Okay, good morning to all of you, and good morning also to those who follow us live. This presentation is given at the Western Norway Stock Exchange seminar here close to Bergen Airport. I also want to remind those following us online that it's possible to type in questions during the presentation, and we will address them afterwards. Today's agenda is the same as always. I will go through the highlights, and then my colleague Terje Iversen, he will take you through the financial results. I will conclude this presentation with an operational review and a market update and prospects going forward. If we then turn to the highlights, I'm first and foremost extremely satisfied to see that we have completed another quarter without any significant incidents in our fleet. We also, in my opinion, delivered very resilient results in a challenging market, first and foremost because of the political turmoil that we all observe, and also due to the unresolved trade negotiations that are still ongoing. I will come back to that later. On top of that, the summer season is normally a more quiet season for chemical tankers. Despite all those negative factors, we still managed to deliver a $6 million increase in our tank charter earnings. In the second quarter, we earned $174 million, and this compares to $168 million in the first quarter. Our tank charter earnings per day was $30,306, and this is up from $29,556 in the previous quarter. We also saw an increase in our EBIT, $59 million, compared to $54 million in the previous quarter. Bottom line, we delivered net results of $40 million, and adjusted for one-offs, it's $42 million, and this compares to $33 million in the first quarter. We also saw a net contribution from our terminal division of $1.9 million, and this compares to $2.9 million in the previous quarter. The reduction is in full due to one-offs on corporate level for the terminal side. I'm also extremely pleased to report another reduction in our carbon intensity. This is the first time that Odfjell is reporting an AER (annual efficiency ratio) below 7. We are now at 6.8. I also have to add that the summer season is normally the best quarter when we are measuring carbon intensity, simply because we see much more calm weather during the summer months. Finally, the board also approved a dividend of $0.48 per share, and this is in line with our established policy of half-yearly distributions of net result adjusted for one-off items. That concludes my quick introduction, and I give the word to Terje. Thank you, Harald, and good morning to all of you. I will, as usual, start with the income statement for this quarter. As Harald also mentioned, the tank charter earnings this quarter ended at $174 million, $7 million up compared to the first quarter. The main reason for the increase in the tank charter was that we had increased volumes, and we also had more commercial days in the second quarter compared to the first quarter. Commercial revenue days increased by 77, and we also added two tank charter vessels on short-term tank charter this quarter. [OpEx] increased from $380 million to $423 million, mainly due to increased docking activity in the quarter. We also had one short-term tank charter vessel being out of operations because it was involved in a collision at the start of the quarter. Tank charter expenses ended at $4.1 million, quite comparable to the preceding quarter. Also, operating expenses $52.9 million, very much in line with the previous quarters. We saw that G&A slightly down compared to the second quarter, ended at $20.6 million, a bit lower than normal this quarter because we have the effect from holiday payments, normally reducing the G&A in the second quarter, but we also had increased legal fees in this quarter. We ended very much in line with the previous quarter in total. After G&A, we then delivered an EBITDA of $98.4 million compared to $93.1 million in the second quarter. Depreciation and amortization very much the same level as the previous quarter, leading to an EBIT of $58.6 million compared to $54.4 million. Net interest expenses decreased from $19.1 million to $16.4 million. Part of the reason is that we also expensed amortized financing cost in the second quarter of $2.1 million. The decrease is not as large as it appears, but even though we are seeing that net interest expenses are coming down because we are reducing our debt, and also slightly lower SOFR this quarter, and also better priced financing in total for our balance sheet. After all the financial items being capital loss this quarter, we ended with a net result of $40.1 million, up from $34.4 million in the second quarter, leading to earnings per share of $0.51 this quarter. Looking at the tank charter compared to our cash per given that we measure each quarter, we saw that tank charter earnings ended per day at $33,306 in the second quarter, up from $29,556 in the previous quarter. Cash per given per day was $23,791, slightly improved since the first quarter, bringing the 12 months rolling average to $23,578, well below the term tank charter earnings that we are generating on our vessels. As you can see, we have been very much cash positive since the fourth quarter 2021 when it comes to comparing tank charter earnings per day with the cash per given for our vessels. Going forward, we expect the cash per given to remain at these levels, and the same goes with the P&L breakeven going forward. Looking at the balance sheets, the main items here are that we took delivery of two vessels, Bow Precision and Bow Performer, both vessels that we had on operational or tank