Thank you very much. Good afternoon, everybody, and welcome to the telephone conference call for Concordia Maritime Q4 results. If we step down to page number three, please. Page number three, fourth quarter 2020, in short. We can just conclude the fact that it's been a horrible quarter, where the results was -SEK 86.5 million. For the full year, it's - SEK 65 million, considering the fact that we did make profit the first half of the year, not enough to conclude the full year in profit, unfortunately. Highlights, if you will, for Q4, exceptionally challenging market. Coming back to that, the whys and the how. Docked two vessels, Ola is leaving us as we have announced, we are happy to announce the fact that Martin Nerfeldt is starting with us as the new CFO. Considering the fact that it's a negative result over the year, then the proposed dividend is zero. Everybody continues on page number four, earnings Q4 and coverage for Q1, we can conclude that the Q4 earnings for the product tankers was $ 11,100 compared to a market assessment by Clarksons of $ 6,400, and Suezmaxes $ 10,000 compared with the market of $ 6,500, i.e., exceptionally bad market. Fixed so far, in Q1, 49% of the product tankers at 10 a day and 46% of the Suezmaxes at 12.5 a day. That concludes the earnings part from TCE levels and coverage for Q1 on the fleet. Please turn to page number five, which is in short and as a summary trying to explain what happened during the year and the quarter for that matter when there was something called COVID-19. COVID-19, what were the consequences? On a macro level, we had a complete oil demand destruction, 10 million barrels a day on average. In all fairness, it went down all the way 20 million barrels a day down, but has since recovered a bit. On average for the year, 10 million barrels a day down in oil demand. Massive oil production cuts in order to meet the demand destruction. There have been cuts in the neighborhood of starting off with 10 million barrels a day in May, in all fairness. Before that, it was a lot more oil floating, but then the cut in May, and they have had cuts throughout the year. In Q4, we had a second wave of COVID-19, which has affected the recovery of oil demand to quite a degree, which in turn has affected the tanker market. The tanker market on the right-hand side is just simply confirming the fact that it's been weak due to the demand destruction, of course, and due to the fact that there's been cuts, less oil to ship, let's put it as that. In addition to that, whatever oil is needed has, to a big degree, been taken from the stocks that was built up during the first quarter, basically from March through May. Change to page six. In all fairness, fair enough, 2020 was an exceptionally bad year, but it certainly had its spikes in a short period during the spring. The reason for that was that the oil prices went from $17 to $50 to under $20 a barrel, at which time people were buying oil like there was no tomorrow. It had an effect, of course, on the tanker rates. On the crude rates, the Suezmaxes, $120,000 a day fixtures, and it was holding out on for a month or so, while the product tanker market had a much steeper spike, if you will, basically a month when it went straight up and straight down again after all the restocking had taken place. From there on, the market has been exceptionally poor, as the chart shows. Next page seven, please. The global oil demand, fair enough, it was a V-shaped recovery form in April or in May, June. It started off nicely from very low levels, admittedly, when we had started to get some control over the virus to start with. Some oil demand came back, not to the full extent. During the fall, it flattened out a little bit, during actually the fourth quarter, the oil demand recovery took a bit of a pause and went actually down again. With that, it's not easy to make money in the tanker market, that's for sure. Well, you saw the tanker market graph in the previous graph. Let's go to page eight, next page, i.e., that's just to simplify the overall picture of when you had an overproduction and an underconsumption, which was the case during the spring. I've shown this picture before. That's when that massive stock build-up took place. Fair enough, the consumption and demand has gone up and production down. At least we're now drawing from the stocks, which is good, and we're continuing to do that. I have a few other slides coming back to that in a short while when we talk about the future. Let's turn to the next page, number nine. A page that we usually show. It is our earnings on the MR side compared to Clarksons market earnings and some of the peers too. We just added peers a few quarters back, so we only have them back to 2020. You can see the difference between us and the peers, and us and Clarksons. Same thing for the Suezmaxes, with the peers coming in from first quarter 2020 comparison and other than that, it is comparison to the market. Sure, we beat the market, we beat peers most of the time. Of course, to beat the market in a $10,000 day market, well, it's not fantastic, but it's good to know that we do it anyways. That's fine from that perspective. Next page 11. Current fleet status. What are we doing with the P-MAXs? Well, right now, six