Welcome to the Costamare Inc. conference call on the fourth quarter 2017 financial results. We have with us Mr. Gregory Zikos, Chief Financial Officer of the company. At this time, all participants are in a listen-only mode. There will be a presentation followed by a question and answer session, at which time, if you wish to ask a question, please press star one on your telephone keypad and wait for your name to be announced. I must advise you that this conference is being recorded today, Wednesday, January 24, 2017. We would like to remind you that this conference call contains forward-looking statements. Please take a moment to read slide number two of the presentation, which contains the forward-looking statements. Thank you. I will now pass the floor to your speaker today, Mr. Zikos. Please go ahead, sir.
Thank you. Good morning, ladies and gentlemen. 2018 started with a positive momentum across the board. So far, larger vessels have captured most of the upswing, hopefully, this will give a further boost to the smaller sizes as well. During the last quarter of the year, the company delivered profitable results. On January 23rd, we accepted delivery of the containership vessel Polar Argentina, which is the first of the two 3,800 TEU new buildings ordered together with our partners, York Capital. Upon delivery, the vessel commenced a seven-year time charter to Hamburg Süd. The acquisition has been financed with cash from operations and debt provided by a leading Asian financial institution. In November, we acquired the 2005 build, 2,500 TEU containership vessel CMA CGM L'Etoile. The acquisition was 100% financed with cash from operations.
On the chartering side, we chartered in total 16 ships since last quarter. Today we have no ship laid up. Finally, on the dividends, we declared our consecutive 29th dividends since going public. Insiders have decided, as has been the case since June 2016, to reinvest in full their cash dividends in new shares. Moving now to the slides presentation. On slide three, you can see a summary of our recent chartering activity. All ships are employed, you can see the rates at which the 11,000 TEU ships have been chartered. Since the beginning of the year, larger ships have captured most of the upside. On slide four, you can see the details on the delivery of the one 3,800 TEU new building, as well as on the acquisition of the second-hand ship. Moving on to slide five.
During the previous quarter, we declared $0.10 cash dividend per share on our common equity and dividends for all three classes of our preferred stock. As already mentioned, insiders have decided to invest all their fourth quarter cash dividends in new shares under our dividend reinvestment plan. On slide six, you can see the fourth quarter 2017 results. During the fourth quarter of this year, the company generated revenues of $101 million and adjusted income of $18.4 million. Based on the above, the fourth quarter adjusted EPS amounts to $0.17. Our adjusted figures take into consideration the following non-cash items: the accrued charter revenues, accounting gains or losses from asset disposals and impairments, prepay lease rentals, and other non-cash charges. On slide seven, we are showing the revenue contribution for our fleet.
99% of our contracted cargoes comes from first class charterers like Evergreen, MSC, Maersk, COSCO, and Hapag-Lloyd. We have $1.2 billion in contracted revenues and the remaining time charter duration of about three years. Moving on to slide eight. At the end of this quarter, we had cash on balance sheet of $219 million. We are conservatively managing our balance sheet, having brought down net debt from $1.7 billion in 2013 to $1 billion as of today. During a five-year period, we have also raised debt funding of close to $750 million for new business. Based on the expected compliance certificates to be provided to our lenders, we have a leverage in the region of 50%. On the last slide, we are discussing the market. Charter rates have moved up substantially during 2017. The idle fleet currently is at a low level of 1.8%.
The order book remains at historically low levels of less than 13%. As already mentioned, we are actively looking for new transactions in this market environment. This concludes our presentation, and we can now take questions. Thank you. Operator, we can take question now.
Thank you. As a reminder, if you would like to ask a question, please press star one on your telephone keypad and wait for your name to be announced. If you wish to cancel your request, please press star two. That is star one to ask a question. The first question comes from Fotis Giannakoulis of Morgan Stanley. Please go ahead.