charter lease before we acquired them according to purchase options that we had in the agreements. Ships and new building contracts increased to $1.3 billion in this quarter. We see that the right of use assets decreased because these were included as right of use assets with the tank charter agreements and the bare boat agreements that we had before we exercised the options. Cash and cash equivalent increased to $131 million, or if you include underwritten loan facilities, we are at a total available liquidity of $305 million. That includes the effect from the loan that we issued, the bond loan that we issued in May this year of $1 billion. We used all that proceeds to repay our revolving credit facilities. We are not increasing the cash at hand, and we are not increasing the debt, but we are increasing available liquidity in case we should need that for various purposes. We see that current receivables were reduced this quarter, reducing our working capital and increasing our operational cash flow. Total equity increased with $49 million compared to our being our total comprehensive income for this quarter, and we have now equity percentage around 46% at the total for the group. We also see that non-current interest-bearing debt decreased, the main reason being that we are reducing our debt, as mentioned, but also that two loans were reclassified because they're maturing first half next year and now included as current portion of interest-bearing debts per end of the first half. Looking at the cash flow, as I said, we improved the working capital quite substantially this quarter, leading to operating cash flow this quarter of $109 million, increase of $49 million compared to the first quarter. The main reason being, of course, we had improved results, but mostly due to the improvement in our working capital. Actually, I think this $109 million is the second best quarter when it comes to operational cash flow for Odfjell in history, so we're very satisfied with the cash flow we saw this quarter. On the investment side, we acquired Bow Performer in April. Looking at the cash flow for investment activities, that was - $54.6 million. On the debt side, we did repay loan amounts under revolving credit facilities, and we took this new bond loan. In total, we had negative cash flow from financing of $10 million this quarter. In total, we then had an improvement in cash and cash equivalents of $44.7 million in the second quarter. Looking at the more long-term free cash flow generation from our business, as I said, we had a strong operating cash flow in this quarter due to the improvement in working capital and improved results. We have also included here cash flow from investments this quarter, which was done by acquisition of Bow Performer proposition. Bow Precision actually was refinanced in the first quarter when we exercised the purchase option, so we drew a new loan for that vessel in the second quarter. The actual delivery took place only 1st of April, so that is included here in the second quarter as investments. Free cash flow this quarter was based on operating cash flow of $109 million minus investments of $98 million, ending at $12 million. However, looking at the more long term, we see that 12 months rolling free cash flow is now at around $60 million, and we adjust that for repayments related to right of use assets. We are at $49 million on a 12 months rolling basis this quarter. On the debt side, I mentioned that we issued a new bond. Per end of the second quarter, we have a debt of $742 million. Interest-bearing debt, no significant changes expected for the remainder of the year. As you can see on the bottom of this slide, we are expecting a slight decrease in interest-bearing debt in the coming two years. In June, or I think it was in May actually, we issued this new bond of NOK 1 billion, swapped that to $97 million, and that was issued at the price of a margin of 275 basis points above NIBOR, which is the lowest price shipping bond since 2014. We're very satisfied with the timing and the pricing that we achieved on that issue. As I said, we have only used the proceeds to repay loan amounts on our revolving credit facility, not increasing the debt on our balance sheet. The total all-in cost related to that is 2.5% per year to have that facility or cash available in case we should need that for investments or other purposes. During the second quarter, we added one vessel to the $242 million bank facility that we managed to have in place in the first quarter. Also, in July after the quarter, we completed the purchase of one additional vessel that we had on operational lease, both Gemini, which also then has been included in the same loan facility. Going forward, looking at CapEx and tank charter commitments, CapEx being new buildings and also declared purchase options stands now at $158 million in the coming years. That includes two vessels, this one Bow Gemini that we acquired already in July this year, and we also exercised purchase option for Bow Hercules, which we will take delivery of in the first quarter 2026. That summarizes to $71 million. I have to add that these purchase options are very favorable comparing to the market values. That goes to also Bow Performer and Bow Precision that we have taken delivery of in the past few months. We have two new buildings that are being delivered in 2026 and 2027. In total, $158 million in CapEx commitments. Looking at the tank charter commitments, no new news in this. We have around $1.1 billion in tank charter commitments for vessels to be delivered in the coming years from 2026 to 2028. These