Seanergy Maritime Holdings Corp. Annual Report 2023

Plain-text annual report

UNITED STATESSECURITIES AND EXCHANGE COMMISSIONWASHINGTON, DC 20549FORM 20-F(Mark One)☐ REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR 12(g) OF THE SECURITIES EXCHANGE ACT OF 1934OR☒ ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934For the fiscal year ended December 31, 2023OR☐ TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934OR☐ SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934Date of event requiring this shell company report: Not applicableFor the transition period from _______ to _______Commission file number: 001-34848 SEANERGY MARITIME HOLDINGS CORP. (Exact name of Registrant as specified in its charter) (Translation of Registrant’s name into English) Republic of the Marshall Islands (Jurisdiction of incorporation or organization) 154 Vouliagmenis Avenue, 166 74 Glyfada, Greece (Address of principal executive offices) Stamatios Tsantanis, Chairman & Chief Executive Officer Seanergy Maritime Holdings Corp. 154 Vouliagmenis Avenue, 166 74 Glyfada, Greece Telephone: +30 213 0181507, Fax: +30 210 9638404 (Name, Telephone, E-mail and/or Facsimile number and Address of Company Contact Person) Securities registered or to be registered pursuant to Section 12(b) of the Act:Title of classTrading Symbol(s)Name of exchange on which RegisteredCommon Shares, par value $0.0001 per shareSHIPThe Nasdaq Stock Market LLCPreferred Stock Purchase RightsThe Nasdaq Stock Market LLCSecurities registered or to be registered pursuant to Section 12(g) of the Act: NoneSecurities for which there is a reporting obligation pursuant to Section 15(d) of the Act: NoneIndicate the number of outstanding shares of each of the issuer’s classes of capital or common stock as of the close of the period covered by the annual report: As of December 31,2023, there were 19,636,352 of the registrant’s common shares, $0.0001 par value, and 20,000 shares of the registrant’s Series B Preferred Stock, $0.0001 par value, outstanding.Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. ☐ Yes ☒ NoIf this report is an annual or transition report, indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934.☐ Yes ☒ NoNote – Checking the box above will not relieve any registrant required to file reports pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934 from their obligations underthose Sections.Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (orfor such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. ☒ Yes ☐ NoIndicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of thischapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files). ☒ Yes ☐ NoIndicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, or an emerging growth company. See definitions of “large acceleratedfiler,” “accelerated filer” and “emerging growth company” in Rule 12b-2 of the Exchange Act.Large accelerated filer ☐Accelerated filer ☒Non-accelerated filer ☐ Emerging growth company ☐If an emerging growth company that prepares its financial statements in accordance with U.S. GAAP, indicate by check mark if the registrant has elected not to use the extendedtransition period for complying with any new or revised financial accounting standards† provided pursuant to Section 13(a) of the Exchange Act. ☐† The term “new or revised financial accounting standard” refers to any update issued by the Financial Accounting Standards Board to its Accounting Standards Codification afterApril 5, 2012.Indicate by check mark whether the registrant has filed a report on and attestation to its management’s assessment of the effectiveness of its internal control over financial reportingunder Section 404(b) of the Sarbanes-Oxley Act (15 U.S.C. 7262(b)) by the registered public accounting firm that prepared or issued its audit report.☒If securities are registered pursuant to Section 12(b) of the Act, indicate by check mark whether the financial statements of the registrant included in the filing reflect the correction of anerror to previously issued financial statements. ☐Indicate by check mark whether any of those error corrections are restatements that required a recovery analysis of incentive-based compensation received by any of the registrant’sexecutive officers during the relevant recovery period pursuant to §240.10D-1(b). ☐Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing:U.S. GAAP ☒ International Financial Reporting Standards as issued by the International Accounting Standards Board ☐ Other ☐If “Other” has been checked in response to the previous question, indicate by check mark which financial statement item the registrant has elected to follow. ☐ Item 17 ☐ Item 18 If this is an annual report, indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). ☐ Yes ☒ No (APPLICABLE ONLY TO ISSUERS INVOLVED IN BANKRUPTCY PROCEEDINGS DURING THE PAST FIVE YEARS)Indicate by check mark whether the registrant has filed all documents and reports required to be filed by Sections 12, 13 or 15(d) of the Securities Exchange Act of 1934 subsequent to thedistribution of securities under a plan confirmed by a court. N/A ☐ Yes ☐ No TABLE OF CONTENTSPART I ITEM 1.IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERS1 ITEM 2.OFFER STATISTICS AND EXPECTED TIMETABLE1 ITEM 3.KEY INFORMATION1 ITEM 4.INFORMATION ON THE COMPANY35 ITEM 4A.UNRESOLVED STAFF COMMENTS57 ITEM 5.OPERATING AND FINANCIAL REVIEW AND PROSPECTS57 ITEM 6.DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES74 ITEM 7.MAJOR SHAREHOLDERS AND RELATED PARTY TRANSACTIONS78 ITEM 8.FINANCIAL INFORMATION80 ITEM 9.THE OFFER AND LISTING81 ITEM 10.ADDITIONAL INFORMATION82 ITEM 11.QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK90 ITEM 12.DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIES90 PART II ITEM 13.DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES91 ITEM 14.MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND USE OF PROCEEDS91 ITEM 15.CONTROLS AND PROCEDURES91 ITEM 16.[RESERVED]92 ITEM 16A.AUDIT COMMITTEE FINANCIAL EXPERT92 ITEM 16B.CODE OF ETHICS92 ITEM 16C.PRINCIPAL ACCOUNTANT FEES AND SERVICES92 ITEM 16D.EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEES93 ITEM 16E.PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED PURCHASERS93 ITEM 16F.CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANT93 ITEM 16G.CORPORATE GOVERNANCE93 ITEM 16H.MINE SAFETY DISCLOSURE94 ITEM 16I.DISCLOSURE REGARDING FOREIGN JURISDICTIONS THAT PREVENT INSPECTIONS94 ITEM 16J.INSIDER TRADING POLICIES94 ITEM 16K.CYBERSECURITY94PART III ITEM 17.FINANCIAL STATEMENTS95 ITEM 18.FINANCIAL STATEMENTS95 ITEM 19.EXHIBITS96Table of ContentsCAUTIONARY STATEMENT REGARDING FORWARD-LOOKING STATEMENTSThis annual report on Form 20-F contains certain forward-looking statements made pursuant to the safe harbor provisions of the Private Securities Litigation Reform Act of1995. Forward-looking statements include, but are not limited to, statements regarding our or our management’s expectations, hopes, beliefs, intentions or strategies regarding the futureand other statements that are other than statements of historical fact. In addition, any statements that refer to projections, forecasts or other characterizations of future events orcircumstances, including any underlying assumptions, are forward-looking statements. The words “anticipate,” “believe,” “continue,” “could,” “estimate,” “expect,” “intend,” “may,”“might,” “plan,” “possible,” “potential,” “predict,” “project,” “should,” “would” and similar expressions may identify forward-looking statements, but the absence of these words doesnot mean that a statement is not forward-looking. Without limiting the generality of the foregoing, all statements in this annual report concerning or relating to estimated and projectedearnings, margins, costs, expenses, expenditures, cash flows, growth rates, future financial results and liquidity are forward-looking statements. In addition, we, through our seniormanagement, from time to time may make forward-looking public statements concerning our expected future operations and performance and other developments.The forward-looking statements in this annual report are based upon various assumptions, many of which are based, in turn, upon further assumptions, including withoutlimitation, management’s examination of historical operating trends, data contained in our records and other data available from third parties. Although we believe that theseassumptions were reasonable when made, because these assumptions are inherently subject to significant uncertainties and contingencies which are difficult or impossible to predictand are beyond our control, we cannot assure you that we will achieve or accomplish these expectations, beliefs or projections. As a result, you are cautioned not to rely on anyforward-looking statements.Many of these statements are based on our assumptions about factors that are beyond our ability to control or predict and are subject to risks and uncertainties that aredescribed more fully in “Item 3. Key Information—D. Risk Factors.” Any of these factors or a combination of these factors could materially affect our future results of operations and theultimate accuracy of the forward-looking statements. In addition to these important factors, important factors that, in our view, could cause actual results to differ materially from thosediscussed in the forward-looking statements include among other things:•changes in shipping industry trends, including charter rates, vessel values and factors affecting vessel supply and demand; •changes in seaborne and other transportation patterns; •changes in the supply of or demand for dry bulk commodities, including dry bulk commodities carried by sea, generally or in particular regions; •changes in the number of newbuildings under construction in the dry bulk shipping industry; •changes in the useful lives and the value of our vessels and the related impact on our compliance with loan covenants; •the aging of our fleet and increases in operating costs; •changes in our ability to complete future, pending or recent acquisitions or dispositions; •our ability to achieve successful utilization of our fleet; •changes to our financial condition and liquidity, including our ability to pay amounts that we owe and obtain additional financing to fund capital expenditures, acquisitions andother general corporate activities; •risks related to our business strategy, areas of possible expansion or expected capital spending or operating expenses; •changes in our ability to leverage the relationships and reputation in the dry bulk shipping industry of V.Ships Greece Ltd., or V.Ships Greece, and Global Seaways S.A., or GlobalSeaways, our technical and crew managers of certain of our vessels, and Fidelity Marine Inc., or Fidelity, our commercial manager; •changes in the availability of crew, number of off-hire days, classification survey requirements and insurance costs for the vessels in our fleet; •changes in our relationships with our contract counterparties, including the failure of any of our contract counterparties to comply with their agreements with us; •loss of our customers, charters or vessels; •damage to our vessels; •potential liability from future litigation and incidents involving our vessels; Table of Contents•our future operating or financial results; •acts of terrorism, war, piracy, and other hostilities; •public health threats, pandemics, epidemics, other disease outbreaks or calamities (including, without limitation, the coronavirus, or COVID-19 pandemic), and governmentalresponses thereto; •risks associated with the reemergence of the COVID-19 pandemic (and various variants that may emerge), including its effects on demand for dry bulk products, crew changes andthe transportation thereof; •changes in global and regional economic and political conditions; •general domestic and international political conditions or events, including “trade wars” and the ongoing war between Russia and Ukraine and related sanctions, the war betweenIsrael and Hamas or the Houthi crisis in the Red Sea; •changes in governmental rules and regulations or actions taken by regulatory authorities, particularly with respect to the dry bulk shipping industry; •our ability to continue as a going concern; and •other factors discussed in “Item 3. Key Information—D. Risk Factors.” Should one or more of the foregoing risks or uncertainties materialize, or should any of our assumptions prove incorrect, actual results may vary in material respects from thoseprojected in these forward-looking statements. Consequently, there can be no assurance that actual results or developments anticipated by us will be realized or, even if substantiallyrealized, that they will have the expected consequences to, or effects, on us. Given these uncertainties, prospective investors are cautioned not to place undue reliance on such forward-looking statements.We undertake no obligation to update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as may be requiredunder applicable laws. If one or more forward-looking statements are updated, no inference should be drawn that additional updates will be made with respect to those or other forward-looking statements.Table of ContentsPART IUnless the context otherwise requires, as used in this annual report, the terms “Company,” “Seanergy,” “we,” “us,” and “our” refer to Seanergy Maritime Holdings Corp.and any or all of its subsidiaries, and “Seanergy Maritime Holdings Corp.” refers only to Seanergy Maritime Holdings Corp. and not to its subsidiaries.We use the term deadweight tons, or “dwt,” in describing the size of vessels. Dwt, expressed in metric tons, each of which is equivalent to 1,000 kilograms, refers to themaximum weight of cargo and supplies that a vessel can carry. Unless otherwise indicated, all references to “U.S. dollars,” “dollars,” “U.S. $” and “$” in this annual report are tothe lawful currency of the United States of America. References in this annual report to our common shares are retroactively adjusted to reflect the Company’s reverse stock splits,including the one-for-ten reverse stock split which became effective as of February 16, 2023.ITEM 1.IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERSNot applicable.ITEM 2.OFFER STATISTICS AND EXPECTED TIMETABLENot applicable.ITEM 3.KEY INFORMATIONA.[Reserved]B.Capitalization and IndebtednessNot applicable.C.Reasons for the Offer and Use of ProceedsNot applicable.D.Risk FactorsSome of the following risks relate principally to the industry in which we operate and others relate to our business in general or our common stock. If any of the following risksoccur, our business, financial condition, operating results and cash flows could be materially adversely affected and the trading price of our securities could decline.Summary of Risk FactorsBelow is a summary of the principal factors that make an investment in our common stock speculative or risky. This summary does not address all of the risks that we face.Additional discussion of the risks summarized in this risk factor summary, and other risks that we face, can be found below under the headings “Risks Relating to Our Industry,” “RisksRelating to Our Company” and “Risks Relating to Our Common Shares” and should be carefully considered, together with other information in this annual report on Form 20-F and ourother filings with the Securities and Exchange Commission, before making an investment decision regarding our common stock.Risks Relating to Our Industry •Charter hire rates for dry bulk vessels are cyclical and volatile and the dry bulk market remains significantly below its historic high. This may adversely affect our earnings,revenue and profitability and our ability to comply with our loan covenants or covenants in other financing agreements. •Outbreaks of epidemic and pandemic diseases, including COVID-19, and any relevant governmental responses thereto could adversely affect our business, results ofoperations or financial condition. •We are currently dependent on index-linked charters, while in the past a part of our fleet was employed on a spot voyage basis. Any decrease in spot freight charter rates orindices in the future may adversely affect our earnings. 1Table of Contents•An over-supply of dry bulk vessel capacity may depress the current charter rates and vessel values and, in turn, adversely affect our profitability. •If economic conditions throughout the world decline, it will negatively impact our results of operations, financial condition and cash flows, and could cause the marketprice of our common shares to decline. •Political instability, terrorist attacks or other attacks, war, and international hostilities could affect our business, results of operations, cash flows and financial condition. •Risks associated with operating ocean-going vessels could affect our business and reputation, which could adversely affect our revenues and expenses. •Rising fuel prices may adversely affect our profits. •Worldwide inflationary pressures could negatively impact our results of operations and cash flows. •Our revenues are subject to seasonal fluctuations, which could affect our operating results and ability to service our debt or pay dividends. •Climate change and greenhouse gas restrictions may be imposed. •Pending and future tax law changes may result in significant additional taxes to us. •Our operations may be adversely impacted by severe weather, including as a result of climate change. •Increased regulation as well as scrutiny of environmental, social and governance matters may impact our business and reputation. •Our vessels may call on ports located in or may operate in countries that are subject to restrictions or sanctions imposed by the United States, the European Union or othergovernments that could result in fines or other penalties imposed on us and may adversely affect our reputation and the market price of our common shares. •Sulfur regulations to reduce air pollution from ships have required retrofitting of vessels and may cause us to incur significant costs. •We are subject to regulation and liability under environmental laws that could require significant expenditures and affect our cash flows and net income. •Regulations relating to ballast water discharge may adversely affect our revenues and profitability. •Increased inspection procedures, tighter import and export controls and new security regulations could increase costs and disrupt our business. •Acts of piracy on ocean-going vessels could adversely affect our business. •The operation of dry bulk vessels has particular operational risks. •If any of our vessels fails to maintain its class certification or fails any annual survey, intermediate survey, or special survey, or if any scheduled class survey takes longer oris more expensive than anticipated, this could have a material adverse impact on our financial condition and results of operations. •As we employ seafarers covered by industry-wide collective bargaining agreements, a failure of industry groups to renew such agreements may disrupt our operations andadversely affect our earnings. •Maritime claimants could arrest or attach one or more of our vessels, which could interrupt our cash flows. 2Table of Contents•Governments could requisition our vessels during a period of war or emergency, which could negatively impact our business, financial condition, results of operations, andavailable cash. Risks Relating to Our Company •The market values of our vessels may decrease, which could limit the amount of funds that we can borrow or trigger breaches of certain financial covenants under ourcurrent or future loan agreements and other financing agreements, and we may incur an impairment or, if we sell vessels following a decline in their market value, a loss. •Newbuilding projects are subject to risks that could cause delays. •We may be unable to obtain financing for the vessels we have agreed to acquire or any vessels we may acquire in the future. •If the vessels we have agreed to acquire or may agree to acquire in the future are not delivered on time or are delivered with significant defects, our earnings and financialcondition could suffer. •Substantial debt levels could limit our flexibility to obtain additional financing and pursue other business opportunities. •Our loan agreements and other financing arrangements contain, and we expect that other future loan agreements and financing arrangements will contain, restrictivecovenants that may limit our liquidity and corporate activities, which could limit our operational flexibility and have an adverse effect on our financial condition andresults of operations. In addition, because of the presence of cross-default provisions in our loan agreements and financing arrangements, a default by us under one loanagreement or financing arrangement could lead to defaults under multiple loans and financing agreements. •We depend on officers and directors who are associated with United Maritime Corporation, of the Republic of the Marshall Islands (“United”), which may create conflicts ofinterest. •If we fail to manage our planned growth properly, we may not be able to successfully expand our market share. •Vessel aging and purchasing and operating secondhand vessels, such as our current fleet, may result in increased operating costs and vessel off-hire, which could adverselyaffect our financial condition and results of operations. •Volatility of SOFR and potential changes of the use of SOFR as a benchmark could affect our profitability, earnings, and cash flow. •The failure of our current or future counterparties to meet their obligations under our current or future contracts, including any charter agreements, could cause us to sufferlosses or otherwise adversely affect our business. •Rising crew costs may adversely affect our profits. •We may not be able to attract and retain key management personnel and other employees in the shipping industry, which may negatively affect the effectiveness of ourmanagement and our results of operations. •Our vessels may suffer damage, and we may face unexpected repair costs, which could adversely affect our cash flow and financial condition. •We are exposed to U.S. dollar and foreign currency fluctuations and devaluations that could harm our reported revenue and results of operations. •We maintain cash with a limited number of financial institutions including financial institutions that may be located in Greece, which will subject us to credit risk. •We are a holding company and we depend on the ability of our subsidiaries to distribute funds to us in order to satisfy financial obligations or to pay dividends. 3Table of Contents•In the highly competitive international shipping industry, we may not be able to compete for charters with new entrants or established companies with greater resources,which may adversely affect our results of operations. •Due to our lack of fleet diversification, adverse developments in the maritime dry bulk shipping industry would adversely affect our business, financial condition, andoperating results. •We are currently subject to litigation and we may be subject to similar or other litigation in the future.