Management’s Discussion and Analysis Of
Financial Condition and Results of Operations
Unless the context otherwise requires, as used herein, the terms “OceanPal,” “Company,” “we,” “us,” and “our” refer to OceanPal Inc. and its consolidated subsidiaries. We were incorporated by Diana Shipping Inc. (“Diana Shipping”), under the laws of the Republic of the Marshall Islands on April 15, 2021, to serve as the holding company of the three former vessel-owning subsidiaries that were contributed to us by Diana Shipping, together with $1.0 million in working capital, in connection with the distribution of all of our issued and outstanding common stock to Diana Shipping’s shareholders on November 29, 2021.
The following management’s discussion and analysis should be read in conjunction with our unaudited interim consolidated financial statements and their notes attached hereto. This discussion contains forward-looking statements that reflect our current views with respect to future events and financial performance. Our actual results may differ materially from those anticipated in these forward-looking statements. For additional information relating to our management’s discussion and analysis of financial condition and results of operation of the Company, please see our annual report on form 20-F for the year ended December 31, 2022 filed with the with the SEC on March 30, 2023.
Effective December 22, 2022, and June 8, 2023, we effected a one-for-ten and a one-for-twenty reverse stock split, respectively, on our then issued and outstanding shares of common stock. All share and per share amounts disclosed in this report give effect to these reverse stock splits, retroactively, as applicable, for all periods presented.
Our Operations
We charter our vessels to customers pursuant to short to medium-term time charters, although we may also charter our vessels in the spot market and on longer-term time charters.
Under our time charters, the charterer typically pays us a fixed daily charter hire rate and other compensation costs related to the charter contracts (such as ballast positioning compensation, holds cleaning compensation, etc.) and bears all voyage expenses, including the cost of bunkers (fuel oil) and port and canal charges. We remain responsible for paying the chartered vessel’s operating expenses, including the cost of crewing, insuring, repairing, and maintaining the vessel, the costs of spares and consumable stores, tonnage taxes and other miscellaneous expenses, and we also pay commissions to one or more unaffiliated ship brokers and to our related party managers for the arrangement of the relevant charter.
Fleet Employment table as of September 12, 2023
Vessel BUILT DWT | | Sister Ships* | | Gross Rate (USD/Day) | | Com** | | | Charterers | Delivery Date to Charterers*** | Redelivery Date to Owners**** | | Notes |
3 Panamax Bulk Carriers |
1 | | PROTEFS 2004/ 73,630 dwt | | A | | $ | 7,000 | | 5.00 | % | | REFINED SUCCESS LIMITED | 30-May-23 | 29-Jul-23 | | |
| | | | | | $ | 3,000 | | 5.00 | % | | CHINALAND SHIPPING PTE LTD. | 01-Aug-23 | 12-Sep-23 | | |
| | | | | | $ | 10,500 | | 5.00 | % | | LOUIS DREYFUS COMPANY FREIGHT ASIA PTE LTD | 12-Sep-23 | 10-Jan-24 – 25-Mar-24 | | |
2 | | CALIPSO 2005/ 73,691 dwt | | A | | $ | 6,250 | | 5.00 | % | | ORIENTAL PAL SHIPPING PTE., LTD. | 07-Jun-23 | 14-Jul-23 | | |
| | | | | | $ | 6,300 | | 5.00 | % | | GUO LONG XIANG LIMITED | 14-Jul-23 | 13-Aug-23 | | |
| | | | | | $ | 6,000 | | 5.00 | % | | 13-Aug-23 | 26-Sep-23 | | 1 |
3 | | MELIA 2005/ 76,225 dwt | | | | $ | 14,000 | | 5.00 | % | | LOUIS DREYFUS COMPANY FREIGHT ASIA PTE LTD | 09-Apr-23 | 26-Aug-23 | | |
| | | | | | $ | 6,250 | | 5.00 | % | | ASL BULK SHIPPING LIMITED | 26-Aug-23 | 20-Oct-23 | | 2,3 |
2 Capesize Bulk Carriers |