are 18 vessels that are on long-term tank charters, eight years per vessel that we are taking commitments to. The total commitments are, as I said, $1.1 billion. When these are added to the balance sheet, that will be a smaller amount because we are then excluding the OpEx element of these commitments. It could be that other tank charters that we have on vessels that we have on tank charters today will be redelivered. The total amount of the debt will maybe not increase with this amount. These vessels together with our new buildings account for 14% of the current order book within our core segment. I can also add that five of these vessels that we have on tank charters that are going to be delivered have a fixed tank charter element and also a variable tank charter element depending on the earnings of these vessels. What is included there is the guaranteed and fixed element of these tank charter agreements. I think that leaves the floor to you again, Harald. Thank you. By that, I will continue with an operational review. I start with our contract coverage. On the left-hand side of this slide, you will see that we had a slight reduction in our contract coverage, meaning that 51% of the cargo that we carried was contract cargo, while the remaining 49% were spot cargoes. If you, at the same time, look at the graph to the right, you will see that we have a quite substantial increase in volumes during the quarter. We are back to 2024 levels of 3.4. That means that we haven't seen a dramatic reduction in contract volumes, but what we've seen is an increase in spot cargoes. For that reason, we have seen a reduction in the percentage. There is no dramacy in those figures. Actually, I will once again say that I'm impressed by our team and the fact that they've managed to increase the total volumes in what we could characterize as a difficult quarter. That is also reflected in the graph to the left, where we see that we saw an increase in average earnings of 1.2% within the Odfjell fleet. At the same time, we saw a decrease of 3.8% in the so-called Clarksons spot index. If we look at the various cargo types that we are carrying, we saw a slight decrease when it comes to specialty chemicals. We saw relatively stable volumes on the commodity chemicals, and those are the chemicals that are typically transported in large volumes. We also saw a slight growth in veg oils. Those are cargoes that we normally do not carry because the freight rates are lower than what you see for commodity chemicals and specialty chemicals. The same goes for clean CPP cargoes, where we also saw an increase in Odfjell volumes. That is also outside our core business. As a consequence of reduced specialty chemicals, we focused on veg oils and CPP. By that, we managed to increase our earnings and also our results and volumes. Turning to sustainability, as mentioned, we are this quarter reporting an AER, the annual efficiency ratio, which is the average carbon intensity figure for our fleet of 6.8. That is a new record low for Odfjell. It's the first time that we are reporting this figure below seven. There are many reasons for that. One reason is the continuous work that we do to retrofit energy efficiency devices. The sails are also starting to take effect. We installed the first set of sails on Bow Olympus during the first quarter. The immediate results were extremely encouraging. We saw savings up to 40%. On the first voyage, we saw average savings of 20%. Since then, we have had 48 sailing days. We all know how the European summer has been; it's been calm and sunny weather, so we have had limited utilization of those sails. Still, we are at the average expected for this type of sails, which is between 8% and 10%. We are now preparing the vessel, she's right now in Houston, and she's preparing for a transpacific voyage. That is more or less one month in open sea in September. We are both excited and curious about the results that we will experience during that particular voyage. That is more or less a one-month voyage before she's reaching Yokohama. On top of that, we have already, despite that we don't have a full picture of how those sails are actually working, decided to install sails on two more vessels, two of the new buildings that are presently being constructed in Japan. Those vessels will be delivered, one in 2026 and one in 2027. On the terminal side, we have relatively stable throughput on all our terminals. We have seen a slight decline in Korea, but that is compensated for in the U.S. and Europe. We did see stable results. The challenge is that the figure is being impacted by one-offs at the corporate or holding level. We are extremely happy to see that all the expansion projects that we've conducted on basically all our terminals are now starting to pay off. We are receiving dividends from Korea, from North Nazi in Antwerp, and also quite substantial dividends from our terminal in Houston. This is a stable business. The outlook for this segment is that we will have stable and similar performance also in the quarter that is coming. When it comes to expansion projects, which is maybe the most cost-efficient that you can do on the terminal side to continue to build on the established infrastructure, we did inaugurate one tank pit in Antwerp this quarter. We are now building another 12,000 cu m of stainless steel tanks. Those will be inaugurated later this year. I'm also happy to see that finally we get some traction in Korea. We are building out the so-called E5 area. We have started with the groundwork, and the first 10 tanks will be in operation late next year. Due