•The shipping industry has inherent operational risks that may not be adequately covered by our insurances. Further, because we obtain some of our insurances throughprotection and indemnity associations, we have been and may in the future be retrospectively subject to calls or premiums in amounts based not only on our own claimrecords, but also on the claim records of all other members of the protection and indemnity associations. •Failure to comply with the U.S. Foreign Corrupt Practices Act of 1977, or FCPA, could result in fines, criminal penalties, and an adverse effect on our business. •We partly depend on third-party technical and commercial managers for technical and commercial management of our ships. Our operations could be negatively affected ifthird-party managers fail to perform their services satisfactorily. •Management fees will be payable to our managers regardless of our profitability, which could have a material adverse effect on our business, financial condition and resultsof operations. •We may be classified as a passive foreign investment company, which could result in adverse U.S. federal income tax consequences to U.S. holders of our common stock. •We may have to pay tax on U.S. source income, which would reduce our earnings. •We may be subject to tax in the jurisdictions in which we or our vessel-owning or management subsidiaries are incorporated or operate. •We are a “foreign private issuer,” which could make our common stock less attractive to some investors or otherwise harm our stock price. •Our corporate governance practices are in compliance with, and are not prohibited by, the laws of the Republic of the Marshall Islands, and as such we are entitled toexemption from certain Nasdaq corporate governance standards. As a result, you may not have the same protections afforded to stockholders of companies that are subject toall of the Nasdaq corporate governance requirements. •We conduct business in China, where the legal system is not fully developed and has inherent uncertainties that could limit the legal protections available to us. •Changing laws and evolving reporting requirements could have an adverse effect on our business. •A cyber-attack could materially disrupt our business. •The smuggling of drugs or other contraband onto our vessels may lead to governmental claims against us. •The international nature of our operations may make the outcome of any potential bankruptcy proceedings difficult to predict. Risks Relating to Our Common Shares •We may issue additional common shares or other equity securities without shareholder approval, which would dilute our existing shareholders’ ownership interests and maydepress the market price of our common shares. •The market price of our common shares has been and may in the future be subject to significant fluctuations. Further, there is no guarantee of a continuing public market toresell our common shares. 4Table of Contents•A possible “short squeeze” due to a sudden increase in demand of our common stock that largely exceeds supply may lead to further price volatility in our common shares. •We may not have the surplus or net profits required by law to pay dividends. The declaration and payment of dividends will always be subject to the discretion of our board ofdirectors and will depend on a number of factors. Our board of directors may not declare dividends in the future. •The superior voting rights of our Series B Preferred Shares may limit the ability of our common shareholders to control or influence corporate matters, and the interests of theholder of such shares could conflict with the interests of common shareholders. •Anti-takeover provisions in our restated articles of incorporation, as amended, and fourth amended and restated bylaws could make it difficult for our shareholders toreplace or remove our current board of directors or could have the effect of discouraging, delaying or preventing a merger or acquisition, which could adversely affect themarket price of our common shares. •Issuance of preferred shares, such as our Series B Preferred Shares, may adversely affect the voting power of our common shareholders and have the effect of discouraging,delaying or preventing a merger or acquisition, which could adversely affect the market price of our common shares. •We are incorporated in the Republic of the Marshall Islands, which does not have a well-developed body of corporate law, which may negatively affect the ability ofshareholders to protect their interests. •We may fail to meet the continued listing requirements of Nasdaq, which could cause our common shares to be delisted.•As a Marshall Islands corporation with principal executive offices in Greece, and also having subsidiaries in the Republic of the Marshall Islands and other offshorejurisdictions such as the Republic of Liberia, and the British Virgin Islands, our operations may be subject to economic substance requirements.•Our fourth amended and restated bylaws provide that the High Court of the Republic of Marshall Islands shall be the sole and exclusive forum for certain disputes betweenus and our shareholders, which could limit our shareholders’ ability to obtain a favorable judicial forum for disputes with us or our directors, officers, or employees.•We may not achieve the intended benefits of having a forum selection provision if it is found to be unenforceable.•It may not be possible for investors to serve process on or enforce U.S. judgments against us.Risks Relating to Our IndustryCharter hire rates for dry bulk vessels are cyclical and volatile and the dry bulk market remains significantly below its historic high. This may adversely affect our earnings,revenue and profitability and our ability to comply with our loan covenants or covenants in other financing agreements.The volatility in the dry bulk charter market, from which we derive substantially all of our revenues, has affected the dry bulk shipping industry and has harmed our business.The Baltic Dry Index, or the BDI, a daily average of charter rates for key dry bulk routes published by the Baltic Exchange Limited, has long been viewed as the main benchmark tomonitor the movements of the dry bulk vessel charter market and the performance of the entire dry bulk shipping market and has been very volatile in recent years. The BDI declinedfrom an all-time high of 11,793 in May 2008 to an all-time low of 290 in February 2016, which represents a decline of approximately 98%. In the following years volatility was also apparent,albeit less extreme. In 2023, the BDI ranged from a low of 530 on February 16, 2023 to a high of 3,346 on December 4, 2023. Although the BDI was 1,821 as of March 28, 2024, due to itsvolatile nature, there can be no assurance of the future performance of the BDI.5Table of ContentsThe decline from historic highs and volatility in charter rates following 2008 is due to various factors, including the over-supply of dry bulk vessels, the lack of trade financingfor purchases of commodities carried by sea, which resulted in a significant decline in cargo shipments, and trade disruptions caused by natural or other disasters, such as those thatresulted from the dam collapse in Brazil in 2019 and the outbreak of the coronavirus infection in China. More recently, following Russia’s invasion of Ukraine in February 2022, the U.S.,the EU, the UK and other countries have imposed sanctions against Russia and certain disputed regions of Ukraine, including, among others, prohibitions and restrictions on selling orimporting goods, services or technology in or from affected regions, travel bans and asset freezes impacting connected individuals and political, military, business and financialorganizations in Russia, severing large Russian banks from U.S. and/or other financial systems, and barring some Russian enterprises from raising money in the U.S. market. The U.S., EUand other countries could impose wider sanctions and take other actions. The war in Ukraine has resulted in higher freight market volatility and while the initial effect on the dry bulkfreight market was positive, the long-term effects so far remain unclear. More recently, the war between Israel and Hamas has resulted in increased tensions in the Middle East region,including missile attacks by the Houthis on vessels in the Red Sea and thus creating uncertainty and risks to shipping operations in the region. Such circumstances have had and couldin the future result in adverse consequences from time to time for dry bulk shipping, including, among other developments such as:•decrease in available financing for vessels; •no active secondhand market for the sale of vessels; •decrease in demand for dry bulk vessels and limited employment opportunities; •charterers seeking to renegotiate the rates for existing time charters; •widespread loan covenant defaults in the dry bulk shipping industry due to the substantial decrease in vessel values; and •declaration of bankruptcy by some operators, charterers and vessel owners. The degree of charter hire rate volatility among different types of dry bulk vessels has varied widely. If we enter into a charter when charter hire rates are low, our revenues andearnings will be adversely affected and we may not be able to successfully charter our vessels at rates sufficient to allow us to operate our business profitably or meet our obligations.Further, if low charter rates in the dry bulk market decline further for any significant period, this could have an adverse effect on our vessel values and ability to comply with the financialcovenants in our loan agreements or other financing agreements. In such a situation, unless our lenders are willing to provide waivers of covenant compliance or modifications to ourcovenants, our lenders could accelerate our debt and we could face the loss of our vessels. We expect continued volatility in market rates for our vessels in the foreseeable future with aconsequent effect on our short and medium-term liquidity. We cannot assure you that future charter rates will enable us to cover our costs, operate our vessels profitably, or paydividends.The factors that influence demand for dry bulk shipping capacity include:•supply of and demand for energy resources, commodities, and semi-finished consumer and industrial products and the location of consumption versus the location of theirregional and global exploration production or manufacturing facilities;•the globalization of production and manufacturing;•global and regional economic and political conditions and developments;•armed conflicts and terrorist activities, including the ongoing war between Russia and Ukraine and the war outbreak between Israel and Hamas;•natural disasters and weather;•public health threats, pandemics, such as the COVID-19 pandemic, epidemics, and other disease outbreaks and governmental responses thereto;•embargoes and strikes;•disruptions and developments in international trade, including trade disputes or the imposition of tariffs on various commodities or finished goods;•changes in seaborne and other transportation patterns, including the distance cargo is transported by sea;•environmental and other legal or regulatory developments; and6Table of Contents•political developments, including changes to trade policies or trade wars, including the provision or removal of economic stimulus measures meant to counteract the effectsof sudden market disruptions due to financial, economic, or health crises.Outbreaks of epidemic and pandemic diseases, including COVID-19, and any relevant governmental responses thereto could adversely affect our business, results of operations orfinancial condition.Global public health threats, such as the COVID-19 outbreak, influenza and other highly communicable diseases or viruses, outbreaks, which have from time to time occurred invarious parts of the world in which we operate, including China, could adversely impact our operations, as well as the operations of our customers. The COVID-19 pandemic has, amongother things, caused factory closures and restrictions on travel, as well as labor shortages or lack of berths, delays and uncertainties relating to newbuildings, drydockings and vesselinspections, shortages or a lack of access to required spare parts and other functions of shipyards.For example, the outbreak of COVID-19 caused severe global disruptions with governments in affected countries imposing travel bans, quarantines and other emergency publichealth measures. Companies had also taken precautions, such as requiring employees to work remotely, imposing travel restrictions and temporarily closing businesses. Although theincidence and severity of COVID-19 and its variants have diminished, similar restrictions and future prevention and mitigation measures against outbreaks of epidemic and pandemicdiseases are likely to have an adverse impact on global economic conditions, which could materially and adversely affect our future operations. As a result of such measures, our vesselsmay not be able to call on, or disembark from ports, located in regions affected by the outbreak. In addition we may experience severe operational disruptions and delays, unavailabilityof normal port infrastructure and services including limited access to equipment, critical goods and personnel, disruptions to crew changes, quarantine of ships and/or crew,counterparty solidity, closure of ports and custom offices, as well as disruptions in the supply chain and industrial production, which may lead to reduced cargo demand, among otherpotential consequences attendant to epidemic and pandemic diseases.The extent to which our business, operating results, cash flows, financial condition, financings, value of our vessels, and ability to pay dividends may be negatively affected bya resurgence of COVID-19 or future pandemics, epidemics, or other outbreaks of infectious diseases is highly uncertain and will depend on numerous evolving factors that we cannotpredict, including, but not limited to, (i) the duration and severity of the infectious disease outbreak; (ii) the imposition of restrictive measures to combat the outbreak and slow diseasetransmission; (iii) the introduction of financial support measures to reduce the impact of the outbreak on the economy; (iv) shortages or reductions in the supply of essential goods,services, or labor; and (v) fluctuations in general economic or financial conditions tied to the outbreak, such as a sharp increase in interest rates or reduction in the availability of credit.We cannot predict the effect that an outbreak of a new COVID-19 variant or strain, or any future infectious disease outbreak, pandemic, or epidemic may have on our business, operatingresults, cash flows, and financial condition, which could be material and adverse.We are currently dependent on index-linked charters, while in the past a part of our fleet was employed on a spot voyage basis. Any decrease in spot freight charter rates or indicesin the future may adversely affect our earnings.We currently have all of our vessels employed on time charters whose daily rates are linked to the Baltic Capesize Index, or BCI. Although none of our vessels are currentlyoperating in the spot market on a voyage basis, we may employ any additional vessels we may acquire on a spot voyage basis, or on index-linked or fixed rate time charters.Although the number of vessels in our fleet that are employed on spot voyages or have index-linked or fixed rate charters will vary from time to time, dictated by a multitude offactors and the chartering opportunities before us, we anticipate that a significant portion of our fleet will be affected by the spot freight market or the BCI. As a result, our financialperformance will be significantly affected by conditions in the dry bulk spot freight market or the BCI and only our vessels that would operate under fixed-rate time charters would,during the period in which such vessels operate under such time charters, provide a fixed source of revenue to us. If future spot charter rates or indices decline, we may be unable tooperate our vessels profitably, and our business, operating results, cash flows and financial condition will be significantly affected.Historically, spot charter rates and dry bulk charter indices have been volatile as a result of the many conditions and factors that can affect the price of, supply of and demandfor dry bulk capacity. The successful operation of our vessels in the competitive spot charter market depends upon, among other things, fixing profitable spot voyages and minimizing,to the extent possible, time spent waiting for charters and time spent traveling unladen to pick up cargo. The spot market is very volatile, and, in the past, there have been periods whenspot rates declined below the operating cost of vessels. If future spot charter rates or the BCI decline, then we may be unable to profitably operate our vessels trading in the spot marketor on BCI-linked charters profitably or meet our other obligations, including payments on indebtedness. Furthermore, as charter rates for spot charters are usually fixed for a singlevoyage, which may last up to several weeks, during periods in which spot charter rates are rising, we will generally experience delays in realizing the benefits from such increases. Spotcharter rates are also not uniform globally and may vary substantially between different geographical regions; therefore, realizing opportunities in the spot market will also depend on thegeographical location of our vessels at any given time.7Table of ContentsAdditionally, when our vessels are chartered under a fixed rate time charter, if spot freight rates or short-term time charter rates fall significantly below the time charter equivalentrates that some of our charterers are obligated to pay us under the agreed time charter, the charterers may have an incentive to default on, or attempt to renegotiate the charter. If ourcharterers fail to pay their obligations, we would have to attempt to re-charter our vessels at lower charter rates, which would affect our ability to comply with our loan covenants andoperate our vessels profitably. If we are not able to comply with our loan covenants and our lenders choose to accelerate our indebtedness and foreclose their liens, we could be requiredto sell vessels in our fleet and our ability to continue to conduct our business would be impaired.An over-supply of dry bulk vessel capacity may depress the current charter rates and vessel values and, in turn, adversely affect our profitability.The market supply of vessels generally increases with deliveries of new vessels and decreases with the recycling of older vessels, conversion of vessels to other uses, such asfloating production and storage facilities, and loss of tonnage as a result of casualties. In previous years, the market supply of dry bulk vessels had increased due to the high level ofnew deliveries. Dry bulk newbuildings were delivered in significant numbers starting at the beginning of 2006 and continued to be delivered in significant numbers through 2017. Inaddition, the dry bulk newbuilding orderbook, extending up to 2028, was approximately 8.66% of the existing world dry bulk fleet as of the beginning of December 31, 2023, according toClarksons Research, and the orderbook may increase further in proportion to the existing fleet. Even though the overall level of the orderbook has declined over the past years, an over-supply of dry bulk vessel capacity could depress the current charter rates. Factors that influence the supply of vessel capacity include:•the number of newbuilding orders and deliveries, including delays in new vessels’ deliveries; •the number of shipyards and their ability to deliver vessels; •potential disruption, including supply chain disruptions, of shipping routes due to accidents or political events; •scrapping and recycling rate of older vessels; •vessel casualties; •the price of steel and vessel equipment; •product imbalances (affecting the level of trading activity) and developments in international trade; •the number of vessels that are out of service, namely those that are laid-up, drydocked, awaiting repairs or otherwise not available for hire; •vessels’ average speed; •technological advances in vessel design and capacity; •availability of financing for new vessels and shipping activity; •the imposition of sanctions; •changes in national or international regulations that may effectively cause reductions in the carrying capacity of vessels or early obsolescence of tonnage; •changes in environmental and other regulations that may limit the useful life of vessels; •port or canal congestion; and •changes in market conditions, including political and economic events, wars (including the ongoing conflict between Russia and Ukraine and war outbreak between Israel andHamas), acts of terrorism, natural disasters (including diseases, epidemics and pandemics) and changes in interest rates or inflation rates. In addition to the prevailing and anticipated charter rates, factors that affect the rates of newbuilding, scrapping and laying-up include newbuilding prices, secondhand vesselvalues in relation to scrap prices, costs of bunkers and other operating costs, costs associated with classification society surveys, normal maintenance costs, insurance coverage costs,the efficiency and age profile of the existing dry bulk fleet in the market, as well as government and industry regulation of maritime transportation practices, particularly environmentalprotection laws and regulations. These factors influencing the supply of and demand for shipping capacity are outside of our control, and we may not be able to correctly assess thenature, timing and degree of changes in industry conditions.8Table of ContentsIf dry bulk vessel capacity increases but the demand for vessel capacity does not increase or increases at a slower rate, charter rates could materially decline, which could have amaterial adverse effect on our business, financial condition, results of operations and cash flows.If economic conditions throughout the world decline, it will negatively impact our results of operations, financial condition and cash flows, and could cause the market price ofour common shares to decline.Various macroeconomic factors, including rising inflation, higher interest rates, global supply chain constraints, and the effects of overall economic conditions anduncertainties, such as those resulting from the current and future conditions in the global financial markets, could adversely affect our business, results of operations, financialcondition, and ability to pay dividends. Inflation and rising interest rates may negatively impact us by increasing our operating costs and our cost of borrowing. Interest rates, theliquidity of the credit markets, and the volatility of the capital markets could also affect the operation of our business and our ability to raise capital on favorable terms, or at all. Adverseeconomic conditions also affect demand for goods and oil. Reduced demand for these or other products could result in significant decreases in rates we obtain for chartering ourvessels. In addition, the cost for crew members, oils and bunkers, and other supplies may increase. Furthermore, we may experience losses on our holdings of cash and investments dueto failures of financial institutions and other parties. Difficult economic conditions may also result in a higher rate of losses on our accounts receivable due to credit defaults. As a result,downturns in the worldwide economy could have a material adverse effect on our business, results of operations, financial condition, and ability to pay dividends.The world economy continues to face a number of actual and potential challenges, including the war between Ukraine and Russia and between Israel and Hamas, tensions inthe Red Sea or Russia and NATO tensions, China and Taiwan disputes, the United States and China trade relations, instability between Iran and the West, hostilities between the UnitedStates and North Korea, political unrest and conflict in the Middle East, the South China Sea region, and other geographic countries and areas, terrorist or other attacks (includingthreats thereof) around the world, war (or threatened war) or international hostilities, and epidemics or pandemics, such as COVID-19 and its variants, and banking crises or failures, suchas the recent Silicon Valley Bank, Signature Bank, and First Republic Bank failures. See also “— Outbreaks of epidemic and pandemic diseases, including COVID-19, and any relevantgovernmental responses thereto could adversely affect our business, results of operations, or financial condition.”