4 | | SALT LAKE CITY 2005/ 171,810 dwt | | | | $ | 15,400 | | 5.00 | % | | PACBULK SHIPPING PTE. LTD. | 24-Apr-23 | 26-Jul-23 | | 4 |
5 | | BALTIMORE 2005/ 177,243 dwt | | | | $ | 13,300 | | 5.00 | % | | Koch Shipping Pte. Ltd., Singapore | 08-Feb-23 | 22-Sep-23 | | 5 |
* | Each dry bulk carrier is a "sister ship", or closely similar, to other dry bulk carriers that have the same letter. |
** | Total commission percentage paid to third parties. |
*** | In case of newly acquired vessel with new time charter attached, this date refers to the expected/actual date of delivery of the vessel to the Company. |
**** | Range of redelivery dates, with the actual date of redelivery being at the Charterers' option, but subject to the terms, conditions, and exceptions of the particular charterparty. |
1 | Redelivery date on an estimated time charter trip duration of about 44 days. |
2 | For redelivery of the vessel in South of Xiamen, the gross rate will be 6,100USD/day. |
3
| Redelivery date on an estimated time charter trip duration of about 55 days. |
4
| Currently without an active charter party. Vessel on scheduled drydocking. |
5
| Based on latest information. |
Operating Results
Important Measures in Analyzing our Results of Operations
We believe that important measures for analyzing trends in our results of operations consist of the following:
Ownership days. Ownership days are the aggregate number of days in a period during which each vessel in our fleet has been owned by us. Ownership days are an indicator of the size of our fleet over a period and affect both the amount of revenues and the amount of expenses that we record during a period.
Available days. Available days are the number of our Ownership days less the aggregate number of days that our vessels are off-hire due to scheduled repairs or repairs under guarantee, vessel upgrades or special surveys and the aggregate amount of time that we spend positioning our vessels for such events. The shipping industry uses Available days to measure the number of days in a period during which vessels should be capable of generating revenues.
Operating days. Operating days are the number of Available days in a period less the aggregate number of days that our vessels are off-hire due to any reason, including unforeseen circumstances. The shipping industry uses Operating days to measure the aggregate number of days in a period during which vessels actually generate revenues.
Fleet Utilization. We calculate Fleet utilization by dividing the number of our Operating days during a period by the number of our Available days during the period. The shipping industry uses fleet utilization to measure a company’s efficiency in finding suitable employment for its vessels and minimizing the number of days that its vessels are off-hire for reasons other than scheduled repairs or repairs under guarantee, vessel upgrades, special surveys or vessel positioning for such events.
TCE rate. Time charter equivalent rate, or TCE rate, is defined as our time charter revenues less voyage expenses during a period divided by the number of our Available days during such period, which is consistent with industry standards. Voyage expenses primarily include port charges, bunker (fuel) expenses, canal charges and commissions. TCE rate is a non-GAAP measure, and management believes it is useful to investors because it is a standard shipping industry performance measure used primarily to compare daily earnings generated by vessels on time charters with daily earnings generated by vessels on voyage charters, because charter hire rates for vessels on voyage charters are generally not expressed in per day amounts while charter hire rates for vessels on time charters are generally expressed in such amounts.