Yes. Hi, Greg. Congratulations on the profitable quarter. You mentioned in your last comment that you are looking for more opportunities. Can you identify where these opportunities are? We saw that you bought another secondhand vessel, so I was wondering if the market now with the improvement that we have seen is becoming open for new building acquisitions like the ones that you have done in a large scale before.
Yes. Look, in the previous calls, we had mentioned that the new building market has not been very active. However, I have to say that over the last month, we've seen more activity in the new building market, and we feel that going forward, there will be a lot of opportunities there. Now, as company, we've done a lot of new buildings, and we have arranged pre and post-delivery financing with top-class charterers. So this is definitely a source for new transactions. At the same time, the second-hand market is also active. We bought this second-hand ship, the CMA CGM L'Etoile. It's a 2005 build, 2,500 TEUs with equity. It has a charter up until March of 2018.
We felt that this is a good acquisition, a good opportunity. There are definitely deals to be done in the second-hand market, either with or without a medium or long-term charter. Overall, I would say that we are positive for opportunities going forward.
This new building opportunity that they might present in the near future, how do they compare with your previous deals in terms of length of charters that they will be offered? You will be willing to accept? Also, how do you view your cost of capital vis-a-vis other participants, other competitors? I'm talking about both other charter owners, or even the Chinese leasing houses that they have been active in other sectors in the shipping space.
Yeah. First of all, for the new buildings, I think there is possibility that the deals might be with a back-to-back charter, which could be for five, eight, 10, or even for a longer period of charter coverage. Traditionally, we have been doing new buildings with long-term charter coverage. These Cambuges vessels, they have a seven-year time charter. In the past, the 14,000 TEU ships we've done, they had a 10-year time charter. There is nothing concrete today, generally speaking, I think that there could be opportunities with a medium to long-term time charter attached. Now, regarding cost of capital and access to financing, in the past, we've used for new buildings, traditional bank debt. We have also used Chinese leasing for pre and post-delivery financing.
We feel today based on our track record, based on the fact that we never had a restructure, and financing compliance certificates with 50% leverage, that we do have quite a competitive cost of capital, and definitely we have access to commercial bank debt at very competitive terms. I'm not allowed to give you specific figures, but I think that our cost base in funding is extremely competitive today, especially when in some transactions we are also in a position to provide our corporate guarantee.
Can you comment also about the competition, how this cost of capital compares with other charter owners and do you see that the leasing houses can be participants or competitors in any of these potential transactions?
Yes. I feel that, first of all, I cannot provide you with specific figures. Again, I don't know the details of what everybody has been doing. I can tell you that our view is by looking at numbers and on market information that regarding commercial bank debt or Chinese leasing, that we are quite competitive today and this is a competitive advantage that we are willing to pass on to the charter, which is our client. Regarding Chinese lessors, they have been participating in the market. We have also used Chinese leasing. I think that this should be considered also as a funding source, especially in cases where traditional commercial banks are no longer willing to provide pre and post-delivery financing for long tenors, meaning two-year pre-delivery financing, eight or 10-plus years post-delivery.
This gap to a big extent has been covered by Chinese leasing companies, which also are selective. I think that this is a financing source which adds to our capabilities in raising commercial bank debt.
Thank you, Greg. One last question. We have seen market getting much better this year. We have seen even a more impressive decline in idle capacity. Charter rates seem that they have improved. They have not gone as high as this below 2% idle capacity would indicate. What is your outlook for this year and the next couple of years? How do you view the supply and demand developing and illustrating at the charter rates?
Yeah. A couple of points. First of all, we cannot forecast the market, but I can tell you that, let's start from the demand. The demand we see up to now, and especially the demand we experienced in 2017, has been extremely positive. We are also seeing very positive demand trends now since the beginning of 2018. The number of idle ships has come down at below 2%. This is a very low number, and this is very encouraging taking into account that historically, the number of idle ships has been growing prior to Chinese New Year. Whereas now we see idle capacity going down in January. This is definitely very promising. Charter rates have moved up and especially if someone compares 2017 to 2016, we will see a huge difference across the board.
