Thank you very much, everyone, and welcome to the telephone conference for second quarter 2021. I have my colleague here, Kim Ullman. He will continue after me. My name is Martin Nerfeldt, I jump straight into page number three, second quarter 2021 in short. We have received new waivers that will last up until end of September. We will go through that a little bit more in detail later. We have also done two scheduled dry docking that we have completed. We just came from the extraordinary general meeting that took place a couple of hours ago, I will say that 100% were in agreement for the time charter and for the guarantee contract. We just disclosed that on our webpage. If we look at the results for second quarter, we had a total income of SEK 208 million. We had operating results, unfortunately, of -S EK 74 million. That is equal to a result of -SEK 88 million. I will go through the results more in detail later on in the presentation. If we go to page number four, we can see our earnings for the quarter. It's SEK 30,500 compared to market of SEK 6,900. We had Suezmax. Our earnings were SEK 12,000 compared to average market of SEK 5,200. As of today, the 12th of August, we have chartered for the third quarter 54% of the product tanker at SEK 11,000. For the Suezmax, we have chartered 24% of SEK 7,700. If we go to slide number five, it's where we're showing the market development. You could easily see that we are beating the market in most year. Where the market is low, we are beating. The only year when we don't beat it's in a good year as it was in 2020. For the last quarter, we were slightly above our peers. If we go to page six, you will see the same development, made slightly better for the Suezmax tankers. I will say that we beat our peers or the index in actually most of the year or most of the quarters from 2016. If you go to page seven, here is the result for the second quarter of 2021. Here we could see that we had a quite big difference when it comes to total income. That is, of course, mainly because of the earnings. You could easily find our spot earnings in the report. We had P-MAX of SEK 13.5 million compared to last year of SEK 18.5 million, and Suezmax of SEK 12.1 million compared to almost SEK 48,000 a day last year for the same period. You also see that we have operating costs. There's a big difference there, and that is because we have chartered in Suezmax tankers that we didn't have in the second quarter of 2020. Otherwise, most of the lines are in line with the same period last year. You could see that interest is slightly lower. That is because of course, we have a lower level of LIBOR rate and that we have installed some of the loans. In total, we had a result of the tax of -SEK 89.7 million. If we go to page number eight, the key ratios of second quarter, we had a equity ratio of 24%. Equity ratio is equity divided by total balance sheet. We also have available liquid funds, and that is included undrawn facility. You see that has gone down quite a lot from SEK 500 million up until or down to SEK 140 million. We believe that that is a decent level now when we will charter out all our P-MAX for a long period of time. We also have an equity per share of SEK 14.67, and if you compare that to the stock price right now, is SEK 6.84. Almost 50%. If we then turn page, if we transfer to sustainability, we have had a very good quarter when it comes to provide a safe transport. We only had one damage to property for the whole quarter. When it comes to bunker consumption, you could see that we have actually lowered all the different qualities compared to the same period last year. When it comes to CO2, SOx, and NOx, and particles, it's the same there. We are lower or are at the same level. When it comes to efficiency, it's very simple numbers here. Percentage, it's big, but it's small figures. The good thing is that we are better than the full year of 2020. For the quarter, we didn't have any medical treatment cases, no restricted work cases, and no whistleblowing was reported during the quarter. With that, I will hand over to our President, Mr. Kim Ullman. Thank you, Martin. I will now go over the new agreements that we have just put it and resolved at the EGM. I'm doing a few slides here to just to back up how we ended up in this situation and the background to it and how it led to where we are and to these agreements. This first slide and the page number 10, that is highlighting the fact that through the last number of years, we have had a bad market. If you look at the slide with the graph, I always repeat the fact that we did expect the market to turn up during 2019, and it actually did do that. It did go up towards the end of the year. We expected it to happen a little bit earlier, but it did happen towards the end of the year. That was a structural upturn, and we were about to enter into much better markets, going into 2020 and 2021. We all know what happened in 2020, and that had an immediate effect on oil consumption, as you can see. It just dived straight down and of course, that was the effect of the COVID. The freight rates, yes, fair enough, there was an enormous spike in the spring of 2020. We all know that. That was stock building. There was stock building like there was no tomorrow. Oil prices went from $70 to $20, and people were buying like there was no tomorrow. With that came, of course, an enormous demand for tankers under a very short period of time, which made the market rise the way it did. What happened during that time, and it has an effect on what I'm trying to get at. That is the fact that that spike in the market, that enormous buildup in stocks made the rest of the year and 2021 in a complete hangover situation. Since