Hello and welcome to the presentation of Concordia Maritime's Q2 results. Throughout the call, all participants will be on listen only mode. At the end of the presentation, there will be an opportunity to ask questions. If you have any question, please press zero one on your telephone keypad. Today, I'm pleased to present CEO Erik Lewenhaupt and CFO Martin Nerfeldt. Speakers, please begin. Hello, everyone, and welcome to the second quarter of 2022 Concordia's earnings call. I could just start saying that we are both happy and proud of the results that we're going to present today. Just take the highlights here. As you know, we have a stable income base due to our TC contracts. The TC contracts are mainly with Stena Bulk, and we have a minimum pay there of SEK 15,500 per day. We're also both happy and proud that we didn't have any accidents during the quarter. As Erik will come to, we have seen a dramatic development of the product tanker market with, let's say like this, really a high rate during the quarter. For the first time, we have also got some profit sharing throughout our TC contract with Stena Bulk, and the profit sharing is a total of SEK 18 million for the first half year of 2022. As you also know, we have sold Stena Supreme during the quarter with a book effect of $+4 million and same liquidity effect of around $4 million. After the period end, we have also contracted the sale of Stena Paris, and the liquidity effect there will be around $5 million, which will be used for repayment of debt. If we just look at the right column there, we see that we have a total income of for the quarter of SEK 180 million. For the corresponding period last year, it was SEK 208 million. Bear in mind that in 2022, we have had four less vessels throughout the period. We also have a profit sharing of SEK 18.1 million, which ends up to a operating result of SEK 58.9 million compared to SEK -74.2 million the same period last year. Our result before tax for the quarter is SEK 36.5 million compared to SEK -88.4 million for the corresponding period of 2021. With that, I will leave over to our CEO, Erik Lewenhaupt. Thank you, Martin. We can go to slide number four and just recap the fleet that we are operating. Currently we have six P-MAX product tankers which are employed on the time charter at Stena Bulk. We have one vessel, Stena Floris, on a bareboat contract to Crowley, and they have in turn chartered out to Military Sealift Command on a rate equivalent of $18 per day. Stena Paris, as Martin was mentioning. The long span there in delivery to the new buyers is because the ship will discharge in South America, and there is some uncertainty on the exact date there. Towards end of the month, we expect her to be delivered to the new buyers. We have exited the crude segment with the sale of the Stena Supreme. We can move to slide number five. Just a recap on the product tanker market in the quarter. As you can see on this graph, we have both the Suezmax earnings, or the index rather, from the Stena Supreme, which left us, and also on the MR. It's quite dramatic if you see how especially the crude market, which is the darker of the two lines, was affected from the start of the war in Ukraine, which jumped immediately to very high levels. This is partly due to the index including the Black Sea loading or the Russian loading, which immediately started to give quite a large premium. Those levels have come down. Today they are maybe double the West African crude market, but at times they were even higher. Concordia have, as you know, not engaged in any Russian business or Russian oil or cargoes since the start of the war. The product tankers have trickled up in a more steady manner, maybe taking a little time for the new trade flows to sort of set in. As you can see, the product tanker development into earnings on MRs, where Q2 the index from Clarksons have been just slightly around 30,000 per day. Of course, the Concordia earnings have not been able to match that because of the charter arrangement that we have with the ships being on time charter. Also in the comparison here, we should mention that an average three-year time charter during the second quarter has been around $14,500, and Concordia earnings during the quarter on the P-MAX was $18,500. It's difficult to compare our earnings directly to the spot market due to the contractual arrangements that we have. We can go to the next page. For clarification, we have included this page, which is how our customers, Stena Bulk, are employing the fleet of the P-MAX vessels. As you can see, this is a mixed portfolio of short market-related contracts and spot trading and mid-term time charters at fixed rates. Because of that, when the market reacts like it has during this quarter, the earnings and profit share doesn't immediately follow the full spot market. There is a lag there. We can move on to the projects on the next page, and the container project, the container conversion project. We can really say we gave it our best and we tried. We can conclude that it's fully technically feasible to convert a Suezmax ship to a 2,100 TEU container vessel. Given the economic uncertainty in the world and the order book, I would say, on containers, which is close to 30%, compared to the container fleet, we have not been able to conclude any charters. The potential is there, but for now, the project is on hold. We