I have to say that the year to date, we've seen more upside in the larger vessels, especially in the modern 10,000, 11,000 TEU ships, although the whole market has moved up. I cannot predict where charter rates will be going, but I can tell you that there are positive signs year to date.
Thank you very much, Greg.
Our next question today comes from Chris Wetherbee of Citigroup. Please go ahead.
Yeah. Hey, thanks. Good afternoon, guys.
Hi, Chris.
Wanted to ask about sort of chartering activity in the relative near term. You did a lot of work in Q4 and early Q1 to extend a bunch of ships, I guess. As we think out, well, I guess maybe two questions. First, you're in a lot of 45 to 90-day charters. How much duration or is there any duration in the market? How much of a discount would you have needed to have taken to put those ships out a little longer? And then maybe how do you think about sort of the environment in 45 to 90 days, and will you be able to sort of charter these into what you think might be a strengthening environment?
Yeah. First of all, we also had ships like the COSCO vessels, which are 9,500 TEUs, which we have chartered out for six months. I think, okay, there were some charters for 45 to 90 days. I think that overall, the charter length, if someone takes a big picture, the charter length overall has been improving in the market, which is a positive sign. It depends on the specifics of each vessel or the characteristics of the trade where sort of each vessel is trading which are also factors in the charter length. Of course, in the charter rate that we're going to be receiving. As you can see for the 11,000 TEU ships, which have been chartered at substantially higher rates compared to the previous fixtures, we have fixed them for a year at a much higher rate.
It depends on the vessel, and it depends on the trade and on the physical condition of the asset. I don't have a specific answer because we will have to go ship by ship. Overall, I would say that the market looks stronger, and on average, charter periods are now becoming longer compared to shorter in the past.
Okay. No, that's helpful. I wanted to talk about the impairment for a minute. I don't know if you've identified the ships or how you think about maybe potential sales as you move through 2018, so sales of vessels and sort of where you might be more interested in potentially monetizing some of these assets as they roll off of charter over the course of this year.
Yeah, those impairments we took in total $18 million of impairments. If you look at sort of historically from our financial statements for a ship of 70 plus vessels, the total impairment we've taken is like $20 million, $25 million or sort of something like that, which is a very low number. For us, it's on balance of north of $2 billion. For those vessels, this is an accounting treatment, and I would say on a very conservative basis. The fact that we took an accounting impairment does not mean that those vessels will not continue trading as long as their physical condition allows it and there is a market. We consider it as an accounting measure, which again has been taken based on conservative considerations. We don't think that this reflects the value potential of those ships.
Some of those ships may be scrapped in the future. Now scrap prices are sort of relatively high. The fact that we took those impairments does not indicate anything about the potential of those ships.
Are sales still likely in terms of 2018? Are you looking to potentially monetize into a slightly stronger market, or how are you thinking about that now?
We have been traditionally renewing our fleet. If we feel that based on the scrap prices which are now high, we can sell a ship where we feel that the potential of that asset is not great. With that equity from the scrap proceeds, we can buy a five or seven years younger vessel with good specifics and characteristics. Of course, we're going to be doing this, and this is what we may be doing. We will have to look at it on a case-by-case basis. In the past, we've done it a lot of times, and when you have scrap prices at close to $480 or $500 per ton, this is definitely a good opportunity to do it, and we are looking into it. It depends on what we will find to replace.
If not, and if we consider replacement values too high and those ships are still operating, we could keep some of those. I would say that overall we are quite flexible. Of course, we know that it makes sense to renew the fleet when the scrap prices are high.
No problem. Okay. Thanks for the time. Appreciate it.
Thank you.
Ladies and gentlemen, as a reminder, if you would like to ask a question, please press star then one at this time. Today's next question comes from Ben Nolan at Stifel. Please go ahead.