then, with the lower consumption and built up storages, people didn't really need any shipping. That it has taken quite a while to get rid of that overhang. Next page 11, there was a very well put by an analyst, the what and the why and now. Of course, the tanker market so far in 2021 has been horrendous. Absolutely bad. It's not appealing. It should be appalling to the senses. Sorry for the misprint, but never mind. The reasons were obvious, and we did know it. We did expect it to be bad for the better part of this year, for the inventory overhang that we just talked about and the OPEC production cuts. Things are definitely changing, and we'll see that in our forecast or outlook later on, but things have definitely changed. Let's continue on the path on why we are where we are now. Next page 12, is putting it into context, this bad market for a number of years, to us as a company. Of course, the balance sheet and the equity asset ratio has gone down due to this market development. One should remember that since 2017, the market has been bad. Second half of 2016, actually, and still is. A number of years we have had behind us with poor markets. It has had its impact on Concordia Maritime. Equity is down, available liquidity is down. Martin just mentioned that. Here it's also worthwhile mentioning the fact that Concordia Maritime, since its inception in 1984, has never actually been out in the market raising money. We have managed ourselves. We have done that through long-term charters during bad times between 2009-2014. We've done sale leasebacks. We've done other charter positions. We always made sure that we have interest covered, we have finance, long-term finance at good terms. We've done everything we can to weather the storms that we've been through, and we've been successful. In all fairness, with this extended delay of the upturn, things have reached a certain stage where we needed to do something. The next page, 13, is summarizing it all. 2016-2020, weak tanker markets. 2020-2021, large investments. We have had all the ships basically going through dry docks, special surveys, and investing and installing ballast water treatment systems. 2021 has not been any better. It's still bad. With that, we got a temporary waiver, made sure that we got a temporary waiver till September 30, so that we could, in peace and quiet, so to speak, start discussions and negotiations with the lending banks and with Stena to make sure to come up with a situation to strengthen the company's financial position and liquidity. We've been working day and night since the last six months on this, as a matter of fact. What we have then agreed to, or what this has led to is very graphically described on page 14, where you can see that you have three big bullets. You have term sheet agreement with the lending banks. We made an agreement in principle. In that, we have two conditions, if you will, and that was that we made a time charter deal with Stena Bulk. All of this happened, of course, at the same time. This is one way, or it happened to be one of the best way to resolve the situation. Since this and the guarantee from Stena Sessan was viewed as significant related party business, we needed to call for an EGM this afternoon, and which now approved the time charter and the guarantee. Next page, 15, is then a little bit more in detail, trying to describe, still very generally, the various deals that we've done. The term sheet with the lending banks, five lending banks in the consortium lowered the rate of amortization, of course, which is easing the cash burden, meaning a higher residual debt risk for the banks at the end. We have changed the covenants so that they are more aligned with the new deal. Of course, with this, one has to realize that the banks will need to give consent if and when we want to pay dividends. That's a thing we need to be consenting with the banks. Prerequisites, we've said it before, the time charter, and also that the proceeds rather than the profits, but the proceeds from the eight tankers with this bank consortium, covered by the term sheet, may only be used for the certain predetermined purposes. I'm coming to that in a bit. Also the fact that Stena Bulk will also make sure that a prepayment of $10 million is paid to Concordia Maritime towards the end of the tenor with the banks in order to bring down the residual balloon to a new certain level. Next page is the time charter agreement. It is a five-year time charter of all the 10 P-MAX tankers to Stena Bulk. Yes, it was conditional upon the approval, which we got today. The commencement of these charters will be now during the third quarter. We'll find suitable positions to deliver the vessels, I would say as soon as possible within the next 30 days or so. The charter hire is $15,500 per day per ship. The income, the proceeds that I was talking a bit about before, is then covering OpEx, crew cost, technical maintenance, insurance, provisions for periodical dry dockings, and interest, of course, as well as the amortization according to the plan. On top of that, we have a 50/50 profit sharing. If we do profit sharing, that will go to accelerate the amortization, which is good. Stena Bulk has also committed, well, this is the $10 million I was talking about before. To make sure that the amortization is down to a new level. We had, during the term of this new time charter, still the right to sell the vessels in the fleet. We can do that without any costs or fees or penalties or anything like that. That's, of course, a good thing to have, that possibility. It gives a lot of flexibility. Next page, 17. Well, the same thing again, just to depict the fact that we did approve it. It was approved unanimously