to the expansion, we are also improving our berth capacity, and we've also decided, therefore, to upgrade one of the two berths that we have in Korea. I would say that we have stable and good development on the terminal side. Then to the market update and prospects, this graph reflects what I've already said. Normally, the summer season is a slow season. People are on vacations. Many of the factories are reducing their activity. The need for the chemicals that we are transporting is seeing a dip during the summer months. This trend has been reinforced this year, partly because of all the geopolitical turmoil that we are all observing, and partly because too many of the trade agreements or tariff agreements between the U.S. and other countries are still unresolved. For that reason, we have seen slightly higher reduction in the spot rates than what we've seen previous years. We are not concerned about this. We think there are logical explanations to it. If we go to the next slide and look at the tariffs, I think what strikes your mind when you see the list of tariffs is that what's outstanding today is basically the BRICS countries. It's Brazil, it's Russia, it's China, it's India, and it's South Africa. Maybe it's more politics into that than real financial issues. What we see is that those agreements that have been concluded are concluded at levels where our customers seem to feel that they are coping with that. The American Chemistry Council estimates that the growth will be slower than they have estimated previously, but we don't observe that there is any panic going on. There is still a significant surplus in the balance between chemical imports and exports into the U.S. Odfjell has approximately 20% of that market. The expectation for the production in the U.S., which is basically the Texas area, is that we will see a modest increase this year, a modest increase next year, and then it will be back to normal levels. Then to the swing tonnage, those are vessels that are being built so that they can carry both easy chemicals and what they are normally doing, the CPP or petroleum products. That is an important figure for us because it's a disadvantage if those vessels are starting to swing into doing chemicals instead of gasoline and diesel. We have seen during the past few quarters, we have seen an increase of swing tonnage swinging into chemicals. Now, if you look at the graph to the left, you will see that there has been an upswing in MR rates. I think that will convince and encourage MR owners to swing back into where they belong on the CPP side. We are not concerned about the influx of swing tonnage going forward. If we look at the order book, the most positive news this quarter is that there were absolutely zero new orders for chemical tankers in our segments this quarter. The order book is exactly the same as we reported after the first quarter. If we start with the super segregators, which is basically the bread and butter for companies like Odfjell, we control 40% of that segment. That is a segment where we will see a slight increase in capacity, and that increase is relatively modest. If we then go to the next segment, which is what we call large stainless steel tankers, those tankers are more or less the same size as the super segregators. The big difference is that they have much fewer tanks. A 33,000 tonne neck inside a large stainless steel segment typically has maybe 20, 24 tanks, while the super segregators are between 40 and 50 tanks. In the large stainless steel segment, we will see a decrease going forward. That segment is getting smaller and smaller every year. If you combine the super segregators and the large segment, in total, those two segments together will see a slight decrease in capacity. That means that where we really see a huge increase is on the medium stainless steel segments. The medium stainless steel segment used to be dominated by what they call the J19s, the typical 19,000 or 20,000 tonners being built in Japan. Those ships, there are approximately 350 of them in total. Those vessels are slowly being phased out, and they are being replaced by the more modern J25, which have much more loading capacity, of course. They have the same draft and the same crew, so meaning that they are maybe 25% more efficient than the old J19s. The increase is coming as a consequence of J19s being replaced by J25. Right now, the order book is in total approximately 20% of the sailing fleet, and Odfjell has 14% of that order book, which means that we will see a slight growth in our capacity in the years to come. This is my last slide, just to second last slide, just to summarize what I've said. We do see that slowly, more and more of those bilateral trade or tariff agreements are falling into place. We have seen that IMF has made a small upgrade on GDP production, and the transportation of liquid chemicals and the world GDP is extremely closely connected together. It's not possible to imagine one single industrialized process where the chemicals that we are transporting are not involved. Every process that you can think of, whether it's car industry, agriculture, medicine, food, they all need the chemicals that we are transporting. For that reason, this GDP figure is extremely important for our segment. On the geopolitical side, we continue to see challenges. I think the world has more adapted to sailing around Suez and the Red Sea. We expect to continue to do that for the foreseeable future. We are concerned about sailing through into the Arabian Gulf through the Strait of Hormuz. Now it seems that that situation has come under