. In addition, the continuing war in Ukraine, the length and breadth ofwhich remains highly unpredictable, has led to increased economic uncertainty amidst fears of a more generalized military conflict or significant inflationary pressures, due to theincreases in fuel and grain prices following the sanctions imposed on Russia. Furthermore, it is difficult to predict the intensity and duration of the war between Israel and Hamas or theHouthi rebel attacks on vessels transiting the Red Sea and their impact on shipping and the world economy is uncertain. If such conditions are sustained, the longer-term net impact onthe dry bulk market and our business would be difficult to predict with any degree of accuracy. Such events may have unpredictable consequences and contribute to instability in theglobal economy or cause a decrease in worldwide demand for certain goods and, thus, shipping. We cannot predict how long current market conditions will last.In Europe, concerns regarding the possibility of sovereign debt defaults by European Union member countries, including Greece, although generally alleviated, have in the pastdisrupted financial markets throughout the world, and may lead to weaker consumer demand in the European Union, the U.S. and other parts of the world. The withdrawal of the U.K.from the European Union, or Brexit, further increases the risk of additional trade protectionism. Brexit, or similar events in other jurisdictions, could impact global markets, includingforeign exchange and securities markets; any resulting changes in currency exchange rates, tariffs, treaties and other regulatory matters could in turn adversely impact our business,operating results, cash flows and financial condition.In addition, the recent economic slowdown in the Asia Pacific region, particularly in China, may exacerbate the effect of the weak economic trends in the rest of the world.Before the global economic financial crisis that began in 2008, China had one of the world’s fastest growing economies in terms of gross domestic product, or GDP, which had asignificant impact on shipping demand. China’s GDP growth rate for the year ended December 31, 2022, was approximately 3.0%, one of its lowest rates in 50 years, thought to be mainlycaused by the country’s zero-COVID policy and strict lockdowns. For the year ended December 31, 2023, China’s GDP growth rate recovered to 5.2%, but the economy continues to beweighed down by the ongoing crisis in the property market. It is possible that China and other countries in the Asia Pacific region will continue to experience volatile, slowed or evennegative economic growth in the near future. Changes in the economic conditions of China, and changes in laws or policies adopted by its government or the implementation of theselaws and policies by local authorities, including with regards to tax matters and environmental concerns (such as achieving carbon neutrality), could affect our vessels that are eitherchartered to Chinese customers or that call to Chinese ports, our vessels that undergo drydocking at Chinese shipyards and Chinese financial institutions that are generally active inship financing, and could have a material adverse effect on our business, operating results, cash flows and financial condition.9Table of ContentsFurthermore, governments may turn to trade barriers to protect their domestic industries against foreign imports, thereby depressing shipping demand. There is significantuncertainty about the future relationship between the United States, China, and other exporting countries, including with respect to trade policies, treaties, government regulations, andtariffs. Protectionist developments, or the perception that they may occur, may have a material adverse effect on global economic conditions, and may significantly reduce global trade.Moreover, increasing trade protectionism may cause an increase in (i) the cost of goods exported from regions globally, particularly from the Asia-Pacific region, (ii) the length of timerequired to transport goods and (iii) the risks associated with exporting goods. Such increases may further reduce the quantity of goods to be shipped, shipping time schedules, voyagecosts and other associated costs, which could have an adverse impact on our charterers’ business, operating results and financial condition and could thereby affect their ability to maketimely charter hire payments to us and to employ our vessels. This could have a material adverse effect on our business, operating results, cash flows and financial condition.Credit markets in the United States and Europe have in the past experienced significant contraction, deleveraging and reduced liquidity, and there is a risk that the U.S. federalgovernment and state governments and European authorities may continue to implement a broad variety of governmental action and/or introduce new financial market regulations.Global financial markets and economic conditions have been, and continue to be, volatile and we face risks associated with the trends in the global economy, such as changes in interestrates, instability in the banking and securities markets around the world, the risk of sovereign defaults, and reduced levels of growth, among other factors. Major market disruptions andthe current adverse changes in market conditions and regulatory climate worldwide may adversely affect our business, results or operations or impair our ability to borrow under ourcurrent financial arrangements or future financial arrangements we may enter into contemplating borrowing from the public and/or private equity and debt markets. Many lenders haveincreased interest rates, enacted tighter lending standards, refused to refinance existing debt at all or on terms similar to current debt and reduced (or in some cases ceased to provide)funding to borrowers and other market participants, including equity and debt investors and, in some cases, have been unwilling to provide financing on attractive terms or even at all.Due to these factors, we cannot be certain that financing will be available if needed and to the extent required, on acceptable terms or at all. In the absence of available financing orfinancing in favorable terms, we may be unable to complete vessel acquisitions, take advantage of business opportunities or respond to competitive pressures.Political instability, terrorist attacks or other attacks, war, and international hostilities could affect our business, results of operations, cash flows and financial condition.We conduct most of our operations outside of the United States and our business, results of operations, cash flows, financial condition, and available cash may be adverselyaffected by changing economic, political, and governmental conditions in the countries and regions in which our vessels or the vessels we may acquire are employed or registered.Moreover, we operate in a sector of the economy that is likely to be adversely impacted by the effects of political conflicts, including the war between Ukraine and Russia and betweenIsrael and Hamas, Russia and NATO tensions, China and Taiwan disputes, United States and China trade relations, instability between Iran and the West, hostilities between the UnitedStates and North Korea, political unrest and conflicts in the Middle East, the South China Sea region, the Red Sea region (including missile attacks controlled by the Houthis on vesselstransiting the Red Sea), and other countries and geographic areas, geopolitical events, such as Brexit, terrorist or other attacks (or threats thereof) around the world, and war (orthreatened war) or international hostilities.Continuing war and recent developments in Ukraine, the Middle East, tensions between the U.S. and Iran, the war between Israel and Hamas, and the conflict in the Red Sea, aswell as other geographic countries and areas, terrorist or other attacks, and war (or threatened war) or international hostilities, such as the ones currently in progress between Russia andUkraine, Israel and Hamas, China and Taiwan, and the U.S. and North Korea, have recently and may in the future lead to armed conflict or acts of terrorism around the world, which maycontribute to further economic instability in the global financial markets and international commerce. These uncertainties could also adversely affect our ability to obtain additionalfinancing on terms acceptable to us or at all.The war between Russia and Ukraine may lead to further regional and international conflicts or armed action. This war has disrupted supply chains and caused instability in theenergy markets and the global economy, with effects on shipping freight rates, which have experienced volatility. The United States and the United Kingdom, among other countries, aswell as the European Union, have announced unprecedented economic sanctions and other penalties against certain persons, entities and activities connected to Russia, includingremoving Russian-based financial institutions from the Society for Worldwide Interbank Financial Telecommunication payment system and restricting imports of Russian oil, liquefiednatural gas and coal. These sanctions have caused supply disruptions in the oil and gas markets and could continue to cause significant volatility in energy prices, which could result inincreased inflation and may trigger a recession in the U.S. and China, among other regions. While much uncertainty remains regarding the global impact of the war in Ukraine, it ispossible that such tensions could adversely affect our business, financial condition, results of operation, and cash flows. Since we employ Ukrainian and Russian seafarers, we may faceproblems in relation to their employment, repatriation, salary payments and be subject to claims to this respect. Moreover, we will be subject to additional insurance premiums in case wetransit through or call to any port or area designated as listed areas by the Joint War Committee or other organizations. These factors may also result in the weakening of the financialcondition of our charterers, suppliers, counterparties and other agents in the shipping industry. As a result, our business, operating results, cash flows and financial condition may benegatively affected since our operations are dependent on the success and economic viability of our counterparties.10Table of ContentsThe ongoing war between Russia and Ukraine could result in the imposition of further economic sanctions by the United States, the United Kingdom, the European Union orother countries against Russia, trade tariffs or embargoes with uncertain impacts on the markets in which we operate. In addition, the U.S. and certain other North Atlantic TreatyOrganization (NATO) countries have been supplying Ukraine with military aid. U.S. officials have also warned of the increased possibility of Russian cyberattacks, which could disruptthe operations of businesses involved in the drybulk industry, including ours and could create economic uncertainty particularly if such attacks spread to a broad array of countries andnetworks. Although Ukraine and Russia reached an agreement to extend an arrangement allowing shipment of grain from Ukrainian ports through a humanitarian corridor in the Black Seain November 2022, Russia terminated this agreement in July 2023. While much uncertainty remains regarding the global impact of the war in Ukraine, it is possible that such tensionscould adversely affect our business, financial condition, results of operation and cash flows.Furthermore, the intensity and duration of the recently declared war between Israel and Hamas is difficult to predict and its impact on the world economy and our industry isuncertain. Although our business is not directly impacted by the war between Israel and Hamas, the related missile attacks by the Houthi regime in the Red Sea area has led to thediversion of a large part of the world fleet away from the Red Sea, increasing the ton-mile demand for most shipping sectors, including dry bulk, and resulting in higher freight rates.Rerouting away from the most convenient route for connecting East trade to the West and vice versa may, however, lead to increased operational costs and higher revenues. In case ourvessels trade or transit via the Red Sea, we may incur increased insurance costs. While much uncertainty remains regarding the global impact of the war between Israel and Hamas, it ispossible that such tensions could result in the eruption of further hostilities in other regions, including the Red Sea, and could adversely affect our business, financial condition, resultsof operation, and cash flows.In the past, political conflicts have also resulted in attacks on vessels, mining of waterways and other efforts to disrupt international shipping, particularly in the Arabian Gulfregion. The ongoing war in Ukraine has resulted in missile attacks on commercial vessels in the Black Sea and the recent outbreak of conflict in the Red Sea has also resulted in missileattacks on vessels. Acts of terrorism and piracy have also affected vessels trading in regions such as the Gulf of Guinea, the Red Sea, the Gulf of Aden off the coast of Somalia, and theIndian Ocean. Any of these occurrences could have a material adverse impact on our future performance, operating results, cash flows, financial position and our ability to pay cashdistributions to our shareholders.Risks associated with operating ocean-going vessels could affect our business and reputation, which could adversely affect our revenues and expenses.The operation of an ocean-going vessel carries inherent risks. These risks include the possibility of:• crew strikes and/or boycotts;• acts of God;• damage to or destruction of vessels due to marine disaster;• terrorism, piracy or other detentions;• environmental accidents;• cargo and property losses or damage; and• business interruptions caused by mechanical failure, grounding, fire, explosions and collisions, human error, war, political action in various countries, labor strikes, epidemics orpandemics or adverse weather conditions and other circumstances or events.Any of these circumstances or events could increase our costs or lower our revenues. Such circumstances could result in death or injury to persons, loss of property orenvironmental damage, delays in the delivery of cargo, loss of revenues from or termination of charter contracts, governmental fines, penalties or restrictions on conducting business,litigation with our employees, customers or third parties, higher insurance rates, and damage to our reputation and customer relationships generally, market disruptions, delays andrerouting and could also subject us to litigation. Epidemics and other public health incidents may also lead to crew member illness, which can disrupt the operations of our vessels, orresult in the imposition of public health measures, which may prevent our vessels from calling on ports or discharging cargo in the affected areas or in other locations after having visitedthe affected areas. Although we maintain hull and machinery and war risks insurance, as well as protection and indemnity insurance, which may cover certain risks of loss resulting fromsuch occurrences, our insurance coverage may be subject to deductibles and caps, or may not cover such losses, and any of these circumstances or events could increase our costs orlower our revenues. Furthermore, the involvement of our vessels and other vessels we may acquire in an environmental disaster may harm our reputation as a safe and reliable vesselowner and operator. Any of these circumstances or events could have a material adverse effect on our business, results of operations and financial condition, as well as our cash flows.11Table of ContentsIf our vessels suffer damage, they may need to be repaired at a drydocking facility. The time and costs of repairs are unpredictable and may be substantial. We may have to payrepair costs that our insurance does not cover in full. The loss of earnings while our vessels are being repaired and repositioned, as well as the actual cost of these repairs andrepositioning, would decrease our earnings. In addition, space at drydocking facilities is sometimes limited and not all drydocking facilities are conveniently located. We may be unableto find space at a suitable drydocking facility and be forced to travel to a drydocking facility that is not conveniently located to our vessels’ positions. The loss of earnings while thesevessels are forced to wait for space or to travel to more distant drydocking facilities, or both, would decrease our earnings.Rising fuel prices may adversely affect our profits.The cost of fuel is a significant factor in negotiating voyage freight rates, although we generally do not directly bear the cost of fuel for vessels operating on time charters. As aresult, an increase in the price of fuel may adversely affect our profitability if freight rates fail to rise to the extent required to cover a rise in the cost of fuel. The price and supply of fuel isunpredictable and fluctuates based on events outside our control, including geopolitical developments, supply and demand for oil and gas, actions by members of the Organization ofthe Petroleum Exporting Countries and other oil and gas producers, the imposition of new regulations adopted by the International Maritime Organization, or IMO, war and unrest in oilproducing countries and regions, regional production patterns and environmental concerns and regulations. While fuel prices remained generally lower in 2023 as compared to 2022 fuelhas and may become much more expensive in the future, including as a result of the ongoing war in Ukraine and the sanctions against Russia, the imposition of sulfur oxide emissionslimits in January 2020 and reductions of carbon emissions from January 2023 under new regulations adopted by the IMO, which may reduce the profitability and competitiveness of ourbusiness versus other forms of transportation, such as truck or rail.Upon redelivery of any vessels at the end of a period time charter or a voyage charter, we may be obligated to repurchase bunkers on board at prevailing market prices, orpurchase bunkers to refuel the vessel in case of a voyage charter, which could be materially higher than fuel prices at the inception of the charter period. However, given the current timecharter agreements of our vessels and our chartering strategy, this cost is projected to be immaterial in the short to medium term. If in the future we decide to operate vessels on a voyagebasis, then fuel would be the largest expense that we would incur with respect to vessels operating on voyage charter. Voyage charter contracts generally provide that the vessel ownerbears the cost of fuel in the form of bunkers, which is a material operating expense. We currently cannot guarantee that we will hedge our fuel costs on any prospective future voyagecharters, and, therefore, an increase in the price of fuel may negatively affect our profitability and our cash flows.Worldwide inflationary pressures could negatively impact our results of operations and cash flows.Inflation could have an adverse impact on our business and operating results and subsequently on our financial condition both directly through the increase of operatingcosts, including crew costs and materials necessary for the operation of our vessels and indirectly through its adverse impact on the world economy in terms of increasing interest ratesand slowdown of global growth. Worldwide economies have in the recent past experienced inflationary pressures, with price increases seen across many sectors globally. In response tosuch inflationary pressures, central banks made steep increases in interest rates, which results in increases to the interest rates available to us for the financing of our operations andinvestment activity. If central banks continue to increase interest rates, or interest rates otherwise increase significantly, the resulting increase to the interest rates available to us on bothexisting loans on floating rate and new debt financings or refinancings we may pursue could adversely affect our cash flows and our ability to complete vessel acquisitions, takeadvantage of business opportunities, or respond to competitive pressures. Furthermore, during 2023, we experienced increased operating costs for crew, spares and lubricants thatnegatively affected our operating results. Consequently, if inflationary pressures intensify further, we may be unable to raise our charter rates enough to offset the increasing costs ofour operations, which would decrease our profit margins and result in deterioration of our financial condition.Whether the present inflationary pressures will transition to a long-term inflationary environment and the effect of such a development on charter rates, vessel demand, andoperating expenses in the sector in which we operate are uncertain. Additionally, the monetary tightening implemented by a series of central banks around the world in order to curbinflationary pressures has also significantly increased the probability of an economic recession in the short- to medium-term future.12Table of ContentsOur revenues are subject to seasonal fluctuations, which could affect our operating results and ability to service our debt or pay dividends.We operate in markets that have historically exhibited seasonal