this afternoon. Page 18 is showing simply how the fleet list will look like going forward. Even though it seems like we are fully covered, we are fully covered, one should also remember that on top of the SEK 15.5 million, there is profit sharing and there is sale possibilities. Okay. Page 19. In short, what is this all about? Well, we have a term sheet with the banks. The banks are happy. We're happy. There's a charter. There's a stability after all these bad quarters. We have the profit sharing, and we have the divestment opportunities in this. That describes quite detailed actually, for being a call like this, our new situation with the banks and Stena Bulk. Next few slides is then talking about the outlook. Okay. Do we still believe in this market? The short answer to that is yes, and we are communicating the fact that we are doing that. We try to very simply summarize why, and everything starts with economy. You go to any analyst there is, there is an expectation of a growth in the world economy. That expectation is, of course, happening as we speak for 2021. It is going up, so the economy is coming back. Next page, 22. With that comes the oil demand as well. We can see that 2021 is looking like averaging 97 million barrels a day, and that's an average for the year. One should realize that the year started at 93 million barrels or 94 million barrels. There is a chance that we'll touch 100 million barrels a day already towards the end of the year. Well, you can see the figure for the expectation for next year as well. We're going to get more oil into the market. With the need of more oil to the market, there will also be this production increase. It's already been said and established that OPEC+ will add 400,000 barrels a day per month extra throughout the remainder of this year. I'm now at the page 23. Thank you very much. That 400,000 barrels a day will need to be shipped. Basically, all of that is needed to be shipped. That is not going in pipelines. That is something that needs to be shipped on tankers. Next page, 24, is showing what we've been looking at for so long, that is to get rid of that overhang of inventories that was built up during last spring. It has, yes, it has taken a little bit longer. We had hopes that it could have maybe already, earlier this year, could have reached the equilibrium or the five-year average as it's put here in the zero line. We're now under that. This is a general picture of OECD inventories, and you can look at various grades around the globe. Things are going down. We are consuming already today more than what we are producing and selling. There is a need in order for this not to continue down, to increase that production, and that has now happened. With that comes the lower fleet growth in 25, page 25. We've seen it before. Everybody else is showing the same thing. It is a fact, we have a low order book, lowest in a long time, and the net addition per year is quite low. With that, we are still of the opinion that this market, during the second half of this year, will start any moment soon to start to improve. 26, page 26, the summary of it all, the results we've been through. The fact that we've managed to get waivers with the banks, docked two ships, and we've done our measures to strengthen the company's financial position through these measures that we've just been through. The market, yes, we know about that. It's been severely affected by C-19 with cuts in production and stock draws. We certainly expect strengthening from second half of this year, as I just said. With that concludes the presentation part, and we are happy to answer any questions there might be. Thank you. If you do wish to ask a question, please press zero one on your telephone keypad. If you wish to withdraw your question, you may do so by pressing zero to cancel. We have a question from the line of Dennis Anghelopoulos from ABG. Please go ahead. Good afternoon, Kim. Good afternoon, Martin. Hope you guys are doing well. Hello, Dennis. Sure thing. Okay. Just one quick question on sort of fleet deployment going forward. I understand that the P-MAXs are going to be subject to the EGM approval, TC'ed out to Stena. There's still the two IMOIIMAXs and of course the Stena Supreme, which you own. These are your own vessels, and the other joint venture thing with Suezmax you have with Stena. What's sort of the plan going forward with these vessels? It's correct that they are outside this agreement, and they will run in the spot market and then do the best they can. As you can see, the time charters are soon ending towards the end of the year. We hope that they will get a happy finishing of the charter because they haven't been very good, I have to admit. These positions, we shouldn't have done them, but it is what it is. They are likely to be expired at the expiry, which is towards the end of the year, as you can see. Other than that, IMOIIMAX vessels are continuing in collaboration with Stena Bulk. Of course, this deal with the term sheet for the banks is not entirely fixed forever in this way. There is a continuous need to make sure that we will have liquidity and money. We are looking at selling ships outside this P-MAX 10s as well. All right, guys. It's very, very crystal clear your market view and the deal, so that's all my questions for today. Hope you guys have a good afternoon. Thank you for the presentation. Thank you, Dennis. As there are no further questions, I'll hand it back to the speakers. Okay, thank you very much. Thank you everybody for listening, and we are looking forward to seeing you next time again. Thank you. Thank you all. Cheers. This concludes the conference call. Thank you all for attending. You may now disconnect your lines.