Yeah. Hey, Greg. This relates, I think, to something that you had mentioned or sort of part of your answer to Chris's question. When looking through the time charter market, you did renew or have short-term renewals on some of those COSCO vessels, which are almost 10,000 TEU vessels. Although at the same time, we've seen, including some of your own vessels, 11,000 vessels, numbers that are almost twice as high in terms of the charter rate. Is that a function of the age, or is there a substantial premium in today's market for much more modern fuel-efficient assets? Is that how we should think of?
Yeah
the market?
Those 11,000 TEUs, they were delivered last year. They are new buildings. The rates today are at around, of course, it depends on the charterer, and also on the tenure. The $28,000 per day shows a much stronger market for those ships. The COSCO vessels, they were ships which were ordered in 2003, delivered in 2006, and they came off a 12-year charter in 2018. I still believe that the $16,000 today for those vessels, bearing in mind where the market is, it's a rate that makes sense. Of course, there is some difference because you have 2017 vessels and 2006 vessels built. It doesn't mean that in a healthy market that the older vessels will not be commanding higher charter rates as well.
We felt that for the time being, having a direct continuation of those ships for six months and not for a longer period at $16,000, it is something that made sense. Then we'll see.
Okay. Along those same lines, would you characterize the appetite for longer-term charters, maybe almost exclusively or at least very, very heavily weighted for the more modern ships relative to older equipment?
Yes, but you can always come up with a longer time charter with a fixture for a sort of older vessel. As a rule of thumb, today, I would say yes. I have to remind you that some 2014 wide-beam ships we bought beginning of 2017, they were chartered for seven years. A sort of 2013 vessel, it was chartered for five years. I don't think that this is a specific rule. We've seen five or seven-year charters for ships that could be three or five years old.
Okay. Then just sort of looking forward strategically, obviously, we have the sulfur emission regulations coming into play in less than two years from now. As you pointed out, there's already a very big delta between what a more modern and more efficient ship can earn versus what an older ship can earn. Ideally, that would grow even wider should fuel prices inflate as a function of low sulfur regulations. How do you see that all playing out, and is that assumption correct, first of all, in your view? Then, what are you doing sort of strategically in preparation for that?
Look, this is something we know that will be happening from 2020. We are looking into it, but there are also a lot of considerations. The CapEx required per vessel could be a substantial amount of money. We need to know how those upgrades will be paid back. I'm not sure what's going to be the gas oil prices or the low sulfur prices in 2020 and what's going to be the difference to the fuel expenses for the fuel used today. This is something we are considering. I don't have an answer on that yet, but this is something we're currently working on. We need to make sure that if someone makes that investment, this investment will make sense and that this will be paid back because this is money coming from our shareholders.
This is something we definitely have to look into it quite carefully. Now, in a good market, all the ships are being employed, and all the ships are receiving a healthy rate. I'm not sure that I would say that after 2020, if ships are not equipped with scrubbers, they will not be commanding charter rates that will make sense. I'm not sure about it at all. I would have to be a bit more careful, and we are evaluating the situation, and we will be reverting on that, but we don't want to take any decisions which will make us enter into capital expenditures without making sure that those assets would be paid back.
Right. I agree with that, especially as it relates to the scrubbers. I guess I was thinking more a little along the lines of how you think through sort of your balance of older equipment versus newer equipment.
Look, most of the ships that are of older age today in our fleet, most of them have been bought in a low asset value environment. The breakeven levels there are relatively low. The problem would be if we had a large fleet of Panamax ships, 15, 20 Panamax delivered in 2007 or 2008. This would be the problem. Ships bought a couple of years ago, 2,500 TEUs or 1,700 TEUs at very low prices, I do consider them more of an upside rather than as a problem.
Okay. That's helpful. I'll turn it over. Thanks, Greg.
Thank you.
Our next question today comes from Gregory Lewis of Credit Suisse. Please go ahead.
Yes, thank you, and good afternoon.
Hi. Good morning.