The following table reflects our Ownership days, Available days, Operating days, Fleet utilization and TCE rate for the periods indicated:
| | For the six months ended June 30, 2023 | | | For the six months ended June 30, 2022 | |
Ownership days | | | 867 | | | | 543 | |
Available days | | | 847 | | | | 516 | |
Operating days | | | 840 | | | | 498 | |
Fleet utilization | | | 99.2 | % | | | 96.5 | % |
Time charter equivalent (TCE) rate | | $ | 9,453 | | | $ | 14,824 | |
The following table reflects the calculation of our TCE rate for the periods presented:
| | For the six months ended June 30, 2023 | | | For the six months ended June 30, 2022 | |
Time charter revenues | | $ | 9,283 | | | $ | 8,246 | |
Less: Voyage expenses | | | (1,276 | ) | | | (597 | ) |
Time charter equivalent revenues | | $ | 8,007 | | | $ | 7,649 | |
Available days | | | 847 | | | | 516 | |
Time charter equivalent (TCE) rate | | $ | 9,453 | | | $ | 14,824 | |
Factors Affecting our Results of Operations
Our results of operations are affected by numerous factors. The principal factors that have impacted our business during the fiscal periods presented in the following discussion and analysis and that are likely to continue to impact our business are the following:
Time Charter Revenues
Under our time charters, the charterer typically pays us a fixed daily charter hire rate and other compensation costs related to the charter contracts (such as ballast positioning compensation, holds cleaning compensation, etc.) and bears all voyage expenses, including the cost of bunkers (fuel oil) and port and canal charges. However, our voyage results may be affected by differences in bunker prices as we may incur gain/loss on bunkers when the cost of the bunker fuel sold to the new charterer is greater or less than the cost of the bunker fuel acquired. Our revenues are driven primarily by the number of vessels in our fleet, the number of days during which our vessels operate and the amount of daily charter hire rates that our vessels earn under charters, which, in turn, are affected by a number of factors, including:
| • | the duration of our charters; |
| • | our decisions relating to vessel acquisitions and disposals; |
| • | the amount of time that we spend positioning our vessels; |
| • | the amount of time that our vessels spend in drydock undergoing repairs; |
| • | maintenance and upgrade work; |
| • | the age, condition and specifications of our vessels; |
| • | levels of supply and demand in the dry bulk shipping industry; and |
| • | other factors affecting spot market charter rates for our dry bulk carriers. |
Vessels operating on time charters for a certain period of time provide more predictable cash flows over that period of time but can yield lower profit margins than vessels operating in the spot charter market during periods characterized by favorable market conditions. Vessels operating in the spot charter market generate revenues that are less predictable but may enable their owners to capture increased profit margins during periods of improvements in charter rates although their owners would be exposed to the risk of declining charter rates, which may have a materially adverse impact on financial performance. Further, as we employ vessels on period time charters, future spot time charter rates may be higher or lower than the rates at which we have employed our vessels on period time charters. Our time charter agreements subject us to counterparty risk. In depressed market conditions, charterers may seek to renegotiate the terms of their existing charter parties or avoid their obligations under such contracts. Should a counterparty fail to honor its obligations under an agreement with us, we could sustain significant losses which could have a material adverse effect on our business, financial condition, results of operations and cash flows.
Voyage Expenses
We incur voyage expenses that primarily consist of commissions because all of our vessels are employed under time charters that require the charterer to bear voyage expenses such as bunkers (fuel oil), port and canal charges. When a vessel is delivered to a charterer, bunkers are purchased by the charterer and sold back to us on the redelivery of the vessel. Although the charterer bears the cost of bunkers, our voyage expenses may be affected by differences in bunker prices, and we may record a gain or a loss deriving from such price differences as well as bunker consumption costs during periods when our vessels are repositioning, off-hire or idle. Bunkers’ gain, or loss, results when a vessel is redelivered by her charterer and delivered to the next charterer at different bunker prices, or quantities. We pay commissions on each charter to one or more unaffiliated ship brokers associated with the charterers for arranging our charters. In addition, we pay commissions to DWM and Steamship for the provision of management and brokerage services, pursuant to the terms of our management agreements with these related party managers.
Vessel Operating Expenses
We remain responsible for paying the vessels’ operating expenses, including the cost of crewing, insuring, repairing and maintaining the vessel, the costs of spares and consumable stores, tonnage taxes, environmental and safety expenses. Our vessel operating expenses are expensed as incurred and generally represent fixed costs. Expenses for repairs and maintenance, however, tend to fluctuate from period to period because most repairs and maintenance typically occur during periodic drydocking. Our ability to control our vessels’ operating expenses also affects our financial results.
Vessel Depreciation
The cost of our vessels is depreciated on a straight-line basis over the estimated useful life of each vessel. Depreciation is based on the cost of the vessel less its estimated salvage value. We estimate the useful life of our dry bulk vessels to be 25 years from the date of initial delivery from the shipyard, which we believe is common in the dry bulk shipping industry. Furthermore, we estimate the salvage values of our vessels based on historical average steel prices of the cost of the light-weight ton of vessels being scrapped.