of them are on the spot market. One is on consecutive voyage charter from the U.S. down to Brazil, and three are placed in a premium time charter contract down in Brazil. The IMOIIMAXs are in the spot market, you can say we only have two. That's true, we're pooling together. We're in the pool of product tankers and chemicals, which operates a fleet of 45 product tankers. The IMOIIMAXs have been continuing doing a good mix of the CPP and the veg oils and chemicals, and 80/20 laden ballast ratio. Suezmax is in the Sonangol Suezmax Pool. We only have one, that's true, in that pool, there is 24 ships, we're not alone. We have added some exposure to the Suezmax market by joining in on a number of time charters that we have informed about before. That gives us an extra exposure of 1.7 Suezmaxes in this year. So far, it has started off in a poor way for the reasons I just mentioned, but we certainly hope that will change. The fleet and the employment, a simple page, straightforward. The gray bars are representing spot exposure for the ships and the blue bars are the time charter and the yellow or the green is the CVC contract. When and not if, but when the market turns, we certainly have lots of skins in the game. Next page is page number 13, and then I hand over the word to you, Ola. Please take over. Thank you very much, Kim. Okay, let's have a look at slide number 13, the result for Q4. An overall comment is that the exchange rate, US dollars to Swedish crowns has decreased quite a lot. If you compare those quarters, it has gone from 920 to 863. That, of course, affects the numbers a bit. Of course, the income for the quarter has been very much affected by the low market that Kim has talked about. Low TC earnings and of course, low EBITDA generation. On the cost side, it has been fairly similar when it comes all the way down to the daily running costs for the ships and everything. Of course, the voyage-related operating costs has been more affected when you compare to the fourth quarter of 2019 because the much lower bunker price has come in there and we actually have more TC ships out now, so that's a lower number. All in all, the total operating cost, SEK 225.7 for fourth quarter 2020. On the finance net, it's very similar to the costs in Q4 2019, $26.5 million. We have a negative result of -SEK 86.5 million Q4 2020. Because of the better market in Q4 2019, the loss is less than it was SEK 29.3 million. Let's go to the next slide, number 14. There we have the equity ratio, and since our companies actually have the equity in U.S. dollars, when we exchange that to the Swedish crown, it's very much dependent on the exchange rate. That has been hit now in this quarter, which affects the equity, of course, and of course, also the negative results for the quarter. We're now down to an equity ratio of 28%, and the equity per share is SEK 16.66 per share. We have worked on the finance during the fourth quarter. We actually refinanced the overdraft facility with Stena Finance, and we got a new facility for the ballast water treatment installations. That has been good. Let's turn to the next slide number 15. This is about sustainability, which remains a very important part of our business. You can turn right away to slide number 16. We work in a transparent way to show our numbers here. During the fourth quarter 2020, we've had actually one LTI, which is unfortunate. This was on the ship Stena Provence, where we had a falling accident when a crew member was about to enter one of the ballast water tanks. We had actually one damage to property as well during the quarter. This was on the ship Stena Important. One of these sandblaster machines actually started on accident and caused some damage before it could be turned off. Strange accident, but that happens. We had two high potential near misses during the quarter. We had one on the Stena Important. We were mooring in the Chinese port of Ningbo, and the mooring arrangements with all the ropes and lines were done in a way that we thought were proper, but it turned out that the current and the wind made the ship move a little bit. Nothing really happened, but it was a high potential near miss in the end. We had to learn from that. We had Stena Paris, where the bridge procedures were failing. The lookout post was not on its post all the time. This is very, of course, bad. We had to make corrections and work on that. That was a high potential near miss. Otherwise, during the quarter, the vetting observations were 3.0, and for the whole year, it's actually 2.5, which is considerably less than the target of 4 or less than 4. All right. Very good. Let's turn to slide number 17. Here we show in a transparent way the number of bunker tons that we have consumed during the quarter and the full year. As you can see, in Q4 2020, we have been using less bunker than we did in Q4 2019, and we have had less emissions as well. If you consider the work that you have done with the ships, the number of ton miles, the efficiency is actually a bit less in Q4 2020 compared to Q4 2019. If you look at the whole year of 2020, then we have actually been a little bit more efficient compared to the full year of 2019. We continue to focus a lot on bunker consumption and to trying to reduce emissions