variations in demand and, as a result, in charter hire rates. This seasonality may result in quarter-to-quartervolatility in our operating results. The dry bulk shipping market is typically stronger in the fall and winter months in anticipation of increased consumption of coal and other raw materialsin the northern hemisphere during the winter months. In addition, unpredictable weather patterns in these months tend to disrupt vessel schedules and supplies of certain commodities.As a result, our revenues may be weaker during the fiscal quarters ending March 31 and June 30, and, conversely, our revenues may be stronger during the fiscal quarters endingSeptember 30 and December 31. This seasonality should not affect our operating results if our vessels are employed on fixed rate period time charters, but because our vessels areemployed (the vessels we may acquire may be employed) in the spot market or on index-linked or fixed rate charters, seasonality may increase the volatility of and materially affect ouroperating results and cash flows, as well as our ability to pay dividends, if any, in the future.Climate change and greenhouse gas restrictions may be imposed.Due to concern over the risk of climate change, a number of countries and the IMO, have adopted, or are considering the adoption of, regulatory frameworks to reducegreenhouse gas emissions. These regulatory measures may include, among others, the adoption of cap and trade regimes, carbon taxes, increased efficiency standards and incentives ormandates for renewable energy. For instance, the IMO imposed a global 0.5% sulfur cap on marine fuels, down from the previous cap of 3.5%, which came into force on January 1, 2020.In addition, in July 2023, the IMO adopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships with enhanced targets to tackle harmful emissions and, which identifies“levels of ambition” towards reducing greenhouse gas emissions, including (1) decreasing the carbon intensity from ships through the implementation of further phases of EEDI for newships; (2) reducing carbon dioxide emissions per transport work, as an average across international shipping, by at least 40% by 2030 compared to 2008 emission levels; and (3) pursuingnet-zero greenhouse gas emissions by or around 2050 while pursuing efforts towards phasing them out entirely. These regulations and any additional regulations addressing similargoals could cause us to incur additional substantial expenses. See “Item 4. Information on the Company—B. Business Overview—Environmental and Other Regulations” for adiscussion of these and other environmental regulations applicable to our operations.In addition, although the emissions of greenhouse gases from international shipping currently are not subject to the Kyoto Protocol to the United Nations FrameworkConvention on Climate Change (this task was delegated under the Kyoto Protocol to the IMO for action), which required adopting countries to implement national programs to reduceemissions of certain gases, a new treaty may be adopted in the future that includes restrictions on shipping emissions. Compliance with changes in laws, regulations and obligationsrelating to climate change could increase our costs related to operating and maintaining our vessels and require us to install new emission controls, acquire allowances or pay taxesrelated to our greenhouse gas emissions, or administer and manage a greenhouse gas emissions program. Revenue generation and strategic growth opportunities may also be adverselyaffected.Furthermore, on January 1, 2024, the EU Emissions Trading Scheme, or the ETS, for ships sailing into and out of EU ports came into effect, and the FuelEU Maritime Regulationis expected to come into effect on January 1, 2025. The ETS is to apply gradually over the period from 2024 to 2026. 40% of allowances would have to be surrendered in 2025 for the year2024; 70% of allowances would have to be surrendered in 2026 for the year 2025; and 100% of allowances would have to be surrendered in 2027 for the year 2026. Compliance is to be ona companywide (rather than per ship) basis and “shipping company” is defined widely to capture both the ship owner and any contractually appointed commercial operator/shipmanager/bareboat charterer who assumes all duties and responsibilities for the ship under the ISM Code, as well as the responsibility for full compliance under the ETS. If the lattercontractual arrangement is entered into this needs to be reflected in a certified mandate signed by both parties and presented to the administrator of the scheme. The cap under the ETSwould be set by taking into account EU MRV system emissions data for the years 2018 and 2019, adjusted, from year 2021 and is to capture 100% of the emissions from intra-EU maritimevoyages; 100% of emissions from ships at berth in EU ports and 50% of emissions from voyages which start or end at EU ports (but the other destination is outside the EU).Furthermore, the newly passed EU Emissions Trading Directive 2023/959/EC makes clear that all maritime allowances would be auctioned and there will be no free allocation. 78.4 millionemissions allowances are to be allocated specifically to maritime. If we do not have allowances, we will be forced to purchase allowances from the market, which can be costly, especiallyif other shipping companies are similarly looking to do the same. New systems, including personnel, data management systems, costs recovery mechanisms, revised service agreementterms and emissions reporting procedures will have to be put in place, at significant cost, to prepare for and manage the administrative aspect of ETS compliance. The cost ofcompliance and of our future EU emissions and costs to purchase an allowance for emissions (if we must purchase in order to comply) are unknown and difficult to predict, and arebased on a number of factors, including the size of our fleet, our trips within and to and from the EU, and the prevailing cost of allowances.Adverse consequences of climate change, including growing public concern about the environmental impact of climate change, may also adversely affect demand for ourservices. For example, increased regulation of greenhouse gases or other concerns relating to climate change may reduce the demand for coal in the future, one of the primary cargoescarried by our vessels. In addition, the physical effects of climate change, including changes in weather patterns, extreme weather events, rising sea levels, and scarcity of waterresources, may negatively impact our operations. Any long-term economic consequences of climate change could have a significant financial and operational adverse impact on ourbusiness that we cannot predict with certainty at this time.Pending and future tax law changes may result in significant additional taxes to us.Pending and future tax law changes may result in significant additional taxes to us. For example, the Organization for Economic Cooperation and Development published a“Programme of Work,” which was divided into two pillars. Pillar One focused on the allocation of group profits among taxing jurisdictions based on a market-based concept rather thanthe historical “permanent establishment” concept. Pillar Two, among other things, introduced a global minimum tax. The foregoing proposals (in the event international consensus isachieved and implementing laws are adopted) and other possible future tax changes may have an adverse impact on us. Any requirement or legislation that requires us to pay more taxcould have a material adverse effect on our business, results of operations, cash flows and financial condition, and our ability to pay dividends.Our operations may be adversely impacted by severe weather, including as a result of climate change.Tropical storms, hurricanes, typhoons, and other severe marine weather events could result in the suspension of operations at the planned ports of call for our vessels andrequire significant deviations from planned routes. In addition, climate change could result in an increase in the frequency and severity of these extreme weather events. The closure ofports, rerouting of vessels, damage of production facilities, as well as other delays caused by increasing frequency of severe weather, could stop operations or shipments forindeterminate periods and have a material adverse effect on our business, results or operations, and financial condition.13Table of ContentsIncreased regulation as well as scrutiny of environmental, social and governance matters may impact our business and reputation.In addition to the importance of their financial performance, companies are increasingly being judged by their performance on a variety of environmental, social and governancematters, or ESG, which are considered to contribute to the long-term sustainability of companies’ performance.A variety of organizations measure the performance of companies on such ESG topics, and the results of these assessments are widely publicized. In addition, investment infunds that specialize in companies that perform well in such assessments are increasingly popular, and major institutional investors have publicly emphasized the importance of suchESG measures to their investment decisions. Topics taken into account in such assessments include, among others, the company’s efforts and impact on climate change and humanrights, ethics and compliance with laws, and the role of the company’s board of directors in supervising various sustainability issues.We actively manage a broad range of such ESG matters, taking into consideration their expected impact on the sustainability of our business over time, and the potential impactof our business on society and the environment. As far as the environmental aspect is concerned, since 2018 we have commenced implementing technical and operational measuresaiming to improve the energy efficiency of our vessels and in extension reduce the CO2 emissions of the fleet. During 2023 the attained EEXI for all our vessels have been calculated inaccordance with regulation 23 of MARPOL Annex VI and the 2021 Guidelines on the method of calculation of the attained Energy Efficiency Existing Ship Index (EEXI) (resolutionMEPC.333(76)) (EEXI Calculation Guidelines). All EEXI technical files containing the necessary information have been prepared in cooperation with the vessels’ recognizedorganizations, for which the on-board survey application is in progress. In addition, we have completed various biofuel trials in cooperation with leading charterers and operators.Moreover, we have installed scrubber and ballast water treatment systems, Energy Saving Devices, including artificial intelligence assisted remote performance monitoring systems,applied Existing Vessel Design Index, or EVDI, upgrades, very low friction silicon hull paints and hydrodynamic performance improving technologies, which constitute examples of theenvironmental practices we have adopted and aim to continue adopting on most of our vessels. We participate in various environmental initiatives in our industry and technicalcommittees promoting various ESG matters. We have also secured and entered into two sustainability-linked financings for five of our vessels. However, in light of investors’ increasedfocus on ESG matters, there can be no certainty that we will manage such issues successfully, or that we will successfully meet the industry’s or society’s expectations as to our properrole. Any failure or perceived failure by us in this regard could have a material adverse effect on our reputation and on our business, share price, financial condition, or results ofoperations, including the sustainability of our business over time.On March 6, 2024, the SEC adopted final rules to enhance and standardize climate-related disclosures by public companies and in public offerings. The final rules will becomeeffective 60 days following publication of the adopting release in the Federal Register. As an accelerated filer, we will be required to provide the enhanced climate-related disclosures inour annual reports for the year ending December 31, 2026. On March 15, 2024, the Fifth Circuit Court of Appeals stayed application of these rules pending further judicial review, but onMarch 25, 2024 the Fifth Circuit Court of Appeals ordered the transfer of the petition to the Eighth Circuit Court of Appeals and the dissolution of the administrative stay. The impact ofthe ongoing litigation with respect to the content of these rules or the timing of their effectiveness is uncertain. Costs of compliance with these new rules may be significant and mayhave a material adverse effect on our future performance, results of operations, cash flows and financial position.Moreover, from time to time, we may incur additional costs, establish and publicly announce goals and commitments in respect of certain ESG items. While we may create andpublish voluntary disclosures regarding ESG matters from time to time, many of the statements in those voluntary disclosures are based on hypothetical expectations and assumptionsthat may or may not be representative of current or actual risks or events or forecasts of expected risks or events, including the costs associated therewith. Such expectations andassumptions are necessarily uncertain and may be prone to error or subject to misinterpretation given the long timelines involved and the lack of an established single approach toidentifying, measuring and reporting on many ESG matters. If we fail to achieve or improperly report on our progress toward achieving our environmental goals and commitments, theresulting scrutiny from market participants or regulators could adversely affect our reputation and/or our access to capital.Our vessels may call on ports located in or may operate in countries that are subject to restrictions or sanctions imposed by the United States, the European Union or othergovernments that could result in fines or other penalties imposed on us and may adversely affect our reputation and the market price of our common shares.During the year ended December 31, 2023, none of our vessels called on ports located in countries subject at that time to comprehensive sanctions and embargoes imposed bythe U.S. government or countries identified by the U.S. government or other authorities as state sponsors of terrorism; however, our vessels may call on ports in these countries fromtime to time in the future on our charterers’ instructions subject to any applicable insurance arrangements and prior approvals, if required. The U.S. sanctions and embargo laws andregulations vary in their application, as they do not all apply to the same covered persons or proscribe the same activities, and such sanctions and embargo laws and regulations may beamended or strengthened over time.14Table of ContentsWe believe that we are currently in compliance with all applicable sanctions and embargo laws and regulations. In order to maintain compliance, we monitor and review themovement of our vessels on a daily basis.We endeavor to provide that all or most of our future charters include provisions and trade exclusion clauses prohibiting the vessels from calling on ports where there is anexisting U.S. embargo. Furthermore, as of the date hereof, neither the Company nor its subsidiaries have entered into or have any plans to enter into, directly or indirectly, any contracts,agreements or other arrangements with the governments of Iran, Syria, North Korea, Cuba or any entities controlled by the governments of these countries.Due to the nature of our business and the evolving nature of the foregoing sanctions and embargo laws and regulations, there can be no assurance that we will be incompliance at all times in the future, particularly as the scope of certain laws may be unclear and may be subject to changing interpretations. Any such violation could result in fines,penalties or other sanctions that could severely impact our ability to access U.S. capital markets and conduct our business, and could result in some investors deciding, or beingrequired, to divest their interest, or refrain from investing, in us. In addition, certain institutional investors may have investment policies or restrictions that prevent them from holdingsecurities of companies that have contracts with countries identified by the U.S. government as state sponsors of terrorism. The determination by these investors not to invest in, or todivest from, our common shares may adversely affect the price at which our common shares trade. Moreover, our charterers may violate applicable sanctions and embargo laws andregulations as a result of actions that do not involve us or our vessels, and those violations could in turn negatively affect our reputation. In addition, our reputation and the market forour securities may be adversely affected if we engage in certain other activities, such as entering into charters with individuals or entities in countries subject to U.S. sanctions andembargo laws that are not controlled by the governments of those countries, or engaging in operations associated with those countries pursuant to contracts with third parties that areunrelated to those countries or entities controlled by their governments.Sulfur regulations to reduce air pollution from ships have required retrofitting of vessels and may cause us to incur significant costs. Since January 1, 2020, IMO regulations have required vessels to comply with a global cap on the sulfur in fuel oil used on board of 0.5%, down from the previous cap of 3.5%.Compliance with this regulation is achieved by using 0.5% sulfur fuels on board; installing “scrubbers” for cleaning of the exhaust gas; or retrofitting vessels to be powered by liquefiednatural gas. Nine of our vessels currently have scrubbers installed, while the remaining eight vessels in our fleet comply by burning low sulfur fuel (0.5% or 0.1%). Costs of compliancewith these regulatory changes for our non-scrubber vessels or any non-scrubber vessels we may acquire may be significant and may have a material adverse effect on our futureperformance, results of operations, cash flows, and financial position. We have further developed ship specific implementation plans for safeguarding the smooth transition with theusage of compliant fuels for such vessels that will not be equipped with scrubbers. However, due to the fact that Mediterranean Sea will become a 0.1% sulfur emission control area byMay 1, 2025, we may consider installing scrubbers in the rest or some of our vessels, if such investment is deemed beneficial. Costs of ongoing compliance may have a material adverseeffect on our future performance, results of operations, cash flows and financial position. See Item 4. “Information on the Company—B. Business Overview—Environmental and OtherRegulations—International Maritime Organization.”We are subject to regulation and liability under environmental laws that could require significant expenditures and affect our cash flows and net income.Our business and the operation of our vessels are materially affected by government regulation in the form of international conventions, national, state and local laws andregulations in force in the jurisdictions in which the vessels operate, as well as in the country or countries of their registration, including those governing oil spills, discharges to air andwater, ballast water management, and the handling and disposal of hazardous substances and wastes. These requirements include, but are not limited to, EU regulations; the U.S. OilPollution Act of 1990, or OPA; the U.S. Comprehensive Environmental Response; Compensation and Liability Act of 1980, or CERCLA; the U.S. Clean Air Act, including its amendmentsof 1977 and 1990, or the CAA; the U.S. Clean Water Act, or the CWA; the U.S. Maritime Transportation Security Act of 2002, or the MTSA; and regulations of the IMO. These include,but are not limited to, the International Convention on Civil Liability for Oil Pollution Damage of 1969, as from time to time amended and generally referred to as CLC; the IMOInternational Convention for the Prevention of Pollution from Ships of 1973, as from time to time amended and generally referred to as MARPOL, including the designation of emissioncontrol areas, or ECAs, thereunder; the IMO International Convention for the Safety of Life at Sea of 1974, as from time to time amended and generally referred to as SOLAS, the IMOInternational Convention on Load Lines of 1966, as from time to time amended and generally referred to as the LL Convention; the International Convention on Civil Liability for BunkerOil Pollution Damage, generally referred to as the Bunker Convention; the IMO’s International Management Code for the Safe Operation of Ships and for Pollution Prevention, generallyreferred to as the ISM Code, the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, generally referred to as the BWM Convention; andthe International Ship and Port Facility Security Code, or ISPS.15Table of ContentsWe may also incur additional costs in order to comply with other existing and future regulatory obligations, including, but not limited to, costs relating to the 0.5% sulfur cap onmarine fuels, air emissions including greenhouse gases, the management of ballast water, maintenance and inspection, development and implementation of emergency procedures andinsurance coverage or other financial assurance of our ability to address pollution incidents. These costs could have a material adverse effect on our business, results of operations,cash flows and financial condition and our available cash. Because such conventions, laws and regulations are often revised, we cannot predict the ultimate cost of complying withsuch conventions, laws and regulations or the impact thereof on the resale price or useful life of vessels we may acquire in the future. Additional conventions, laws and regulations maybe adopted which could limit our ability to do business or increase the cost of our doing business and which may materially adversely affect our operations.Regulations relating to ballast water discharge may adversely affect our revenues and profitability.The IMO has imposed updated guidelines for ballast water management systems specifying the maximum amount of viable organisms allowed to be discharged from a vessel’sballast water. Depending on the date of the IOPP renewal survey, existing vessels constructed before September 8, 2017 must comply with the updated D-2 standard. For all vessels,compliance with the D-2 standard will involve installing on-board systems to treat ballast water and eliminate unwanted organisms. Ships constructed on or after September 8, 2017 areto comply with the D-2 standards. Vessels are required to meet the discharge standard D-2 by installing an approved Ballast Water Management System (or BWMS). Pursuant to theBWM Convention amendments, BWMSs installed on or after October 28, 2020 shall be approved in accordance with BWMS Code, while BWMSs installed before October 28, 2020 mustbe approved taking into account guidelines developed by the IMO or the