As we look at the idle container fleet capacity, it's less than 2%, and we're in typically a seasonally softer part of the year.
I guess I'm curious, as we look back at previous times, are you surprised, given how low the idle container fleet is, that rates haven't moved higher?
I think that based on that assumption that you're correct, we have a low number of idle ships in January which is the seasonal weak month of container shipping, the charter rates have moved up but not that high much up. However, in theory, someone would expect that charter rates will continue going up, probably at a faster pace, right after Chinese New Year, which is what history has been showing us up to now. This is what normally someone should expect. Now, I cannot say that this is what will be happening, but there is definitely a lot of potential there, especially because charter rates have not moved up to the extent we all expected based on idle fleet at 2% or below 2%.
Okay. Just knowing that you're much more plugged into the market and what is going on in vessel availability, as we move into the spring, are there a lot of vessels in the current fleet that are under contract that are rolling off, or is there any way to estimate that to see if, yeah, we're going to see an acceleration in demand for ships, but we're also going to see a lot of roll-off of vessels. Do you have any feel for that?
There are some indicators, some of them are being published by brokers, availability over the next three to six months as you rightly said, as ships coming off. I would say that generally speaking, availability now is not at high numbers. It's quite low regarding ships coming off charter over the next three to six months. Based on that indicator, I think that this reinforces the sort of argument that generally speaking, someone would expect the market to move up after Chinese New Year. Again, that's the market. This is what the signs now are telling us, but of course, you can never predict.
Okay. All right, gentlemen. Hey, thank you very much for the time.
Thank you.
Our next question comes from Donald McLee of Berenberg Capital Markets. Please go ahead.
Hey, guys. There were a lot of questions around contract structure and charter negotiations earlier, and I was just wondering at a high level, how those negotiations change with liners relative to the past couple of years as that group has consolidated.
I think you're right that the liner companies have consolidated. What we have been telling in the past and we still believe it, is that for the whole market, this is a healthy sign because the stronger liner companies are, the better it is for the whole sector including ourselves. Still, liner companies need to have part of their fleet chartered in and part of their fleet owned. There are discussions with liner companies, as we have been doing in the past, when a ship is coming off charter, whether there's going to be a direct continuation with the current charter or whether we're going to be marketing this asset in the open market. There are still discussions, there is still a need for tonnages, and we have a market which is again, moving based on supply and demand.
You see where the charter market is in 2017 versus where it was in 2016. You can argue that the more consolidation, the more bargaining power liner companies have. At the same time, it's good to have healthy and strong clients. The bottom line is that it is still a market based on supply and demand fundamentals.
Got it. Then one more question, just looking at the order book. There were a large number of outstanding 2017 deliveries that were undelivered as of December. Could you comment on what you've seen in terms of slippage in the overall order book and how that might impact the pace of fleet growth in 2018 and 2019?
Yeah. There were some ships, especially larger vessels, I think those are the ones you're referring to, that they were pushed back in 2018 versus an originally scheduled 2017 delivery. This also had to do with the formation of Alliance, and some M&A activity. Brokers, again, factor in a minimum slippage for 2018. I don't want to sort of give out numbers, but I think that it's always, it is a matter of reality that some new buildings will be delivered, but could be delivered in 2019 versus 2018. The first quarter of 2018, we have a very heavy order book to be delivered, especially larger vessels. Ships also that were pushed back from 2017 in this year. I think, it is logical to assume a minimum slippage rate for 2018 close to the one we saw in 2017.
All right, great. That's helpful. All my other questions were addressed, so I'll turn it over here.
Thank you.
Ladies and gentlemen, this concludes our question and answer session. I'd like to turn the conference back over to Mr. Zikos for any closing remarks.
Thank you very much for dialing in today and for your interest in Costamare. We are looking forward to speaking with you again in the next quarterly results call. Thank you.
Thank you, sir. That does conclude our conference for today. Thank you all for participating. You may now disconnect your line.