can move to the next, which is an update just on the environmental regulations. We have a couple of things which is starting in the near future. Two of them are the IMO EEXI and CII, and one is the EU Emissions Trading System for shipping. The EEXI, there is a plan that is set for our fleet. We will do an engine power limitation, which is basically to cut the maximum use of the engine. It doesn't affect the ships in an operational way, and we're still able to give a contract speed of 15.5 knots, which is covering all charter requirements, we should say. The installation cost will be around $35,000 per vessel, and they are scheduled for 2023, not 2022. The Carbon Intensity Indicator, CII, is focusing on operational energy efficiency. This is a requirement with annual reduction starting, or the requirement starts in 2023, is the first year of measurement. Then depending on what result comes out in 2024, there will be a need or not to have an action plan for this per vessel. Right now, calculations are ongoing together with our partners in Stena Teknik to establish a baseline and potential need for technical or operational alternatives. Finally, the EU ETS, which is coming on stream in 2024. This will be an additional cost for ships calling to EU. As far as Concordia's fleet is concerned, this is a very small portion of our trade. We don't see any major financial effects from the EU ETS. I leave over to Martin, and we go to the next page with the Q2 results. Thank you very much, Erik. Let's go to page 10. Try to explain the results for the second quarter of 2022. As you see, we have a decrease in total income, 2022 compared to 2021. Bear in mind here that, during the year, we have had four less vessels compared to 2021. In my mind, it's much better. If we compare the voyage-related operating cost, it's a huge difference there. That's why, because we don't have any vessels on the spot market, so we don't have any cost for that. Operating cost, quite large decrease as well, SEK -33 against SEK -84. That is because, we don't have any Suezmax vessels and no TC shares for the Suezmax vessels compared to 2021. The personnel expenses is going down. That's, head office personnel. Other external costs, nothing to mention. We also have the depreciation is also going down, and that's a consequence that we have less vessels, and we took a write-down in Q4 2021. Total operating costs SEK -121.9 million compared to SEK -282.7 million for the same period last year. If we move down to interest, we see that we had a small interest income of SEK 1.4 million. If we look at the interest expense, that has gone up to SEK -23.9 million compared to SEK -13.7 million, and that's a consequence of increased liability. All in all, result after tax, SEK 35.7 million compared to SEK -89.7 million for the same period last year. We move to page number 11, here we have some key ratios. It says Q2 here, of course, in the heading. Our equity ratio is 20. What's the equity ratio? That is, equity divided by the balance sheet. That is 20. As you see, if you go back a quarter, you will see that our liquidity was way below the 88.9. The increase that you see here, that's because of the sale of Stena Supreme. Our equity per share is SEK 7.18. That would be compared to the current share price. Almost the same right now. If we look at the interest-bearing debt to liability, it's 1.1 compared to 1.9, and that is of course because that we have sold a couple of vessels between Q2 2021 and Q2 2022. We move to page 14, some environmental statistics. I'll say that we are both proud and happy that we have such a good result to report here. All in all, we haven't had any LTIs. The number of inspections of more than five observations, only one. The average number of observations slightly increased, 3.2. Otherwise, if you look at the incidents and accidents, it's zero. If you also look at the environmental impact, you will see, overall, that we have a reduction. The reduction mainly come from the reduction of vessels that we have had. During the quarter, we didn't have any medical treatment or restricted work case or no one has reported anything through our risk assessment system. All in all, we are both happy with the financial outcome and with the KPI from the accident report. With that, I leave over to Erik for the outlook of 2022 and ongoing. Yeah, very good. Thank you. We can move on, outlook and the next slide, please. We are in, if we can move to the strong product tanker market Q2 slide. There we go. We are in a historically high market in shipping in general right now. Last year was a very good year for almost all segments apart from tankers. Now during the first half and especially second quarter of this year, tankers have caught up with the rest of the shipping segment. As you all can read, there's very happy days for tanker owners in almost all tanker segments. The main fundamentals have been positive for a while, but now the increase in ton-mile due to the Ukraine situation, which is unfortunate in itself, but have been positive for the tanker market, has really kicked off rates as you saw on the previous slides as well. Combined with that, we have an increasing demand for oil, which is back on post-COVID levels. We'll come back to that. In containers, there is still a fair amount of port delays, especially in China. We have a modest order book and low ordering in tankers and