BWMS Code. Ships sailing in U.S. waters are required to employ a type-approved BWMS which is compliantwith United States Coast Guard, or USCG, regulations. Amendments to the BWM Convention entered into force in June 2022 concerning commissioning testing of BWMS and the formof the International Ballast Water Management Certificate. We have installed ballast water treatment systems in all our vessels which comply with the updated guidelines. Nevertheless,we might incur compliance costs for any vessels we might acquire in the future, which might have a substantial effect on our profitability. Additionally, many countries already regulatethe discharge of ballast water carried by vessels from country to country to prevent the introduction of invasive and harmful species via such discharges. The U.S., for example, requiresvessels entering its waters from another country to conduct mid-ocean ballast exchange, or undertake some alternate measure, and to comply with certain reporting requirements.Amendments to the BWM Convention concerning commissioning testing of BWMS and the form of the International Ballast Water Management Certificate became effective in June2022.Furthermore, United States regulations are currently changing. Although the 2013 Vessel General Permit, or VGP, program and U.S. National Invasive Species Act, or NISA, arecurrently in effect to regulate ballast discharge, exchange and installation, the Vessel Incidental Discharge Act, or VIDA, which was signed into law on December 4, 2018, requires thatthe U.S. Coast Guard develop implementation, compliance, and enforcement regulations regarding ballast water. It intends to replace the VGP scheme and streamline the patchwork offederal, state, and local requirements for the commercial vessel community. The US Environmental Protection Agency, or EPA, has indicated that new federal discharge standards forvessels may be published in autumn 2024. The VIDA gave the EPA two years to develop new national discharge standards for vessels and the U.S. Coast Guard another two years todevelop regulations and best management practices to implement and enforce those standards. VIDA also specifies that the provisions of the VGP will continue to apply until EPA andthe U.S. Coast Guard publish their final regulations, regardless of how long that takes, and that the permit cannot be modified during that time. On October 26, 2020, the EPA published aNotice of Proposed Rulemaking for Vessel Incidental Discharge National Standards of Performance under VIDA, and in November 2020, held virtual public meetings. On October 18, 2023,the EPA published a Supplemental Notice to the Vessel Incidental Discharge National Standards of Performance, which shares new ballast water information that the EPA received fromthe USCG. Under VIDA, all provisions of the VGP 2018 and the USCG ballast water regulations remain in force and effect as currently written until the EPA publishes standard. If theUSCG spends the full two years to finalize the corresponding enforcement standards, the current 2013 VGP scheme will remain in force until 2026. This rule changes may have financialimpact on our vessels and may result in vessels being banned from calling in the U.S. in case compliance issues arise.16Table of ContentsIncreased inspection procedures, tighter import and export controls and new security regulations could increase costs and disrupt our business.International shipping is subject to security and customs inspection and related procedures in countries of origin, destination and trans-shipment points. Since the events ofSeptember 11, 2001, there have been a variety of initiatives intended to enhance vessel security, such as the MTSA, which are the U.S. Coast Guard’s issued regulations requiring theimplementation of certain security requirements aboard vessels operating in waters subject to the jurisdiction of the United States and at certain ports and facilities. In addition, pursuantto the SOLAS Convention, dry bulk vessels and the ports in which we plan to operate are subject to the ISPS Code. These security procedures can result in seizure of vessel cargo,delays in the loading, discharging or trans-shipment and the levying of customs duties, fines or other penalties against exporters or importers and, in some cases, vessels. Futurechanges to the existing security procedures may be implemented that could affect the dry bulk sector. These changes have the potential to impose additional financial and legalobligations on vessels and, in certain cases, to render the shipment of certain types of goods uneconomical or impractical. These additional costs could reduce the volume of goodsshipped, resulting in a decreased demand for vessels and have a negative impact on our business, revenues and customer relations.Acts of piracy on ocean-going vessels could adversely affect our business.Acts of piracy have historically affected ocean-going vessels trading in regions of the world such as the Red Sea, the Gulf of Aden off the coast of Somalia, and Indian Oceanand the Gulf of Guinea region off the coast of Nigeria, which has experienced increased incidents of piracy in recent years. Sea piracy incidents continue to occur, particularly in theSouth China Sea, the Indian Ocean, in the Gulf of Guinea and the Strait of Malacca, with dry bulk vessels particularly vulnerable to such attacks. Acts of piracy could result in harm ordanger to the crews that man our vessels. Additionally, if piracy attacks result in regions in which our vessels are deployed being characterized as “war risk” zones by insurers or if ourvessels are deployed in Joint War Committee “war and strikes” listed areas, premiums payable for insurance coverage could increase significantly and such insurance coverage may bemore difficult to obtain, if available at all. In addition, crew and security equipment costs, including costs that may be incurred to employ onboard security armed guards, could increasein such circumstances. Furthermore, while we believe the charterer remains liable for charter payments when a vessel is seized by pirates, the charterer may dispute this and withholdcharter hire until the vessel is released. A charterer may also claim that a vessel seized by pirates was not “on-hire” for a certain number of days and is therefore entitled to cancel thecharterparty, a claim that we would dispute. We may not be adequately insured to cover losses from these incidents, which could have a material adverse effect on us. In addition, anydetention hijacking as a result of an act of piracy against our vessels, or an increase in cost, or unavailability, of insurance for our vessels could have a material adverse impact on ourbusiness, financial condition and results of operations.The operation of dry bulk vessels has particular operational risks.The operation of dry bulk vessels has certain unique risks. With a dry bulk vessel, the cargo itself and its interaction with the vessel can be an operational risk. By their nature,dry bulk cargoes are often heavy, dense, easily shifted, and react badly to water exposure. In addition, dry bulk vessels are often subjected to battering treatment during dischargingoperations with grabs, jackhammers (to pry encrusted cargoes out of the hold) and small bulldozers. This treatment may cause damage to the vessel. Vessels damaged due to treatmentduring discharging procedures may affect a vessel’s seaworthiness while at sea. Hull fractures in dry bulk vessels may lead to the flooding of the vessels’ holds. If a dry bulk vesselsuffers flooding in its forward holds, the bulk cargo may become so dense and waterlogged that its pressure may buckle the vessel’s bulkheads, leading to the loss of a vessel. If we areunable to adequately maintain our vessels, we may be unable to prevent these events. Any of these circumstances or events could negatively impact our business, financial condition,and results of operations. In addition, the loss of a vessel could harm our reputation as a safe and reliable vessel owner and operator.If any of our vessels fails to maintain its class certification or fails any annual survey, intermediate survey, or special survey, or if any scheduled class survey takes longer or is moreexpensive than anticipated, this could have a material adverse impact on our financial condition and results of operations.The hull and machinery of every commercial vessel must be certified by a classification society authorized by its country of registry. The classification society certifies that avessel is safe and seaworthy in accordance with the applicable rules and regulations of the country of registry of the vessel and SOLAS.A vessel must undergo annual, intermediate and special surveys. The vessel’s machinery may be on a continuous survey cycle, under which the machinery would be surveyedperiodically over a five-year period. At the beginning, during and at the end of this cycle, every vessel is required to undergo inspection of her underwater parts that usually includesdry-docking. These surveys and dry-dockings can be costly and can result in delays in returning a vessel to operation.If any vessel does not maintain its class, the vessel will not be allowed to carry cargo between ports and cannot be employed or insured. Any such inability to carry cargo or beemployed, or any related violation of the covenants under our loans or other financing agreements, could have a material adverse impact on our financial condition and results ofoperations.17Table of ContentsAs we employ seafarers covered by industry-wide collective bargaining agreements, a failure of industry groups to renew such agreements may disrupt our operations andadversely affect our earnings.We employ a large number of seafarers. All the seafarers employed on the vessels in our fleet are covered by industry-wide collective bargaining agreements that set minimumstandards in wages and labor conditions. We cannot assure you that these agreements will be renewed as necessary or will prevent labor interruptions. Any labor interruptions coulddisrupt our operations and harm our financial performance.Maritime claimants could arrest or attach one or more of our vessels, which could interrupt our cash flows.Crew members, suppliers of goods and services to a vessel, shippers of cargo and other parties may be entitled to a maritime lien against a vessel for unsatisfied debts, claims ordamages. In many jurisdictions, a maritime lien holder may enforce its lien by arresting a vessel through foreclosure proceedings. The arrest or attachment of one or more of our vesselscould interrupt our cash flow and require us to pay large sums of funds to have the arrest lifted, which would have a material adverse effect on our financial condition and results ofoperations.In addition, in some jurisdictions, such as South Africa, under the “sister ship” theory of liability, a claimant may arrest both the vessel that is subject to the claimant’s maritimelien and any “associated” vessel, which is any vessel owned or controlled by the same owner. Claimants could try to assert “sister ship” liability against one of our vessels for claimsrelating to another of our vessels.Governments could requisition our vessels during a period of war or emergency, which could negatively impact our business, financial condition, results of operations, andavailable cash.A government could requisition for title or hire one or more of our vessels. Requisition for title occurs when a government takes control of a vessel and becomes the owner.Also, a government could requisition a vessel for hire. Requisition for hire occurs when a government takes control of a vessel and effectively becomes the charterer at dictated charterrates. Generally, requisitions occur during a period of war or emergency. Although we would be entitled to compensation in the event of a requisition, the amount and timing of paymentof such compensation is uncertain. Government requisition of one or more of our vessels could have a material adverse effect on our financial condition and results of operations.Risks Relating to Our CompanyThe market values of our vessels may decrease, which could limit the amount of funds that we can borrow or trigger breaches of certain financial covenants under our current orfuture loan agreements and other financing agreements, and we may incur an impairment or, if we sell vessels following a decline in their market value, a loss.The fair market values of our vessels are related to prevailing freight charter rates. While the fair market value of vessels and the freight charter market have a very closerelationship as the charter market moves from trough to peak, the time lag between the effect of charter rates on market values of ships can vary. A decrease in the market value of ourvessels could require us to raise additional capital in order to remain compliant with our loan covenants or the covenants in the other financing agreements and could result in the loss ofour vessels (including, through foreclosure by our lenders and lessors) and adversely affect our earnings and financial condition.The market value of dry bulk vessels, and Capesize dry bulk carriers in particular, has historically exhibited great volatility. From 2010 until today, the standard 182,000 dwtCapesize yard resale prices have fluctuated from $35.0 million in March 2016 to $74.0 million in March 2010. The fair market value of our vessels is dependent on other factors as well,including:•general economic and market conditions affecting the shipping industry, including changes in global dry cargo commodity supply;•prevailing levels of charter rates;•competition from other shipping companies;•sophistication and condition of the vessels;•advances in efficiency, such as introduction of autonomous vessels;18Table of Contents•where the vessel was built and as-built specifications and subsequent modifications and improvements;•lifetime maintenance record;•supply and demand for vessels; •types, sizes, and age of vessels; •number of newbuilding deliveries; •the cost to order and construct a new vessel; •number of vessels scrapped or otherwise removed from the world fleet; •the scrap value of vessels; •changes in environmental and other regulations that may limit the useful life of vessels; •decreased costs and increases in use of other modes of transportation; •cost of secondhand vessel acquisitions; •whether the vessel is equipped with scrubbers; •global economic or pandemic-related crises; •governmental and other regulations, including environmental regulations; •ability of buyers to access financing and capital; •technological advances; and •the cost of retrofitting or modifying existing ships to respond to technological advances in vessel design or equipment, changes in applicable environmental or other regulationsor standards, or otherwise. In addition, as vessels age, they generally decline in value. If the fair market value of our vessels declines, we may not be in compliance with certain covenants in our loanagreements and other financing agreements we may enter into, and our lenders or lessors could accelerate our indebtedness or require us to pay down our indebtedness to a level wherewe are again in compliance with the covenants in our loan agreements and other financing agreements or foreclose their liens. If any of our current or future loan agreements and otherfinancing agreements are accelerated, we may not be able to refinance our debt or obtain additional funding. We expect that we will enter into more loan agreements and other financingagreements in connection with our vessels, the vessels we have agreed to acquire or future vessel acquisitions. For more information regarding our current loan facilities and otherfinancing agreements, please see “Item 5. Operating and Financial Review and Prospects – B. Liquidity and Capital Resources – Loan Arrangements.”In addition, if vessel values decline, we may have to record an impairment adjustment in our financial statements, which could adversely affect our financial results. Furthermore,if we sell one or more of our vessels at a time when vessel prices have fallen, the sale price may be less than the vessel’s carrying value on our consolidated financial statements,resulting in a loss on sale or an impairment loss being recognized, leading to a reduction in earnings.Newbuilding projects are subject to risks that could cause delays.We may enter into newbuilding contracts in connection with our vessel acquisition strategy. Newbuilding construction projects are subject to risks of delay inherent in anylarge construction project from numerous factors, including shortages of equipment, materials or skilled labor, unscheduled delays in the delivery of ordered materials and equipment orshipyard construction, failure of equipment to meet quality and/or performance standards, financial or operating difficulties experienced by equipment vendors or the shipyard,unanticipated actual or purported change orders, inability to obtain required permits or approvals, design or engineering changes, work stoppages and other labor disputes, adverseweather conditions, or any other events of force majeure. A shipyard’s failure to deliver a vessel on time may result in the delay of revenue from the vessel. Any such failure or delaycould have a material adverse effect on our operating results.19Table of ContentsWe may be unable to obtain financing for the vessels we have agreed to acquire or any vessels we may acquire in the future.We can offer no assurance that we will be able to obtain the necessary financing either for the secondhand vessels we have agreed to acquire with expected deliveries within2024 or for the acquisition of any vessels we may acquire in the future, on attractive terms or at all. If financing is not available when needed, or is available only on unfavorable terms,we may be unable to meet our purchase price payment obligations and complete the acquisition of such vessels and expand the size of our fleet. If we fail to fulfill our commitmentsthereunder, due to an inability to obtain financing or otherwise, we may also be liable for damages for breach of contract. Our failure to obtain the funds for these capital expenditurescould have a material adverse effect on our business, results of operations, financial conditions, and cash flows.If the vessels we have agreed to acquire or may agree to acquire in the future are not delivered on time or are delivered with significant defects, our earnings and financialcondition could suffer.Currently, we have agreed to acquire two Capesize vessels with expected deliveries within 2024 and may acquire additional vessels in the future. A delay in the delivery of anyvessels to us, the failure of the contract counterparty to deliver a vessel at all, or us not taking delivery of a vessel could cause us to breach our obligations under the acquisitioncontract or under a related time charter and become liable for damages for breach of contract or could otherwise adversely affect our financial condition and results of operations. Incases where the fault lies with the contract counterparty, we would be entitled to compensation, but the amount and timing of payment of such compensation is uncertain. In addition,the delivery of any vessel with substantial defects could have similar consequences and, although we intend to inspect the condition of the vessels pre-acquisition, there is noassurance that we will be able to identify such defects. We have not received in the past, and do not expect to receive in the future, the benefit of warranties on any secondhand vesselswe acquire. Any of these circumstances or events could have a material adverse effect on our business, operating results, cash flows and financial condition.Substantial debt levels could limit our flexibility to obtain additional financing and pursue other business opportunities.As of December 31, 2023, we had $236.4 million in debt outstanding across our loan facilities, sale and leaseback transactions and financial leases. Moreover, we anticipate thatwe will incur future indebtedness in connection with the acquisition of additional vessels, although there can be no assurance that we will be successful in identifying further vessels orsecuring such debt financing. Significant levels of debt could have important consequences to us, including the following:•our ability to obtain additional financing, if necessary, for working capital, capital expenditures, acquisitions or other purposes may be impaired, or such financing may beunavailable on favorable terms, or at all; •we may need to use a substantial portion of our cash from operations to make principal and interest payments on our bank debt and financing liabilities, reducing the funds thatwould otherwise be available for operations, future business opportunities and any future dividends to our shareholders; •our debt level could make us more vulnerable to competitive pressures or a downturn in our business or the economy generally than our competitors with less debt; and •our debt level may limit our flexibility in responding to changing business and economic conditions. Our ability to service our indebtedness will depend upon, among other things, our future financial and operating performance, which will be affected by prevailing economicconditions and financial, business, regulatory and other factors, some of which are beyond our control, as well as the interest rates applicable to our outstanding indebtedness. If thevalue of our vessels does not sufficiently serve as a security for our lenders, or if our operating income is not sufficient to service our indebtedness, we will be forced to take actions,such as reducing or delaying our business activities, acquisitions, investments or capital expenditures, selling assets, restructuring or refinancing our debt or seeking additional equitycapital. We may not be able to effect any of these remedies on satisfactory terms, or at all. In addition, a lack of liquidity in the debt and equity markets could hinder our ability torefinance our debt or obtain additional financing on favorable terms in the future. For more information regarding our current loan agreements and other financing arrangements, pleasesee “Item 5. Operating and Financial Review and Prospects – B. Liquidity and Capital Resources – Loan Arrangements.”20Table of ContentsOur loan agreements and other financing arrangements contain, and we expect that other future loan agreements and financing arrangements will contain, restrictive covenantsthat may limit our liquidity and corporate activities, which could limit our operational flexibility and have an adverse effect on our financial condition and results of operations.In addition, because of the presence of cross-default provisions in our loan agreements and financing arrangements, a default by us under one loan agreement or financingarrangement could lead to defaults under multiple loans and financing agreements.Our loan agreements and other financial arrangements contain, and we expect that other future loan agreements and