General and Administrative Expenses
We incur general and administrative expenses which generally include compensation and fees towards our directors and consultants, compensation cost of restricted stocks awarded to senior management and directors, brokerage fees, traveling, promotion and other expenses related to a listed public company, such as legal and professional expenses and other general corporate expenses. These expenses are relatively fixed and are not widely affected by the size of our fleet.
Change in fair value of warrants’ liability
In connection with equity offerings we contemplate or may contemplate from time to time in the future, we issue or may issue financial instruments meeting the classification of liability, such as warrants. These instruments are initially measured at fair value and are subsequently remeasured at each balance sheet and settlement date with the offsetting adjustments recorded within the consolidated statements of comprehensive income/(loss) as change in the fair value of warrants’ liability.
Inflation and Increased Interest Rates
Inflation and increased interest rates do not have a material effect on our expenses given current economic conditions and management does not consider inflation or interest rates to be a significant risk to direct costs in the current and foreseeable economic environment. It is anticipated that insurance costs, which have risen over the last three years, may well continue to rise over the next few years. Maritime transportation is a specialized area and the number of vessels is increasing. There will therefore be an increased demand for qualified crew and this has and will continue to put inflationary pressure on crew costs. However, in a shipping downturn, costs subject to inflation and increased interest rates can usually be controlled because shipping companies typically monitor costs to preserve liquidity and encourage suppliers and service providers to lower rates and prices in the event of a downturn.
For a description of our recent developments subsequent to June 30, 2023, please refer to Note 9 (“Subsequent Events”) to our unaudited interim consolidated financial statements for the six months ended June 30, 2023, included elsewhere in this report.
Results of Operations
Six months ended June 30, 2023 compared to six months ended June 30, 2022
(in millions of U.S. dollars except for share and per share data) | | Six months ended June 30, 2023 | | | Six months ended June 30, 2022 | |
Results of Operations | | | | | | |
Time charter revenues | | $ | 9.28 | | | $ | 8.25 | |
Voyage Expenses | | | (1.28 | ) | | | (0.60 | ) |
Vessel Operating Expenses | | | (5.04 | ) | | | (2.94 | ) |
Depreciation and amortization of deferred charges | | | (4.04 | ) | | | (2.02 | ) |
General and Administrative expenses | | | (2.61 | ) | | | (1.22 | ) |
Management fees to related parties | | | (0.61 | ) | | | (0.41 | ) |
Change in fair value of warrants’ liability | | | 6.34 | | | | - | |
Finance costs | | | (0.90 | ) | | | - | |
Interest income | | | 0.21 | | | | - | |
Net income and comprehensive income | | | 1.35 | | | | 1.06 | |
Net income / (loss) and comprehensive income / (loss) attributable to common stockholders | | $ | 0.02 | | | $ | (0.28 | ) |
Earnings/(Loss) per share, basic | | | 0.02 | | | | (2.16 | ) |
Loss per share, diluted | | | (4.49 | ) | | | (2.16 | ) |
Weighted average number of common shares, basic | | | 1,362,644 | | | | 128,456 | |
Weighted average number of common shares, diluted | | | 1,405,001 | | | | 128,456 | |
Time Charter Revenues. Time charter revenues increased by $1.03 million, to $9.28 million in the six months ended June 30, 2023, from $8.25 million in the six months ended June 30, 2022, mainly due to the increase in our Operating days to 840 in the six months ended June 30, 2023 from 498 in the six months ended June 30, 2022 as our fleet size increased to five vessels during the six months ended June 30, 2023, from three vessels in the six months ended June 30, 2022, partially set-off by the decreased average time charter rates as a result of the overall weaker dry bulk market conditions during the six months ended June 30, 2023.
Voyage Expenses. Voyage expenses increased by $0.68 million, to $1.28 million in the six months ended June 30, 2023, compared to $0.60 million in the six months ended June 30, 2022, mainly due to losses from price differences in the cost of bunker fuel delivered by the previous charterer on vessel re-delivery and the bunker fuel sold to the new charterer on delivery under certain of our charters (loss from bunkers in the six months ended June 30, 2023 compared to gain from bunkers in the six months ended June 30, 2022) and the increase in commissions as a result of the increase in time charter revenues.