overall low inventories on a global scale. We can move to the next picture, please. On pre-COVID levels. You could say consumption was slightly earlier than production, which has led to a large price increase over a few months, but now they seem to be on par. Going forward, we expect it to be very tight. The demand certainly is there, even if the various analysts and agencies have somewhat different view on exactly how high demand is. They are all saying that demand is increasing, and the question is whether supply can match that going forward. There will be an eye to watch on production coming to the international market from sanction countries like Libya, Venezuela, Iran, et cetera, and also Russia, and how that will affect the whole price levels and also markets. The small graph here is from J.P. Morgan, and it's their projection on long-term demand, and that peak oil will actually not occur until 2030. Next slide, please. We look on the inventories, which are still below the five-year average. You can see there was a high peak in the spring of 2020, if you recall, when crude prices were very low. We are still on a sliding scale from that top, so to say. Inventory is below the five-year average, and we've had on the right upper graph a period now ever since spring of 2020, where the inventories have declined basically almost without exception week on week. There's dramatic development in the pricing both of crude and of gas, and I'm sure you've all seen how crude has come down recently and gas have dramatically exploded. We move to the next slide and look at the order book, which is still on a low level in historical context. The new ordering, which is currently relatively low on tankers, which is maybe not surprisingly because the yard prices are very high. Now steel has come off somewhat, so that may soften going forward. New contracting is low, and the orders this year is relatively normal, and going forward will actually be lower. If we go to the next slide, that has resulted in an increase in vessel and asset values. These two graphs is on a newbuilding on the top and a 10-year-old MR tanker below. As you can see from start of this year, it's been a firming trend. From the table here, especially on older vessels, it's been a firm development in this space. If we go to the next slide, we see on the flip side, which is the demolitions, perhaps a bit more worrying, but maybe not surprising given the market they have come off. Two reasons for that. One is of course earnings, and the second is the somewhat fall in steel prices which have resulted in recycling of vessels coming off. You can see there how this the price per ton in Turkey and India respectively since the start of the year on the right-hand side. As of right now, scrapping relatively on par with 2021, but there's been a slowing in recent weeks and months. We move to the next one, and here we have the order book. Looking historically, of course, a peak in 2008, 2009, and since then the order book has come down. Around 5.7 for product tankers, which is a relatively low number historically. Just as a comparison there you can see the LNG and container at the bottom of the table, which is around 30%. On the next slide, please. The product tanker growth forecast, which going forward from this year to 2025 average around 2+%, 2.3% per year. It's come up somewhat since the same number in Q1 when it was 2%. Still low compared to the averages in 2018, 2021, and 2013-2021. Next slide, please. The X factors or the black swans that we need to keep an eye on, obviously geopolitical instabilities with Ukraine, with Taiwan, and how that affects Western energy policy. How much this will actually affect demand side. Demand destruction, which is the key word these days, how much will this affect demand? We have the green transition, which is ongoing. The sort of energy lack of energy overall will most likely lead to investment in all types of energy sources, green as well as older fossil ones, to ensure energy security for and basically keeping industries open and warming homes going forward. Finally, the sanctioned countries or countries which have for other reasons not been able to produce like Libya, Iran, et cetera. Can they come back to the international markets in what volumes and what effect will that have on crude prices and volumes and inventories? We go to the next slide and to round off then, to sum up. First of all, we are very happy that we're able to produce a positive result in this quarter. We are happy that we've been able to keep a reliable and very safe operation. There is a positive market sentiment and a strong market outlook going forward. We have the fleet on time charter with profit share and one ship on bareboat. We have improved the liquidity for the company. Overall, we are optimistic on asset values going forward, which could lead to potential new sales opportunities in the future. With that, we conclude the presentation, and we leave the floor open for questions. 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 two to cancel. There will be a brief pause while questions are being registered. At this time there are no questions on the phone lines, so I hand the word back to the speakers. With that, we would like to say thank you and see you all in November. We hope for a good and safe quarter. Take care out there. See you. Bye-bye. Thank you. Bye-bye.