financing arrangements will contain, customary covenantsand event of default clauses, financial covenants, restrictive covenants and performance requirements, which may affect operational and financial flexibility. Such restrictions couldaffect, and in many respects limit or prohibit, among other things, our ability to pay dividends, incur additional indebtedness, create liens, sell assets, or engage in mergers oracquisitions. These restrictions could limit our ability to plan for or react to market conditions or meet extraordinary capital needs or otherwise restrict corporate activities. There can beno assurance that such restrictions will not adversely affect our ability to finance our future operations or capital needs.As a result of these restrictions, we may need to seek permission from our lenders and other financing counterparties in order to engage in some corporate actions. Our lenders’and other financing counterparties’ interests may be different from ours and we may not be able to obtain their permission when needed. This may prevent us from taking actions that webelieve are in our best interests, which may adversely impact our revenues, results of operations and financial condition.A failure by us to meet our payment and other obligations, including our financial covenants and any security coverage requirements, could lead to defaults under our financingarrangements. Likewise, a decrease in vessel values or adverse market conditions could cause us to breach our financial covenants or security requirements (the market values of drybulk vessels have generally experienced high volatility). In the event of a default that we cannot remedy, our lenders and other financing counterparties could then accelerate theirindebtedness and foreclose on the respective vessels in our fleet. The loss of any of our vessels could have a material adverse effect on our business, results of operations and financialcondition.Because of the presence of cross-default provisions in our loan agreements and financing agreements, a default by us under a loan or financing agreement and the refusal ofany lender or financing counterparty to grant or extend a waiver could result in the acceleration of our indebtedness under our other loans and financing agreements. A cross-defaultprovision means that if we default on one loan, we would then default on our other loans containing a cross-default provision.In the recent past, we have obtained waivers, deferrals and amendments of certain financial covenants, payment obligations and events of default under our loan facilities withour lenders. However, there can be no assurance that we will obtain similar waivers and deferrals from our lenders in the future, if needed, as we have obtained in the past.For more information regarding our current loan facilities and other financing arrangements, please see “Item 5. Operating and Financial Review and Prospects – B. Liquidity andCapital Resources – Loan Arrangements.”We depend on officers and directors who are associated with United Maritime Corporation, of the Republic of the Marshall Islands (“United”), which may create conflicts ofinterest.Our officers and directors have fiduciary duties to manage our business in a manner beneficial to us and our shareholders. However, Stamatios Tsantanis, who serves as ourChairman and Chief Executive Officer, is also the Chairman and Chief Executive Officer of United. In addition, Stavros Gyftakis, who serves as our Chief Financial Officer, is the ChiefFinancial Officer and a director of United. Christina Anagnostara and Ioannis Kartsonas, who serve as independent directors for us, also serve as independent directors of United. Theseofficers and directors have fiduciary duties and responsibilities to manage the business of United in a manner beneficial to it and its shareholders and may have conflicts of interest inmatters involving or affecting us and our customers or shareholders, or when faced with decisions that could have different implications for United than they do for us. The resolution ofthese potential conflicts may not always be in our best interest or that of our shareholders and could have a material adverse effect on our business, results of operations, cash flows,and financial condition.If we fail to manage our planned growth properly, we may not be able to successfully expand our market share.Our fleet currently consists of 16 Capesize vessels and one Newcastlemax dry bulk vessel and we have agreed to acquire another two secondhand Capesize vessels withexpected deliveries within 2024. Moreover, we may acquire additional vessels in the future. Our ability to manage our growth will primarily depend on our ability to:•generate excess cash flow so that we can invest without jeopardizing our ability to cover current and foreseeable working capital needs, including debt service; 21Table of Contents•finance our operations; •locate and acquire suitable vessels; •identify and consummate acquisitions or joint ventures; •integrate any acquired businesses or vessels successfully with our existing operations; •hire, train and retain qualified personnel and crew to manage and operate our growing business and fleet; and •expand our customer base. Growing any business by acquisitions presents numerous risks such as obtaining acquisition financing on acceptable terms or at all, undisclosed liabilities and obligations,difficulty in obtaining additional qualified personnel, managing relationships with customers and suppliers and integrating newly acquired operations into existing infrastructures. Wemay not be successful in executing our growth plans and we may incur significant additional expenses and losses in connection therewith.Vessel aging and purchasing and operating secondhand vessels, such as our current fleet, may result in increased operating costs and vessel off-hire, which could adversely affectour financial condition and results of operations.All of the vessels in our fleet are secondhand vessels. Our inspection of these or other secondhand vessels prior to purchase does not provide us with the same knowledgeabout their condition and the cost of any required or anticipated repairs that we would have had if these vessels had been built for and operated exclusively by us. We have not receivedin the past, and do not expect to receive in the future, the benefit of warranties on any secondhand vessels we acquire.As the vessels in our fleet or other secondhand vessels we may acquire age, they may become less fuel efficient and costlier to maintain and will not be as advanced as recentlyconstructed vessels due to improvements in design, technology and engineering, including improvements required to comply with government regulations. Rates for cargo insurance,paid by charterers, also increase with the age of a vessel, making older vessels less desirable to charterers, which could result in the lower utilization and, therefore, lower revenues.In addition, charterers actively discriminate against hiring older vessels. Rightship, the ship vetting service founded by Rio Tinto and BHP-Billiton, has become a major vettingservice in the dry bulk shipping industry, which ranks the suitability of vessels based on a scale of one to five stars. There are carriers that may not charter a vessel that Rightship hasvetted with fewer than three stars. Therefore, a potentially deteriorated star rating for our vessels may affect their commercial operation and profitability and vessels in our fleet withlower ratings may experience challenges in securing charters. Effective as of January 1, 2018, Rightship’s age trigger for a dry cargo inspection for vessels over 8,000 dwt changed from18 years to 14 years, after which an annual acceptable Rightship inspection will be required. Rightship may downgrade any vessel over 18 years of age that has not completed asatisfactory inspection by Rightship, in the same manner as any other vessel over 14 years of age, to two stars, which significantly decreases its chances of entering into a charter.Fifteen and two vessels in our operating fleet have three and four-star risk ratings from Rightship, respectively.Governmental regulations and safety or other equipment standards related to the age or condition of vessels may require expenditures for alterations, or the addition of newequipment, to our vessels and may restrict the type of activities in which the vessels may engage. As our vessels age, market conditions may not justify those expenditures or enable usto operate our vessels profitably during the remainder of their useful lives.In addition, unless we maintain cash reserves for vessel replacement, we may be unable to replace the vessels in our fleet upon the expiration of their useful lives. We estimatethe useful life of our vessels to be 25 years from the date of initial delivery from the shipyard. Our cash flows and income are dependent on the revenues we earn by chartering ourvessels to customers. If we are unable to replace the vessels in our fleet upon the expiration of their useful lives, our business, financial condition and results of operations will bematerially adversely affected. Any reserves set aside for vessel replacement would not be available for other cash needs or dividends.Volatility of SOFR and potential changes of the use of SOFR as a benchmark could affect our profitability, earnings, and cash flow.The calculation of interest in most financing agreements in our industry had been historically based on the London Interbank Offered Rate (“LIBOR”). LIBOR had been thesubject of national, international, and other regulatory guidance and proposals for reform. In response thereto, the Alternative Reference Rate Committee, a committee convened by theFederal Reserve Board that includes major market participants, had proposed the CME Group’s forward looking Secured Overnight Financing Rate (“SOFR”) term rates (“SOFR TermRates”), based on the SOFR rate published by the New York Federal Reserve, as an alternative rate to replace U.S. dollar LIBOR. In December 2022, the Federal Reserve adopted a finalrule that implements the Adjustable Interest Rate (LIBOR) Act identifying SOFR-based rates as replacement rates to LIBOR in certain financial contracts that do not have clear orpracticable provisions for replacing LIBOR after June 30, 2023, when ICE Benchmark Administration, the administrator of LIBOR, ceased the publication of U.S. dollar LIBOR. Whilecertain existing loan agreements previously used LIBOR, we have amended our loan agreements to transition from LIBOR to SOFR. SOFR is a broad measure of the cost of borrowingcash overnight collateralized by U.S. Treasury securities in the repurchase agreement (repo) market. SOFR has been adopted by most lenders in our industry as a replacement benchmarkrate.22Table of ContentsAn increase in SOFR, including as a result of the interest rate increases effected by the Federal Reserve and the Federal Reserve’s recent hike of U.S. interest rates in responseto rising inflation, would affect the amount of interest payable under our existing loan agreements, which, in turn, could have an adverse effect on our profitability, earnings, cash flow,and ability to pay dividends. If SOFR performs differently than expected or if our lenders insist on a different reference rate to replace SOFR, that could increase our borrowing costs (andadministrative costs to reflect the transaction), which would have an adverse effect on our profitability, earnings, and cash flows. Alternative reference rates may behave in a similarmanner or have other disadvantages or advantages in relation to our future indebtedness and the transition to SOFR or other alternative reference rates in the future could have amaterial adverse effect on us.In order to manage any future exposure to interest rate fluctuations, we may from time-to-time use interest rate derivatives to effectively fix any floating rate debt obligations, orwe may maintain adequate cash balances in Euros. No assurance can, however, be given that the use of these derivative instruments, if any, may effectively protect us from adverseinterest rate movements. The use of interest rate derivatives may affect our results through mark to market valuation of these derivatives. Also, adverse movements in interest ratederivatives may require us to post cash as collateral, which may impact our free cash position, and have the potential to cause us to breach covenants in our loan agreements that requiremaintenance of certain financial positions and ratios. Interest rate derivatives may also be impacted by the transition to SOFR or to other alternative rates.The failure of our current or future counterparties to meet their obligations under our current or future contracts, including any charter agreements, could cause us to suffer lossesor otherwise adversely affect our business.We have entered, and plan to enter, into various contracts, including charterparties with our customers, vessel management agreements and other agreements, which subject usto counterparty risks. The ability and willingness of each of our current or future counterparties to perform its obligations under charter agreements with us will depend on a number offactors that are beyond our control and may include, among other things, general economic conditions, the condition of the dry bulk shipping industry and the industries in which ourcounterparties operate, the overall financial condition of the counterparties, and the supply and demand for dry bulk commodities.From time to time, those counterparties may account for a significant amount of our chartering activity and revenues. In addition, in challenging market conditions, there havebeen reports of charterers renegotiating their charters or defaulting on their obligations under charter agreements, and so our customers may fail to pay charter hire or attempt torenegotiate charter rates. Should a charterer fail to honor its obligations to us, it may be difficult to secure substitute employment for such vessel on favorable terms or at all, and anynew charter arrangements we secure in the spot market or on time charters could be at lower rates. If our charterers fail to meet their obligations to us or attempt to renegotiate our charteragreements, we could suffer significant losses, which could have a material adverse effect on our business, financial condition, results of operations and cash flows.Rising crew costs may adversely affect our profits.Crew costs are expected to be a significant expense for us. Recently, the limited supply of and increased demand for highly skilled and qualified crew, due to the increase in thesize of the global shipping fleet, has created upward pressure on crewing costs. Increases in crew costs may adversely affect our profitability if we are not able to increase our rates.We may not be able to attract and retain key management personnel and other employees in the shipping industry, which may negatively affect the effectiveness of our managementand our results of operations.Our success will depend to a significant extent upon the abilities and efforts of our management team, including our ability to retain key members of our management team andthe ability of our management to recruit and hire suitable employees. The loss of any of these individuals could adversely affect our business prospects and financial condition.Difficulty in hiring and retaining personnel could adversely affect our business and results of operations.23Table of ContentsOur vessels may suffer damage, and we may face unexpected repair costs, which could adversely affect our cash flow and financial condition.The operation of an ocean-going vessel carries inherent risks, which include the risk of the vessel or its cargo being damaged or lost because of events such as marinedisasters, bad weather and other acts of God, business interruptions caused by mechanical failures, grounding, fire, explosions and collisions, human error, war, terrorism, piracy, laborstrikes, boycotts and other similar circumstances or events.If our vessels suffer damage, they may need to be repaired at a shipyard facility. The time and costs of repairs are unpredictable and may be substantial. The loss of earningswhile our vessels are being repaired and repositioned, as well as the actual cost of these repairs and any repositioning costs, would decrease our earnings and reduce the amount of anydividends in the future. We may also be unable to find space at a suitable drydocking facility and be forced to travel to a drydocking facility that is not conveniently located to theposition of our vessels. For more information see “—Risks associated with operating ocean-going vessels could affect our business and reputation, which could adversely affect ourrevenues and expenses.” We may not have insurance that is sufficient to cover all or any of these costs or losses and may have to pay repair costs not covered by our insurance.We are exposed to U.S. dollar and foreign currency fluctuations and devaluations that could harm our reported revenue and results of operations.We generate all of our revenues and incur the majority of our operating expenses in U.S. dollars, but we currently incur many of our general and administration expenses incurrencies other than the U.S. dollar, primarily the euro. Because such portion of our expenses is incurred in currencies other than the U.S. dollar, our expenses may from time to timeincrease relative to our revenues as a result of fluctuations in exchange rates, particularly between the U.S. dollar and the euro, which could affect the amount of net income that wereport in future periods. We may use financial derivatives to operationally hedge some of our currency exposure. Our use of financial derivatives involves certain risks, including the riskthat losses on a hedged position could exceed the nominal amount invested in the instrument and the risk that the counterparty to the derivative transaction may be unable or unwillingto satisfy its contractual obligations, which could have an adverse effect on our results.We maintain cash with a limited number of financial institutions including financial institutions that may be located in Greece, which will subject us to credit risk.We maintain all of our cash with a limited number of financial institutions, including institutions that are located in Greece. These financial institutions located in Greece may besubsidiaries of international banks or Greek financial institutions. Although concerns relating to the sovereign debt crisis have largely been allayed and Greece has emerged from itsbailout programs, the stand-alone financial strength of the banks and the anticipated additional pressures stemming from the legacy of the country’s multi-year debt crisis and theCOVID-19 pandemic continue to create uncertain economic prospects.Generally, only a portion of cash balances are covered by insurance in the event of default by a financial institution in Greece or elsewhere. Several banks, including banks inthe United States and Switzerland, have recently been subject to extraordinary resolution procedures or sale because of the risk of such a default. In the event of such a default of afinancial institution, we may lose part or all of our cash that we hold deposited with such financial institution.We are a holding company and we depend on the ability of our subsidiaries to distribute funds to us in order to satisfy financial obligations or to pay dividends.We are a holding company and our subsidiaries, which are all wholly owned by us either directly or indirectly, conduct all of our operations and own all of our operating assets.We have no significant assets other than the equity interests in our wholly owned subsidiaries. As a result, our ability to make dividend payments depends on our subsidiaries and theirability to distribute funds to us. The ability of a subsidiary to make these distributions could be affected by the covenants in our loan agreements, a claim or other action by a third party,including a creditor, and the laws of the British Virgin Islands, the Republic of Liberia, the Republic of the Marshall Islands and Malta, where our vessel-owning or other subsidiaries areincorporated, which regulate the payment of dividends by companies. If we are unable to obtain funds from our subsidiaries, we may not be able to satisfy our financial obligations.In addition to its earnings, financial condition, cash requirements and availability, the ability of a subsidiary to make distributions to us could be affected by the covenants inour future loan agreements or other financing arrangements, a claim or other action by a third party, including a creditor, and the laws of its country of incorporation. If we are unable toobtain funds from our subsidiaries, we may not be able to satisfy our financial obligations and, consequently, our board of directors may exercise its discretion not to declare or pay anydividend.24Table of ContentsIn the highly competitive international shipping industry, we may not be able to compete for charters with new entrants or established companies with greater resources, which mayadversely affect our results of operations.We operate in a highly competitive market that is capital intensive and highly fragmented. Competition arises primarily from other independent and state-owned dry bulk vesselowners, some of whom may have substantially greater resources than we do. Competition for the transportation of dry bulk cargoes by sea is intense and depends on price, location,size, age, condition and the acceptability of the vessel and its operators to the charterers. Due in part to the highly fragmented market, competitors with greater resources could enter thedry bulk shipping industry and operate larger fleets through consolidations or acquisitions and may be able to offer lower charter rates and higher quality vessels than we are able tooffer. Although we believe that no single competitor has a dominant position in the markets in which we compete, we are aware that certain competitors may be able to devote greaterfinancial and other resources to their activities than we can, resulting in a significant competitive threat to us. We cannot give assurances that we will continue to compete successfullywith our competitors or that these factors will not erode our competitive position in the future.Due to our lack of fleet diversification, adverse developments in the maritime dry bulk shipping industry would adversely affect our business, financial condition, and operatingresults.Our business currently depends on the transportation of dry bulk commodities, and our fleet consists exclusively of Capesize vessels and one Newcastlemax dry bulk vessel.Our current lack of diversification could make us vulnerable to adverse developments in the maritime dry bulk shipping industry and demand for Capesize vessels in particular, whichwould have a significantly greater impact on our business, financial condition and operating results than it would if we maintained more diverse assets or lines of business.We are currently