Vessel Operating Expenses. Vessel operating expenses increased by $2.10 million, to $5.04 million in the six months ended June 30, 2023, compared to $2.94 million in the six months ended June 30, 2022, mainly due to the increase in the size of our fleet and Ownership days, as well as the increased repair, spares and stores costs for certain of our vessels.
Depreciation and amortization of deferred charges. Depreciation and amortization of deferred charges increased by $2.02 million, to $4.04 million in the six months ended June 30, 2023, compared to $2.02 million in the six months ended June 30, 2022, due to (i) the $1.78 million increase in depreciation expense following the increase in our Ownership days, and (ii) the $0.24 million deferred dry-docking amortization costs charged in the six months ended June 30, 2023 for the M/V Protefs and the M/V Calipso which underwent dry-docking during the third quarter of 2022 and the first quarter of 2023, respectively, compared to no amortization expense in the six months ended June 30, 2022, as none of the vessels completed a dry-docking survey during such period.
General and Administrative Expenses. General and administrative expenses increased by $1.39 million, to $2.61 million during the six months ended June 30, 2023, compared to $1.22 million during the six months ended June 30, 2022. This increase is mainly attributed to additional expenses incurred by the Company mainly in relation to brokerage services’ fees as per the amended agreement terms, compensation cost on restricted convertible Series C preferred stock awarded to non-executive directors in April 2022 and March 2023, performance bonuses to a related party, as well as other professional charges essential for the conduct of our business.
Management fees to related parties. Management fees to related parties increased by $0.20 million, to $0.61 million in the six months ended June 30, 2023, compared to $0.41 million in the six months ended June 30, 2022. This variation was mainly due to the increase in the size of our fleet period over period and the resulting increase in our Ownership days. Management fees paid for each period were in accordance with the terms of the management agreements then in place.
Change in fair value of warrant liability. Changes in fair value of warrants’ liability was $6.34 million for the six months ended June 30, 2023, compared to $nil for the same period in 2022. The gain of $6.34 million during the six months ended June 30, 2023, resulted from (i) the change in the fair value of the liability for the outstanding private placement warrants, as of June 30, 2023 as compared to the fair value that those warrants were initially measured, and (ii) the fair value changes from initial measurement date to the settlement date for those private placement warrants that were exercised during the six months ended June 30, 2023. There was no such transaction during the same period of 2022.
Finance costs. The $0.90 million finance costs incurred during the six months ended June 30, 2023, represent the pro rata portion of the aggregate fees and costs incurred in the registered direct offering and the private placement of February 2023 allocated to the private placement warrants liability at their issuance date that were expensed as incurred as of such date.
Interest income. Interest income was $0.21 million for the six months ended June 30, 2023, compared to $nil for the same period in 2022. The amount relates solely to interest earned from time deposits.
Liquidity and Capital Resources
We have historically financed our capital requirements with cash flows from operations and proceeds from equity offerings. Our operating cash flows are generated from chartering our vessels, through our subsidiaries. Our main uses of funds have been capital expenditures for the acquisition of new vessels, expenditures incurred in connection with ensuring that our vessels comply with international and regulatory standards, and payments of dividends.
As of June 30, 2023, we did not have any contractual obligations other than those recurring obligations related to our Series C and Series D preferred shares dividends. On June 28, 2023, and June 30, 2023, we declared and had the obligation to pay dividends on our issued and outstanding convertible Series C preferred stock and Series D preferred stock amounting to $307 and $240, respectively, both of which were paid to preferred stockholders through available cash on July 17, 2023. During the six months ended June 30, 2023, we paid cash dividends on our Series C and D preferred holders in the aggregate amount of $1.0 million which was funded through available cash. Also, in February 2023, we acquired the Panamax vessel M/V Melia from Diana Shipping Inc. for a purchase price of $14.0 million, which was funded through $4.0 million in cash and $10.0 million through the issuance of 13,157 of our Series D preferred shares, 8,590 of which have been redeemed as of the date of this report by being distributed on June 9, 2023 by Diana Shipping Inc. as a dividend to Diana Shipping Inc. common shareholders.