control, and we are today sailing as normal in and out of the Arabian Gulf. We do expect that the chemicals production and the need for transport will be more or less stable this year and also next year. There is kind of a possibility for an upswing due to the increased production of oil and the increased refinery capacity in China. Swing tonnage, I've already mentioned. We expect that those vessels to either be stable or slightly decrease. By that, we foresee a stable outlook for the trade. We see a slight uptick on the GDP. We see that tariffs are slowly coming in for landing. We don't see any hiccups when it comes to the new buildings. We also feel that we have a good overview of the swing tonnage. To conclude this presentation, then we did deliver a result that we have every reason to be proud of. We managed to increase our earnings and our results in a declining market. We saw a slight increase in volumes. This is basically due to the fact that we swung into CPP and vag oils. We did not renew any significant contracts during the quarter. Those contracts that were renewed were renewed more or less at expiring terms. On the terminal side, we had stable results in the second quarter. This is in line with the previous quarter. As mentioned, we did have some one-offs at corporate level that reduced our net results. The outlook, we have seen some reduced activity in line with the slower summer season. We do think that increased production of oil will have a positive effect. We do, as mentioned, expect the swing tonnage to at least not increase. Based on that, we expect the third quarter to be in line with or maybe slightly below the second quarter results. That, ladies and gentlemen, concludes our presentation, and we are open for questions. Have you received anything, Nils? Yeah, we could just start out to sort things out. We'll start with questions from the audience here, and then we'll continue with questions from the webcast. We'll bring a microphone, so please. Anyone? Nils, if you have questions from the webcast. I have a couple of questions, yes. Maybe you. You guys should borrow your microphone. There you go. Thank you. I'm just going to read this question. It's from [Sam Elliotson]. You noted an order book of 20%. Similar companies in the industry tend to report a figure below that. How does Odfjell estimate the figure? I guess the question is sort of how we define the current fleet and the existing order book in our core segment. It's actually a good question. We are calculating deadweight versus deadweight, and that's how we calculate the figures. It's an interesting question because the question is, right now, how is the compliant fleet, the fleet that we are actually competing with, how is that fleet developing? What we've seen lately, for example, when it comes to the J19s that I mentioned, there are almost 350 of them, is that many of those vessels are being sold for regional trades in the Far East. They are still alive, they are still being counted, but they are no longer competing with the international fleet. I think this guy has a point that these figures are not absolute. Our figures are relative to each other every quarter. I think when you're looking at the figures that we are reporting, you have to compare them to what Odfjell has been reporting in previous quarters, and not necessarily with what other companies or other analysts are reporting, because they might have a different way to calculate the volumes. Also, it's different what they actually include as a core chemical tanker. We have very specific definitions of what's being included and what's not being included. Thank you, Harald. The next one is from [Evan Colescore]. He's asking, what is the implied daily TCE for the current COA contracts? I'm not sure that's something we comment on specifically. Maybe an answer could be given. There, I have to disappoint our viewer. That's not the figure that we are commenting on. The next one is again from [Sam Elliotson]. You said you engaged more in CPP. Was it mostly in the Middle East to Asia trade or somewhere else? No, that was, as you might have understood, the trades in and out of the U.S. are those being by far most affected by the turmoil that we are observing due to the tariff discussions. For that reason, we have utilized the local CPP market in and out of the U.S. to kind of occupy our vessels while we are waiting to fill up our ships. Thank you. There is another question here from [Jusse Verberkmos]. Will swing tonnage grow if geopolitical issues are going to be solved? He's asking about the product tankers market, I guess, and the geopolitical situation. Where do I start? I think if there is a peace treaty between Russia and Ukraine, that will have an impact on the regional trades in Europe that I think will be positive for the regional trades. It is a question what happens to the shadow fleet. The shadow fleet today counts for some people say it's 25% of the total tanker fleet is being defined as part of the shadow fleet. If those vessels are being allowed, and that is a ridiculously inefficient way of running shipping to service only three countries in the world: Venezuela, Iran, and Russia. If those vessels are being allowed to simply swing back into the compliant fleet, then that might have a negative effect. I don't have any good answer to that question. There are factors going in all directions there. No, absolutely. Thank you, Harald. I think that was actually the final question from the webcast audience. If there's any more in the audience here, thank you very much for your attention and for showing up.