subject to litigation and we may be subject to similar or other litigation in the future.We have been and may from time to time in the future be involved in various litigation matters. On March 6, 2024, Sphinx Investment Corp., a purported shareholder of theCompany, submitted a complaint in the High Court of the Republic of the Marshall Islands naming the Company and the members of its board of directors as defendants. The complaintalleges, among other things, violations of fiduciary duties in connection with the issuance of the Series B Preferred Shares in December 2021. We believe we have substantial defensesand intend to vigorously defend against the lawsuit. Other matters which may arise include, among other things, contract disputes, personal injury claims, environmental claims orproceedings, asbestos and other toxic tort claims, employment matters, governmental claims for taxes or duties, and other litigation that arises in the ordinary course of our business. Wecannot predict with certainty the outcome or effect of any claim or other litigation matter. Furthermore, monitoring and defending against legal actions, whether or not meritorious, is time-consuming for our management and detracts from our ability to fully focus our internal resources on our business activities. Uncertainty regarding such pending legal actions, even ifeventually resolved in our favor, could have an adverse effect on our ability to obtain financing, raise capital, or otherwise execute our business strategy. In addition, legal fees and costsincurred in connection with such activities may be significant, and we could in the future be subject to judgments or enter into settlements of claims for significant monetary damages. Adecision adverse to our interests could result in the payment of substantial damages and could have a material adverse effect on our cash flow, results of operations, and financialposition. Insurance may not be applicable or sufficient in all cases to reimburse us for the expenses or losses we may suffer in contesting and concluding such litigation, or insurers maynot remain solvent. Substantial litigation costs, including a substantial self-insured retention that we may be required to satisfy before any insurance is applied to the claim, mayadversely impact our business, operating results, or financial condition.The shipping industry has inherent operational risks that may not be adequately covered by our insurances. Further, because we obtain some of our insurances through protectionand indemnity associations, we have been and may in the future be retrospectively subject to calls or premiums in amounts based not only on our own claim records, but also on theclaim records of all other members of the protection and indemnity associations.We procure insurance for our fleet against risks commonly insured against by vessel owners and operators. Our current insurances include hull and machinery insurance, warrisks insurance, demurrage and defense insurance and protection and indemnity insurance (which includes environmental damage and pollution insurance). We do not expect to maintainfor our vessels insurance against loss of hire, which covers business interruptions that result from the loss of use of a vessel, except in cases when our vessels transit through or call athigh risk areas. We may not be adequately insured against all risks or our insurers may not pay a particular claim. Even if our insurance coverage is adequate to cover our losses, we maynot be able to timely obtain a replacement vessel in the event of a loss. Furthermore, in the future, we may not be able to obtain adequate insurance coverage at reasonable rates for ourfleet. Our insurance policies also contain deductibles, limitations and exclusions which, although we believe are standard in the shipping industry, may nevertheless increase our costs. Ifour insurances are not enough to cover claims that may arise, the deficiency may have a material adverse effect on our financial condition and results of operations. We have been andmay in the future be retrospectively subject to calls, or premiums, in amounts based not only on our own claim records but also the claim records of all other members of the protectionand indemnity associations through which we receive indemnity insurance coverage for tort liability, including pollution-related liability. In the past, we paid approximately $0.3 million inresponse to these calls, and our payment of such calls could in the future result in significant expenses to us.25Table of ContentsFailure to comply with the U.S. Foreign Corrupt Practices Act of 1977, or FCPA, could result in fines, criminal penalties, and an adverse effect on our business.We operate throughout the world, including countries with a reputation for corruption. We are committed to doing business in accordance with applicable anti-corruption lawsand have adopted a code of business conduct and ethics which is consistent and in full compliance with the FCPA. We are subject, however, to the risk that we, our affiliated entities orour or their respective officers, directors, employees and agents may take action determined to be in violation of such anti-corruption laws, including the FCPA. Any such violationcould result in substantial fines, sanctions, civil and/or criminal penalties, curtailment of operations in certain jurisdictions, and might adversely affect our business, results of operationsor financial condition. In addition, actual or alleged violations could damage our reputation and ability to do business. Furthermore, detecting, investigating, and resolving actual oralleged violations is expensive and can consume significant time and attention of our senior management.We partly depend on third-party technical and commercial managers for technical and commercial management of our ships. Our operations could be negatively affected if third-party managers fail to perform their services satisfactorily.Seanergy Shipmanagement Corp., or Seanergy Shipmanagement, our wholly owned ship management subsidiary, provides technical management services to the majority of thevessels in our fleet, namely the M/Vs Dukeship, Fellowship, Friendship, Knightship, Lordship, Worldship, Hellasship, Partnership, Flagship, Patriotship, Honorship, Premiership,Geniuship, Squireship and Paroship and it is expected to undertake the technical management of the M/V Iconship upon her delivery to the Company. In addition, SeanergyShipmanagement may undertake the technical management for the remaining vessels of our fleet in the future. Seanergy Management Corp., or Seanergy Management, our wholly ownedmanagement subsidiary, provides us with certain other management services.Moreover, we also depend on third-party technical, crew and commercial managers. V.Ships Greece provide us with certain technical, general administrative and supportservices (including vessel maintenance, crewing, purchasing, shipyard supervision, assistance with regulatory compliance, accounting related to vessels and provisions) for the M/VsChampionship, Friendship and Titanship. V.Ships Greece provides crew management services to the M/Vs Fellowship, Lordship, Knightship, Premiership, Geniuship and Squireship.Global Seaways provides crew management services to the M/Vs Worldship, Dukeship, Hellasship, Partnership, Flagship, Patriotship, Honorship and Paroship. Fidelity provides us withcommercial management services for our vessels.Our operational success partly depends upon V.Ships Greece’s, Global Seaways’ and Fidelity’s satisfactory performance of these services. Our business would be harmed ifV.Ships Greece, Global Seaways or Fidelity failed to perform these services satisfactorily. In addition, if our management agreements with any of these third parties were to be terminatedor if their terms were to be altered, our business could be adversely affected, as we may not be able to immediately replace such services, and even if replacement services wereimmediately available, the terms offered could be less favorable than those under our existing management agreements.In addition, our ability to compete for and enter into new period time and spot charters and to expand our relationships with our existing charterers depends significantly on ourrelationship with our third-party commercial manager, Fidelity. If Fidelity fails to perform its obligations, it may harm our ability to renew existing charters upon their expiration, obtain newcharters, and maintain satisfactory relationships with our charterers and suppliers.The failure of our third-party managers to perform their obligations satisfactorily could have a material adverse effect on our business, financial condition and results ofoperations. Because our third-party managers are each privately held companies, we and our shareholders might have little advance warning of financial or other problems affecting themeven though their financial or other problems could have a material adverse effect on us. Although we may have rights against our third-party managers if they default on theirobligations to us, our shareholders will share that recourse only indirectly to the extent that we recover funds.Management fees will be payable to our managers regardless of our profitability, which could have a material adverse effect on our business, financial condition and results ofoperations.Pursuant to our technical and crew management agreements we pay management fees to our managers as described in “Item 4. Information on the Company - B. BusinessOverview – Management of our fleet” in exchange for provision of technical, support and administrative services. The management fees do not cover expenses such as voyageexpenses, vessel operating expenses, maintenance expenses and crewing costs, for which we reimburse the technical manager. The management fees are payable whether or not ourvessels are employed and regardless of our profitability, and we have no ability to require our managers to reduce the management fees if our profitability decreases, which could have amaterial adverse effect on our business, financial condition and results of operations.26Table of ContentsWe may be classified as a passive foreign investment company, which could result in adverse U.S. federal income tax consequences to U.S. holders of our common stock.A foreign corporation will be treated as a “passive foreign investment company,” or PFIC, for U.S. federal income tax purposes if either (1) at least 75% of its gross income forany taxable year consists of certain types of “passive income” or (2) at least 50% of the average value of the corporation’s assets produce or are held for the production of those typesof “passive income.” For purposes of these tests, “passive income” includes dividends, interest, gains from the sale or exchange of investment property, and rents and royalties otherthan rents and royalties which are received from unrelated parties in connection with the active conduct of a trade or business. For purposes of these tests, income derived from theperformance of services does not constitute “passive income.” U.S. shareholders of a PFIC are subject to a disadvantageous U.S. federal income tax regime with respect to the incomederived by the PFIC, the distributions they receive from the PFIC and the gain, if any, they derive from the sale or other disposition of their shares in the PFIC.Based upon our current and anticipated method of operations, we do not believe that we should be a PFIC with respect to our 2023 taxable year, and we do not expect to becomea PFIC in 2024 or any future taxable year. In this regard, we intend to treat our gross income from time charters as active services income, rather than rental income. Accordingly, ourincome from our time chartering activities should not constitute “passive income,” and the assets that we own and operate in connection with the production of that income should notconstitute passive assets. There is substantial legal authority supporting this position including case law and U.S. Internal Revenue Service, or IRS, pronouncements concerning thecharacterization of income derived from time charters and voyage charters as services income for other tax purposes. However, it should be noted that there is also authority whichcharacterizes time charter income as rental income rather than services income for other tax purposes. Accordingly, no assurance can be given that the IRS or a court of law will acceptthis position, and there is a risk that the IRS or a court of law could determine that we are a PFIC. Moreover, no assurance can be given that we would not constitute a PFIC for any futuretaxable year if the nature and extent of our operations change.If the IRS were to find that we are or have been a PFIC for any taxable year, our U.S. shareholders would face adverse U.S. federal income tax consequences and certaininformation reporting requirements. Under the PFIC rules, unless those shareholders make an election available under the United States Internal Revenue Code of 1986 as amended, orthe Code (which election could itself have adverse consequences for such shareholders), such shareholders would be liable to pay U.S. federal income tax at the then prevailing incometax rates on ordinary income plus interest upon excess distributions and upon any gain from the disposition of their shares of our common stock, as if the excess distribution or gain hadbeen recognized ratably over the shareholder’s holding period of the shares of our common stock. See “Item 10. Additional Information - E. Taxation – United States Federal Income TaxConsequences – United States Federal Income Taxation of U.S. Holders – Passive Foreign Investment Company Rules” for a more comprehensive discussion of the U.S. federal incometax consequences to U.S. shareholders if we are treated as a PFIC.We may have to pay tax on U.S. source income, which would reduce our earnings.Under the Code, 50% of the gross shipping income of a vessel-owning or chartering corporation, such as us and our subsidiaries, that is attributable to transportation thatbegins or ends, but that does not both begin and end, in the United States, exclusive of certain U.S. territories and possessions, or “U.S. source gross shipping income” may be subjectto a 4% U.S. federal income tax without allowance for deduction, unless that corporation qualifies for exemption from tax under Section 883 of the Code and the applicable TreasuryRegulations promulgated thereunder.We believe that we qualify for exemption from the 4% tax under Section 883 of the Code for our 2023 taxable year. However, there are factual circumstances beyond our controlthat could cause us not to have the benefit of the tax exemption under Section 883 in 2024 or future years and thereby cause us to become subject to U.S. federal income tax on our U.S.source shipping income. For example, there is a risk that we could fail to qualify for exemption under Section 883 of the Code for a particular taxable year if “non-qualified” shareholderswith a five percent or greater interest in our stock were, in combination with each other, to own 50% or more of the outstanding shares of our stock on more than half the days during thetaxable year. See the description of the ownership tests which must be satisfied to qualify for exemption under Section 883 of the Code in “Item 10. Additional Information - E. Taxation –United States Federal Income Tax Consequences – Exemption of Operating Income from United States Federal Income Taxation.”Because the availability of the exemption depends on factual circumstances beyond our control, we can give no assurances on the tax-exempt status of ourselves or that of anyof our subsidiaries for our 2024 or subsequent taxable years. If we or our subsidiaries are not entitled to exemption under Section 883, we or our subsidiaries will be subject to the 4% U.S.federal income tax on 50% of any shipping income such companies derive that is attributable to the transport of cargoes to or from the United States. This tax is a cost, which, ifunreimbursed, has a negative effect on our business and results in decreased earnings available for distribution to our shareholders.27Table of ContentsWe may be subject to tax in the jurisdictions in which we or our vessel-owning or management subsidiaries are incorporated or operate.In addition to the tax consequences discussed herein, we may be subject to tax in one or more other jurisdictions where we or our subsidiaries are incorporated or conductactivities. We are subject to a corporate flat tax for our subsidiaries in Malta for the period from January 1, 2023 to December 31, 2023 and could be subject to additional taxation in thefuture in Malta or other jurisdictions where our subsidiaries are incorporated or do business. The amount of any such tax imposed upon our operations or on our subsidiaries’ operationsmay be material and could have an adverse effect on our earnings.We are a “foreign private issuer,” which could make our common stock less attractive to some investors or otherwise harm our stock price.We are a “foreign private issuer,” as such term is defined in Rule 405 under the Securities Act. As a “foreign private issuer” the rules governing the information that we disclosediffer from those governing U.S. corporations pursuant to the Exchange Act. We are not required to file quarterly reports on Form 10-Q or provide current reports on Form 8-K disclosingsignificant events within four days of their occurrence. In addition, our officers and directors are exempt from the reporting and “short-swing” profit recovery provisions of Section 16 ofthe Exchange Act and related rules with respect to their purchase and sales of our securities. Our exemption from the rules of Section 16 of the Exchange Act regarding sales of commonstock by insiders means that you will have less data in this regard than shareholders of U.S. companies that are subject to the Exchange Act. Moreover, we are exempt from the proxyrules, and proxy statements that we distribute will not be subject to review by the Commission. Accordingly, there may be less publicly available information concerning us than there isfor other U.S. public companies that are not foreign private issuers. These factors could make our common stock less attractive to some investors or otherwise harm our stock price.Our corporate governance practices are in compliance with, and are not prohibited by, the laws of the Republic of the Marshall Islands, and as such we are entitled to exemptionfrom certain Nasdaq corporate governance standards. As a result, you may not have the same protections afforded to stockholders of companies that are subject to all of theNasdaq corporate governance requirements.Our Company’s corporate governance practices are in compliance with, and are not prohibited by, the laws of the Republic of the Marshall Islands. Therefore, we are exemptfrom many of Nasdaq’s corporate governance practices other than the requirements regarding the disclosure of a going concern audit option, submission of a listing agreement,notification of material non-compliance with Nasdaq corporate governance practices, and the establishment and composition of an audit committee and a formal written audit committeecharter. For a list of the practices followed by us in lieu of Nasdaq’s corporate governance rules, we refer you to “Item 16G. Corporate Governance” in this annual report. To the extent werely on these or other exemptions our shareholders may not have the same protections afforded to shareholders of companies that are subject to all of the Nasdaq corporate governancerequirements.We conduct business in China, where the legal system is not fully developed and has inherent uncertainties that could limit the legal protections available to us.Our vessels may be chartered to Chinese customers and from time to time on our charterers’ instructions, our vessels and other vessels we may acquire may call on Chineseports. Such charters and voyages may be subject to regulations in China that may require us to incur new or additional compliance or other administrative costs and may require that wepay to the Chinese government new taxes or other fees. Applicable laws and regulations in China may not be well publicized and may not be known to us or our charterers in advance ofus or our charterers becoming subject to them, and the implementation of such laws and regulations may be inconsistent. Changes in Chinese laws and regulations, including withregards to tax matters, or changes in their implementation by local authorities, could affect our vessels and other vessels we may acquire if chartered to Chinese customers as well as ourvessels and other vessels we may acquire calling to Chinese ports and could have a material adverse impact on our business, financial conditions and results of operations.Changing laws and evolving reporting requirements could have an adverse effect on our business.Changing laws, regulations and standards relating to reporting requirements, including the European Union General Data Protection Regulation, or GDPR, which related to thecollection, use, retention, security, processing and transfer of personally identifiable information about our customers and employees, may create additional compliance requirements forus. To maintain high standards of corporate governance and public disclosure, we have invested in, and continue to invest in, reasonably necessary resources to comply with evolvingstandards.28Table of ContentsGDPR broadens the scope of personal privacy laws to protect the rights of European Union citizens and requires organizations to report on data breaches within 72 hours andbe bound by more stringent rules for obtaining the consent of individuals on how their data can be used. Non-compliance with GDPR or other data privacy laws may expose entities tosignificant fines or other regulatory claims which could have an adverse effect on our business, and results of operations.A cyber-attack could materially disrupt our business.We rely on information technology systems and networks in our operations and administration of our business. Information systems are vulnerable to security breaches bycomputer hackers and cyber terrorists. The safety and security of our vessels as well as our business operations could be targeted by individuals or groups seeking to sabotage ordisrupt our information technology systems and networks, or to steal data. Despite our cybersecurity measures, a successful cyber-attack, including as a result of spam, targetedphishing type emails and ransomware attacks, or other breaches of or significant interruption or failure of our information technology systems, could materially disrupt our operationsand their safety, or lead to unauthorized release of information or alteration of information in our systems. Any such attack or other breach of or significant interruption or failure of ourinformation technology systems could have a material adverse effect on our business and results of operations. In addition, the unavailability of the