 128,772 | $ | 380,083 | $ | 164,643 | |||||||
| Weighted average number of shares outstanding, basic | 102,067,113 | 101,783,287 | 102,098,942 | 100,256,417 | |||||||||||
| Weighted average number of shares outstanding, diluted | 102,473,028 | 102,038,883 | 102,439,945 | 100,537,897 | |||||||||||
| Adjusted Basic Earnings / (Loss) Per Share | $ | 2.00 | $ | 1.27 | $ | 3.72 | $ | 1.64 | |||||||
| Adjusted Diluted Earnings / (Loss) Per Share | $ | 2.00 | $ | 1.26 | $ | 3.71 | $ | 1.64 | |||||||
Voyage Revenues to Daily Time Charter Equivalent (“TCE”) Reconciliation
| (In thousands of U.S. Dollars, except for TCE rates) | ||||||||||||||||
| Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | |||||||||||||
| Voyage revenues | $ | 417,334 | $ | 311,411 | $ | 778,217 | $ | 511,878 | ||||||||
| Less: | ||||||||||||||||
| Voyage expenses | (66,381 | ) | (52,993 | ) | (119,785 | ) | (93,045 | ) | ||||||||
| Charter-in hire expense | (8,938 | ) | (4,399 | ) | (12,950 | ) | (7,342 | ) | ||||||||
| Realized gain/(loss) on FFAs/bunker swaps | (4,499 | ) | 910 | (3,062 | ) | 19 | ||||||||||
| Amortization of fair value of below/above market acquired time charter agreements, net | - | - | - | (187 | ) | |||||||||||
| Time Charter equivalent revenues | $ | 337,516 | $ | 254,929 | $ | 642,420 | $ | 411,323 | ||||||||
| Available days | 11,084 | $ | 11,119 | 22,211 | 21,234 | |||||||||||
| Daily Time Charter Equivalent Rate ("TCE") | $ | 30,451 | $ | 22,927 | $ | 28,924 | $ | 19,371 | ||||||||
Daily Net Cash G&A expenses per vessel Reconciliation
| (In thousands of U.S. Dollars, except for daily rates) | |||||||||||||||||
| Second quarter 2022 | Second quarter 2021 | Six months ended June 30, 2022 | Six months ended June 30, 2021 | ||||||||||||||
| General and administrative expenses | $ | 17,147 | $ | 10,130 | 25,912 | $ | 17,427 | ||||||||||
| Plus: | |||||||||||||||||
| Management fees | 4,961 | 4,938 | 9,800 | 9,605 | |||||||||||||
| Less: | |||||||||||||||||
| Share – based compensation | (10,247 | ) | (2,258 | ) | (11,480 | ) | (2,571 | ) | |||||||||
| Other non-cash charges | 209 | (42 | ) | 321 | 39 | ||||||||||||
| Net Cash G&As expenses | $ | 12,070 | $ | 12,768 | $ | 24,553 | $ | 24,500 | |||||||||
| Ownership days | 11,648 | 11,470 | 23,169 | 22,207 | |||||||||||||
| Charter-in days | 307 | 152 | 506 | 327 | |||||||||||||
| Daily Net Cash G&A expenses per vessel | $ | 1,010 | $ | 1,099 | $ | 1,037 | $ | 1,087 | |||||||||
Conference Call details:
Our management team will host a conference call to discuss our financial results on Friday, August 5, 2022 at 11:00 a.m., Eastern Time (ET).
Participants should register at the following link: Star Bulk Carriers Earnings Call Registration. All registrants will receive dial-in information and a PIN allowing them to access the live call.
Slides and audio webcast:
There will also be a live, and then archived, webcast of the conference call and accompanying slides, available through the Company’s website. To listen to the archived audio file, visit our website www.starbulk.com and click on Events & Presentations. Participants to the live webcast should register on the website approximately 10 minutes prior to the start of the webcast.
About Star Bulk
Star Bulk is a global shipping company providing worldwide seaborne transportation solutions in the dry bulk sector. Star Bulk’s vessels transport major bulks, which include iron ore, minerals and grain, and minor bulks, which include bauxite, fertilizers and steel products. Star Bulk was incorporated in the Marshall Islands on December 13, 2006 and maintains executive offices in Athens, New York, Limassol, Singapore and Germany. Its common stock trades on the Nasdaq Global Select Market under the symbol “SBLK”. Star Bulk operates a fleet of 128 vessels, with an aggregate capacity of 14.1 million dwt, consisting of 17 Newcastlemax, 22 Capesize, 2 Mini Capesize, 7 Post Panamax, 41 Kamsarmax, 2 Panamax, 20 Ultramax and 17 Supramax vessels with carrying capacities between 52,425 dwt and 209,529 dwt.