to the air. Okay, let's go to outlook in 2021, and here I turn over to you, Kim. Okay. Thank you very much. All right. Let's take a look at how we see the continuation of this year. If we are to put things in the various boxes here when it comes to demand and supply to reach some kind of conclusion on whatever is heavier, let's go through a few slides to establish that. If you turn to page 20, I hope you could follow me there. Let's go to page 20. Everybody's on page 20. That's fine. Okay, to start with, at least the economy in the world is expected to grow this year from a contraction last year. We can see, I think as recent as yesterday, IMF, up its forecast a little bit. We are suddenly seeing an upswing in the world economy for this year, which is a good start. With that comes oil consumption that you will see on page 21, the next page. We call it "Hello, 100 million barrels a day." i.e., we are expecting to reach the 100 million barrels a day demand consumption figure by the end of this year. Slowly but surely going up. As I said before, the V-shaped recovery has obviously flattened out, but it is on its way up, and we can again see that the consumption is higher than the production, so we're drawing from the stocks. From this summer onwards, we see production and consumption being fairly, which means that we need to increase the production in order to reach that. You see the yearly averages projections by the various organizations, and these are yearly averages, one should remember. If you remember that I said that 2020 had an average of 90 million barrels a day. The average for the next year is certainly looking to be a lot more, and towards the end of the year, I repeat myself, but we're likely to reach 100 million barrels a day again. Next, page 22. What are the drivers to reach all this? Well, we certainly need to get a better control of the COVID situation, of course. Certainly, we are placing a lot of hopes in, of course, that the vaccine will do its job, which will bring normalization back to mobility and emerging markets getting stronger and stronger. Jet fuel, on the other hand, is not expected by the experts to be fully recovered until 2022. Certainly, other areas will compensate for that, it seems. Let's turn to the next page, 23, which is talking about the inventories, the famous inventories. We are following that very closely because the buildup of stocks was good for the tanker market at the time it was building up, but been detrimental for the tanker market when we're drawing from the stocks. We are drawing from the stocks. That is good because it's an operation we need to be doing to get rid of that overhang. As the page is showing or the slide is showing, when it comes to OECD, it is on its way down. December was a good month. On the whole fourth quarter, we lost a lot of stocks, oil in stocks, which is good. The surplus is down 50% by the second half of last year. We have another 50% to go. As you can see on the chart, it's 150 million barrels, and current rate of stock draw in OECD is about 1.3 million barrels a day. That means that it will take three to four months to get fully rid of that surplus. This will gradually happen during the spring. We are getting back to some kind of equilibrium or the five-year average during the spring, which in turn is a foundation for going forward with a better market, with the continued upturn in consumption. Let's turn to the next page 24. Well, that's the fleet status. We've seen it before. Let's show it again. It is a low order book. It's not totally at the bottom because there are still a few ships being ordered, but the order book is at 6%, roughly on the product tanker side, compared to the entire fleet. It has certainly been higher in the previous years, as you can see. That's good, and that gives a pretty low net each year that new product tankers will enter the market. We're talking about a couple of percentages, and it's actually the same thing on the crude side. This is net. It's not only scrapping, but net in the end. With that, the fleet is not expanding in a crazy way, which is certainly good. Next, page 26. With an increase in tanker demand of 5%-6%, for the reasons I just mentioned, with the economy coming back, hopefully, the vaccine is doing its contribution, and world is turning normal again. The demand increase for tankers is in the region of 5%-6%, which should then be compared to next page 27, a growth rate of the transport capacity of a couple of percentages. This goes to show that there is certainly good hopes for the continuation of this year that the tanker market will increase. We have said that during the second quarter, we will start to see a gradual improvement in the tanker market. Well, gradual improvement from a very low level, but still an improvement, but we have to start somewhere. From summer onwards, we should have a good chance to have a very good market throughout the remainder of the year. With so few orders and nearly nothing coming in 2022, it certainly looks good for a couple of years. In all fairness, coronavirus has deferred or delayed the market upturn by a year and a half. Next, page 28 is the concluding page, just summarizing the fact that the Q4 was disastrous. The full year was a consequence