On August 29, 2023, we agreed to become a strategic partner and invest in a Norwegian entity, RFSea Infrastructure II AS, that will construct, at Wuhu Shipyard Co., Ltd. (China), under two separate newbuilding contracts, two 6,600 dwt methanol-ready, stainless steel chemical tankers with expected deliveries during the fourth quarter of 2025 and the first quarter of 2026, respectively. As a result of entering into this transaction, as of the date of this report, we have committed capital expenditures in this investment in the aggregate amount of $4.13 million, which are expected to be due in three equal instalments of $1.38 each in September 2023, late 2024 and early 2025. Generally, we also incur capital expenditures for vessel improvements to meet new regulations and comply with international and regulatory standards. The loss of earnings associated with the decrease in operating days together with the capital needs for repairs and upgrades result in increased cash flow needs.
We will require capital to fund ongoing operations, vessel improvements to meet requirements under new regulations, the payment of dividends on our Series C and Series D preferred stock, as well as the above discussed chemical tankers investment. We intend to finance our future growth through a combination of cash generated from operations, proceeds from equity offerings and borrowings from debt transactions, as deemed appropriate by our management and board of directors.
For the six months ended June 30, 2023, our principal sources of funds were $13.66 million net proceeds from the registered direct offering comprising of
15,000,000 units, and the private placement of 15,000,000 warrants which were concluded in February 2023, and $0.56 million net cash provided by our operating activities. As at June 30, 2023, working capital, which is current assets minus current liabilities, amounted to $20.22 million.
Cash and cash equivalents as at June 30, 2023 was $17.60 million. We consider highly liquid investments such as time deposits and certificates of deposit with an original maturity of three months or less to be cash equivalents. Cash and cash equivalents are held in U.S. dollars.
Cash Flows
Net Cash Provided by Operating Activities
Net cash provided by operating activities of the Company for the six months ended June 30, 2023 amounted to $0.56 million representing a decrease of $1.81 million compared to 2.37 million in the six months ended June 30, 2022. The decrease in net cash provided by operating activities was attributable to the decrease of $2.47 million in net income after adjusting for non-cash items (such decrease discussed under “Results of Operations” in detail) and the $0.55 million cash outflows in the period related to dry dockings, which was partially offset by $1.21 million due to the decrease in the six months ended June 30, 2023 of working capital outflows compared to the six months ended June 30, 2022.
Net Cash Used in Investing Activities
Net cash used in investing activities in the six months ended June 30, 2023 amounted to $4.10 million and represents payments of (i) $4.0 million being the cash consideration of the purchase price regarding the acquisition of the M/V Melia in February 2023, in accordance with the terms of the Memorandum of Agreement (“MoA”), and (ii) $0.10 million relating to vessel improvement costs. Net cash used in investing activities during the six months ended June 30, 2022 was $4.78 million and represents payments of (i) $4.4 million cash consideration of the purchase price regarding the acquisition of the M/V Baltimore in accordance with the terms of the MoA and (ii) $0.38 million relating to vessel improvement costs.
Net Cash Provided by Financing Activities
Net cash provided by financing activities in the six months ended June 30, 2023, was $12.69 million and comprised from (i) net proceeds of $13.66 million from the issuance of units (comprising of shares of common stock or pre-funded warrants, and Class B warrants) as well as private placement warrants and the exercise of prefunded warrants in the registered direct offering and the private placement that were completed in February 2023, (ii) $0.03 million proceeds from the issuance of the newly designated Series E preferred stock of the Company, less $1.0 million of dividends paid to Series C and Series D preferred holders during the same period.
Net cash provided by financing activities in the six months ended June 30, 2022 amounted to $11.72 million, and comprise from net proceeds of $14.68 million from the issuance of units (comprising of common stock or prefunded warrants and Class A warrants), common stock and Class A warrants, and the exercise of Class A warrants, under the underwritten public offering completed in January 2022 less $2.96 million of dividends paid to common, Class A warrants and Series C preferred holders during the same period.