Forward-Looking Statements
Matters discussed in this press release may constitute forward looking statements. The Private Securities Litigation Reform Act of 1995 provides safe harbor protections for forward-looking statements in order to encourage companies to provide prospective information about their business. Forward-looking statements include statements concerning plans, objectives, goals, strategies, future events or performance, and underlying assumptions and other statements, which are other than statements of historical facts.
We desire to take advantage of the safe harbor provisions of the Private Securities Litigation Reform Act of 1995 and is including this cautionary statement in connection with this safe harbor legislation. Words such as, but not limited to, “believe,” “expect,” “anticipate,” “estimate,” “intend,” “plan,” “targets,” “projects,” “likely,” “will,”“would,” “could,” “should,” “may,” “forecasts,” “potential,” “continue,” “possible” and similar expressions or phrases may identify forward-looking statements.
The forward-looking statements in this press release are based upon various assumptions, many of which are based, in turn, upon further assumptions, including without limitation, examination by our management of historical operating trends, data contained in our records and other data available from third parties. Although we believe that these assumptions were reasonable when made, because these assumptions are inherently subject to significant uncertainties and contingencies which are difficult or impossible to predict and are beyond our control, we cannot assure you that we will achieve or accomplish these expectations, beliefs or projections.
In addition to these important factors, other important factors that, in our view, could cause actual results to differ materially from those discussed in the forward-looking statements include general dry bulk shipping market conditions, including fluctuations in charter rates and vessel values; the strength of world economies; the stability of Europe and the Euro; fluctuations in currencies, interest rates and foreign exchange rates, and the impact of the discontinuance of the London Interbank Offered Rate for US Dollars, or LIBOR, after June 30, 2023 on any of our debt referencing LIBOR in the interest rate; business disruptions due to natural disasters or other disasters outside our control, such as the ongoing global outbreak of the novel coronavirus (“COVID-19”); the length and severity of epidemics and pandemics, including COVID-19 and its impact on the demand for seaborne transportation in the dry bulk sector; changes in supply and demand in the dry bulk shipping industry, including the market for our vessels and the number of newbuildings under construction; the potential for technological innovation in the sector in which we operate and any corresponding reduction in the value of our vessels or the charter income derived therefrom; changes in our operating expenses, including bunker prices, dry docking, crewing and insurance costs; changes in governmental rules and regulations or actions taken by regulatory authorities; potential liability from pending or future litigation and potential costs due to environmental damage and vessel collisions; the impact of increasing scrutiny and changing expectations from investors, lenders, charterers and other market participants with respect to our Environmental, Social and Governance practices; general domestic and international political conditions or events, including “trade wars” and the recent conflicts between Russia and Ukraine; the impact on our common shares and reputation if our vessels were to call on ports located in countries that are subject to restrictions imposed by the U.S. or other governments; potential physical disruption of shipping routes due to accidents, climate-related (acute and chronic), political events, public health threats, international hostilities and instability, piracy or acts by terrorists; the availability of financing and refinancing; the failure of our contract counterparties to meet their obligations; our ability to meet requirements for additional capital and financing to grow our business; the impact of our indebtedness and the compliance with the covenants included in our debt agreements; vessel breakdowns and instances of off‐hire; potential exposure or loss from investment in derivative instruments; potential conflicts of interest involving our Chief Executive Officer, his family and other members of our senior management and our ability to complete acquisition transactions as and when planned. Please see our filings with the Securities and Exchange Commission for a more complete discussion of these and other risks and uncertainties. The information set forth herein speaks only as of the date hereof, and the Company disclaims any intention or obligation to update any forward‐looking statements as a result of developments occurring after the date of this communication.
Contacts
| Company: | Investor Relations / Financial Media: |
| Simos Spyrou, Christos Begleris | Nicolas Bornozis |
| Co ‐ Chief Financial Officers | President |
| Star Bulk Carriers Corp. | Capital Link, Inc. |
| c/o Star Bulk Management Inc. | 230 Park Avenue, Suite 1536 |
| 40 Ag. Konstantinou Av. | New York, NY 10169 |
| Maroussi 15124 | Tel. (212) 661‐7566 |
| Athens, Greece | E‐mail: starbulk@capitallink.com |
| Email: info@starbulk.com | www.capitallink.com |
| www.starbulk.com |
FAQ
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