of, in particular, the fourth quarter, not good. The market side with the, there you go, for those bullets. The effects of this COVID-19 cannot be underestimated. We had been through 2017, 2018, 2019. That's four years. We were so nicely going into an improvement in 2020. Everything looked absolutely right and was pointing in the right direction, and the rates were up. Q4 of 2019, the rates were up, and it started off 2020 in only a good way. Corona came, and it killed it in all fairness, and it pushed the upturn that we had expected in 2020, that was pushed 18 months. We say no significant change in the shorter perspective. That's the remainder of Q1. There is still this 150 million barrels of oil that needs to be cleaned out from the storage tanks. Strengthening from, as I said before, from second half of 2021. That concludes the presentation. From here on, we're more than happy to take questions. Over to you, Ron. Thank you. If you wish to ask an audio question, you may do so by pressing zero one on your telephone keypad. If you wish to withdraw your question, you may do so by pressing zero two to cancel. Once again, please press zero one on your telephone keypad if you wish to ask an audio question. Our first question comes from Dennis from ABG. Please go ahead. Good afternoon, gentlemen. How are you doing? Good. How are you? Very good. Just some questions going forward. 2021 looks like a tough year, and I know that you guys have some dry dockings, which is optimal timing for that. How many dry docks do you guys have remaining for 2021? Okay. We actually have four dry docks remaining for 2021. There's actually also one that started in Q4 for Stena Paris that would be finished in this quarter, first quarter. We could say four and a half. Okay. For 2022? There you have two. Okay. Perfect. I know you guys have been doing this refinancing, which is helping out. Could you give us some color on what the run rate debt amortization for both bank and leases looks like right now? Are you paying down around SEK 250 million or $30 million a year? How much debt amortizes per year? Okay, Dennis, it's a lot of details in that question, of course. I can give you some overall guidance on it. Of course, the financing that we did in Q4 was a mix of things. The ballast water treatment financing is actually a financing for the ballast water treatment installation that we have already done, and also the one in the future. We could draw on this facility about $7 million in Q4. Okay. This is good, and it also actually has a working capital function in it. We can actually pre-draw some money if we would need to, so to speak. That's for the ballast water treatment systems financing. When it comes to the overdraft facility with Stena Finance, we just refinanced, but we also increased that facility from $10 million to $15 million. Referring to the leases that you asked about, we have three sale and lease-back ships, and of course, we continue to pay on those. All in all, you mentioned the number $30 million for the year, I think, and about 24 of those are amortizations for the P-MAXs, and the rest is for the sale and lease-backs. Yeah. I hope that answered your question. That's a very good color. Thank you very much. I highly appreciate that. Okay, then just one question that's on just the market outlook. The market's been horrible year- to- date and quarter- to- date, the bookings were surprisingly, well, not necessarily surprising, but very good. Do you guys think that you'll be able to keep that premium to the market going forward? If you can give some color on why that's the case, that'd be great. Well, yeah, I think so. We've been on track, I could show you that. I think with all contention coming back and with the stock going down, it's a good combination. We will reach kind of an equilibrium, as I said, during the spring, in which time the oil-producing countries and the buyers of oil will need to increase production and buy more oil. I think the demand figures are pretty substantial that they will go up. As I said, yeah, the Q1 is looking bleak as it is. From Q2 onwards, I think we're certainly on a good track to recovery. The recovery will remain for a long time, but it was delayed by 18 months, but now it's happening. We will continue to help with the marketplace. Yeah, I think so. We've been doing that for a number of years. We have a little bit, when the market comes, you can fill up the ships to better than we've done now, and use the extra features that the P-MAXs have and the IMO II class also as well with the chemicals and everything. Yeah, I definitely think that's going to be the case. Thank you for that color. Highly appreciate it. Thank you for your time, guys. Thank you. Thank you. Just a quick reminder, if anyone wishes to ask an audio question, you may do so by pressing zero one on your telephone keypad. Once again, please press zero one on your telephone keypad if you wish to ask an audio question. Okay, there appears to be no other questions registered, so I'll hand back to the speakers for any other remarks. Yeah. Okay. If there are no further questions, then let me thank everybody for listening, and take good care of each other. We see each other in April next time. Thank you very much. Thank you.