information systems or the failure ofthese systems to perform as anticipated for any reason could disrupt our business and could result in decreased performance and increased operating costs, causing our business andresults of operations to suffer.Additionally, recent action by the IMO’s Maritime Safety Committee and United States agencies indicates that cybersecurity regulations for the maritime industry are likely to befurther developed in the near future in an attempt to combat cybersecurity threats. Any changes in the nature of cyber threats might require us to adopt additional procedures formonitoring cybersecurity, which could require additional expenses and/or capital expenditures. The war between Russia and Ukraine has been accompanied by cyber-attacks against theUkrainian government and other countries in the region. It is possible that these attacks could have collateral effects on additional critical infrastructure and financial institutionsglobally, which could adversely affect our operations. We rely on industry-accepted security measures and technology to securely maintain confidential and proprietary informationmaintained on our information systems. However, these measures and technology may not adequately prevent security breaches and, therefore, it is difficult to assess the likelihood ofsuch threat and any potential impact at this time.In July 2023, the SEC adopted rules requiring the mandatory disclosure of material cybersecurity incidents, as well as cybersecurity governance and risk management practices.A failure to disclosure could result in the imposition of injunctions, fines and other penalties by the SEC. Complying with these obligations could cause us to incur substantial costs andcould increase negative publicity surrounding any cybersecurity incident.The smuggling of drugs or other contraband onto our vessels may lead to governmental claims against us.Our vessels may call in ports in South America and other areas where smugglers attempt to hide drugs and other contraband on vessels, with or without the knowledge of crewmembers. Under some jurisdictions, vessels used for the conveyance of illegal drugs could subject such vessels to forfeiture to the government of these jurisdictions. To the extent ourvessels are found with contraband, whether inside or attached to the hull of our vessels and whether with or without the knowledge of any member of our crew, we may face reputationaldamage and governmental or other regulatory claims or penalties which could have an adverse effect on our business, results of operations, cash flows and financial condition, as wellas our ability to maintain cash flows, including cash available for distributions to pay dividends to our shareholders. Under some jurisdictions, vessels used for the conveyance of illegaldrugs could be subject to forfeiture proceedings by the government of such jurisdiction.The international nature of our operations may make the outcome of any potential bankruptcy proceedings difficult to predict.The Marshall Islands has passed an act implementing the U.N. Commission on Internal Trade Law (UNCITRAL) Model Law on Cross-Border Insolvency, or the Model Law. Theadoption of the Model Law is intended to implement effective mechanisms for dealing with issues related to cross-border insolvency proceedings and encourages cooperation andcoordination between jurisdictions. Notably, the Model Law does not alter the substantive insolvency laws of any jurisdiction and does not create a bankruptcy code in the MarshallIslands. Instead, the Act allows for the recognition by the Marshall Islands of foreign insolvency proceedings, the provision of foreign creditors with access to courts in the MarshallIslands, and the cooperation with foreign courts. Consequently, in the event of any bankruptcy, insolvency or similar proceedings involving us or one of our subsidiaries, bankruptcylaws other than those of the United States could apply. We have limited operations in the United States. If we become a debtor under the United States bankruptcy laws, bankruptcycourts in the United States may seek to assert jurisdiction over all of our assets, wherever located, including property situated in other countries. There can be no assurance, however,that we would become a debtor in the United States or that a United States bankruptcy court would be entitled to, or accept, jurisdiction over such bankruptcy case or that courts inother countries that have jurisdiction over us and our operations would recognize a United States bankruptcy court’s jurisdiction if any other bankruptcy court would determine it hadjurisdiction.29Table of ContentsRisks Relating to Our Common SharesWe may issue additional common shares or other equity securities without shareholder approval, which would dilute our existing shareholders’ ownership interests and maydepress the market price of our common shares.We may issue additional common shares or other equity securities of equal or senior rank in the future without shareholder approval in connection with, among other things,future vessel acquisitions, the repayment of outstanding indebtedness, and the conversion of convertible financial instruments.Our issuance of additional common shares or other equity securities of equal or senior rank in these situations would have the following effects:•our existing shareholders’ proportionate ownership interest in us would decrease;•the proportionate amount of cash available for dividends payable per common share could decrease;•the relative voting strength of each previously outstanding common share could be diminished; and•the market price of our common shares could decline.In addition, as of March 28, 2024, we may be obliged to issue additional common shares pursuant to the terms of outstanding warrants as follows:• 27,304 common shares issuable upon the exercise of outstanding Class D warrants at an exercise price of $13.89 per share, which warrants were issued in our public offeringwhich closed on April 2, 2020 and expire in April 2025; and• 269,459 common shares issuable upon the exercise of outstanding Class E Warrants at an exercise price of $4.89 per share, which warrants were issued in our underwritten publicoffering which closed on August 20, 2020 and which expire in August 2025.In addition, we may from time to time issue and sell up to an aggregate amount of $30 million of common shares pursuant to the ATM Sales Agreement we have entered intowith B. Riley Securities, Inc., as sales agent, as described on our Form 6-K filed with the Commission on December 15, 2023.Our issuance of additional common shares upon the exercise of such warrants would cause the proportionate ownership interest in us of our existing shareholders, other thanthe exercising warrant, to decrease; the relative voting strength of each previously outstanding common share held by our existing shareholders to decrease; and, depending on ourshare price when and if these warrants are exercised, may result in dilution to our shareholders.The market price of our common shares has been and may in the future be subject to significant fluctuations. Further, there is no guarantee of a continuing public market to resellour common shares.The market price of our common shares has been and may in the future be subject to significant fluctuations as a result of many factors, some of which are beyond our control.Among the factors that have in the past and could in the future affect our stock price are:•quarterly variations in our results of operations;•changes in market valuations of similar companies and stock market price and volume fluctuations generally;•changes in earnings estimates or the publication of research reports by analysts;•speculation in the press or investment community about our business or the shipping industry generally;•strategic actions by us or our competitors such as acquisitions or restructurings;•the thin trading market for our common shares, which makes it somewhat illiquid;30Table of Contents•regulatory developments;•additions or departures of key personnel;•general market conditions; and•domestic and international economic, market and currency factors unrelated to our performance.On December 29, 2023, the closing price of our common shares on the Nasdaq Capital Market was $7.83 per share, as compared to $8.70, which was the closing price on March28, 2024. In addition, there has from time to time in the past been significant volatility in our trading volumes on the Nasdaq Capital Market and volatility in our intra-day common shareprice. As a result, there is a potential for rapid and substantial decreases in the price of our common shares, including decreases unrelated to our operating performance or prospects.The stock markets in general, and the markets for dry bulk shipping and shipping stocks in particular, have experienced extreme price and volume volatility that has sometimesbeen unrelated to the operating performance of individual companies. These broad market fluctuations may adversely affect the trading price of our common shares.Additionally, there is no guarantee of a continuing public market to resell our common shares. Our common shares commenced trading on the Nasdaq Global Market on October15, 2008. Since December 21, 2012, our common shares have traded on the Nasdaq Capital Market. We cannot assure you that an active and liquid public market for our common shareswill continue.On July 15, 2019, we received written notification from the Nasdaq Stock Market, indicating that because the closing bid price of our common stock for 30 consecutive businessdays, from May 31, 2019 to July 12, 2019, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, we were not in compliancewith Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180 days, or until January 13, 2020. On January14, 2020, we received written notification from the Nasdaq Stock Market, indicating that we were granted an additional 180-day grace period, until July 13, 2020, to cure our non-compliance with Nasdaq Listing Rule 5550(a)(2). We received written notification from the Nasdaq Stock Market dated April 17, 2020, granting an extension of the grace period to curesuch non-compliance from July 13, 2020 to September 25, 2020. The extension was granted as part of Nasdaq’s determination to toll the compliance periods for all public companies, notmeeting the continued listing requirements, such as the bid price requirement, due to the extraordinary market conditions and unprecedented turmoil in U.S. financial markets. On June 30,2020, we conducted a 1-for-16 reverse stock split. On July 15, 2020, the Nasdaq Stock Market confirmed that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning theminimum bid price of the Company’s common stock.On September 30, 2020, we again received written notification from the Nasdaq Stock Market indicating that because the closing bid price of our common stock for 30consecutive business days, from August 18, 2020 to September 29, 2020, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq CapitalMarket, we were not in compliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180 days, oruntil March 29, 2021. On February 11, 2021, the Nasdaq Stock Market confirmed that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of theCompany’s common stock and this matter is now closed.On January 26, 2022, we again received written notification from the Nasdaq Stock Market indicating that because the closing bid price of our common stock for 30 consecutivebusiness days, from December 13, 2021 to January 25, 2022, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, we were notin compliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180 days, or until July 25, 2022.On February 14, 2022, the Nasdaq Stock Market confirmed that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of the Company’s commonstock and this matter is now closed.On August 1, 2022, we again received written notification from the Nasdaq Stock Market indicating that because the closing bid price of our common stock for 30 consecutivebusiness days, from June 16, 2022 to July 29, 2022, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, we were not incompliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180 days, or until January 30, 2023.On January 31, 2023, we received written notification from the Nasdaq Stock Market, indicating that we were granted an additional 180-day grace period, until July 31, 2023, to cure ournon-compliance with Nasdaq Listing Rule 5550(a)(2). On February 16, 2023, we conducted a 1-for-10 reverse stock split. On March 6, 2023, we announced that the Nasdaq Stock Marketconfirmed that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of the Company’s common stock and this matter is now closed.31Table of ContentsA possible “short squeeze” due to a sudden increase in demand of our common stock that largely exceeds supply may lead to further price volatility in our common shares.Investors may purchase our common shares to hedge existing exposure in our common shares or to speculate on the price of our common shares. Speculation on the price ofour common shares may involve long and short exposures. To the extent aggregate short exposure exceeds the number of common shares available for purchase in the open market,investors with short exposure may have to pay a premium to repurchase our common shares for delivery to lenders of our common shares. Those repurchases may in turn, dramaticallyincrease the price of our common shares until investors with short exposure are able to purchase additional common shares to cover their short position. This is often referred to as a“short squeeze.” Following such a short squeeze, once investors purchase the shares necessary to cover their short position, the price of our common shares may rapidly decline. Ashort squeeze could lead to volatile price movements in our shares that are not directly correlated to the performance or prospects of our company.We may not have the surplus or net profits required by law to pay dividends. The declaration and payment of dividends will always be subject to the discretion of our board ofdirectors and will depend on a number of factors. Our board of directors may not declare dividends in the future.The declaration, timing and amount of any dividend is subject to the discretion of our board of directors and will be dependent upon our earnings, financial condition, marketprospects, capital expenditure requirements, investment opportunities, restrictions in our loan agreements, the provisions of Marshall Islands law affecting the payment of dividends toshareholders, overall market conditions and other factors. Our board of directors may not declare dividends in the future.Further, Marshall Islands law generally prohibits the payment of dividends if the company is insolvent or would be rendered insolvent upon payment of such dividend, anddividends may be declared and paid out of our operating surplus. Dividends may also be declared or paid out of net profits for the fiscal year in which the dividend is declared and forthe preceding fiscal year. We may not have the required surplus or net profits to pay dividends, and we may be unable to pay dividends in any anticipated amount or at all.The superior voting rights of our Series B Preferred Shares may limit the ability of our common shareholders to control or influence corporate matters, and the interests of theholder of such shares could conflict with the interests of common shareholders.While our common shares have one vote per share, each of our 20,000 Series B Preferred Shares presently outstanding has 25,000 votes per share; however, the voting power ofthe Series B Preferred Shares is limited such that no holder of Series B Preferred Shares may exercise voting rights pursuant to any Series B Preferred Shares that would result in the totalnumber of votes a holder is entitled to vote on any matter submitted to a vote of shareholders of the Company to exceed 49.99% of the total number of votes eligible to be cast on suchmatter. The Series B Preferred Shares, however, have no dividend rights or distribution rights, other than the right upon dissolution to receive a payment equal to the par value per of$0.0001 per share.As of the date of this annual report, our Chairman and Chief Executive Officer can therefore control 49.99% of the voting power of our outstanding capital stock. Our Chairmanand Chief Executive Officer will have substantial control and influence over our management and affairs and over matters requiring shareholder approval, including the election ofdirectors and significant corporate transactions, even though he owns significantly less than 50% of the Company economically.The superior voting rights of our Series B Preferred Shares may limit our common shareholders’ ability to influence corporate matters. The interests of the holder of the Series BPreferred Shares may conflict with the interests of our common shareholders, and as a result, the holders of our capital stock may approve actions that our common shareholders do notview as beneficial. Any such conflicts of interest could adversely affect our business, financial condition and results of operations, and the trading price of our common shares.Anti-takeover provisions in our restated articles of incorporation, as amended, and fourth amended and restated bylaws could make it difficult for our shareholders to replace orremove our current board of directors or could have the effect of discouraging, delaying or preventing a merger or acquisition, which could adversely affect the market price of ourcommon shares.Several provisions of our restated articles of incorporation, as amended, and fourth amended and restated bylaws may have anti-takeover effects. These provisions are intendedto avoid costly takeover battles, lessen our vulnerability to a hostile change of control and enhance the ability of our board to maximize shareholder value in connection with anyunsolicited offer to acquire our company. However, these anti-take-over provisions could make it difficult for our shareholders to change the composition of our board of directors in anyone year, preventing them from changing the composition of our management. In addition, the same provisions may discourage, delay or prevent a merger or acquisition that someshareholders may consider favorable.32Table of ContentsThese provisions:• authorize our board of directors to issue “blank check” preferred stock without shareholder approval, including preferred shares with superior voting rights, such as the Series BPreferred Shares;• provide for a classified board of directors with staggered, three-year terms;• permit the removal of any director only for cause;• prohibit shareholder action by written consent unless the written consent is signed by all shareholders entitled to vote on the action;• limit the persons who may call special meetings of shareholders; and• establish advance notice requirements for nominations for election to our board of directors or for proposing matters that can be acted on by shareholders at meetings ofshareholders.In addition, we have entered into an amended and restated shareholders’ rights agreement that makes it more difficult for a third party to acquire us without the support of ourboard of directors. See “Description of Securities” filed as Exhibit 2.5 hereto for a description of our amended and restated shareholders rights agreement. These anti-takeoverprovisions, along with provisions of our amended and restated shareholders rights agreement, could substantially impede the ability of our shareholders to impose a change in controland, as a result, may adversely affect the market price of our common shares and your ability to realize any potential change of control premium.Issuance of preferred shares, such as our Series B Preferred Shares, may adversely affect the voting power of our common shareholders and have the effect of discouraging,delaying or preventing a merger or acquisition, which could adversely affect the market price of our common shares.Our restated articles of incorporation, as amended, currently authorize our board of directors to issue preferred shares in one or more series and to determine the rights,preferences, privileges and restrictions, with respect to, among other things, dividends, conversion, voting, redemption, liquidation and the number of shares constituting any serieswithout shareholders’ approval. Our board of directors has issued, and may in the future issue, preferred shares with voting rights superior to those of the common shares, such as theSeries B Preferred Shares. If our board of directors determines to issue preferred shares, such issuance may discourage, delay or prevent a merger or acquisition that shareholders mayconsider favorable. The issuance of preferred shares with voting and conversion rights may also adversely affect the voting power of the holders of common shares. This couldsubstantially impede the ability of public shareholders to benefit from a change in control and, as a result, may adversely affect the market price of our common shares and ourshareholders’ ability to realize any potential change of control premium.We are incorporated in the Republic of the Marshall Islands, which does not have a well-developed body of corporate law, which may negatively affect the ability of shareholdersto protect their interests.Our corporate affairs are governed by our restated articles of incorporation, as amended, our fourth amended and restated bylaws and by the Marshall Islands BusinessCorporations Act, or the BCA. The provisions of the BCA resemble provisions of the corporation laws of a number of states in the United States. However, there have been few judicialcases in the Republic of the Marshall Islands interpreting the BCA. The rights and fiduciary responsibilities of directors under the laws of the Republic of the Marshall Islands are not asclearly established as the rights and fiduciary responsibilities of directors under statutes or judicial precedent in existence in certain U.S. jurisdictions. Shareholder rights may differ aswell. While the BCA does specifically incorporate the non-statutory law, or judicial case law, of the State of Delaware and other states with substantially similar legislative provisions,shareholders may have more difficulty in protecting their interests in the face of actions by the management, directors or controlling shareholders than would shareholders of acorporation incorporated in a U.S. jurisdiction.Additionally, the Republic of the Marshall Islands does not have a legal provision for bankruptcy or a general statutory mechanism for insolvency proceedings. As such, in theevent of a future insolvency or bankruptcy, our shareholders and creditors may experience delays in their ability to recover for their claims after any such insolvency or bankruptcy.Further, in the event of any bankruptcy, insolvency, liquidation, dissolution, reorganization or similar proceeding involving us or any of our subsidiaries, bankruptcy laws other thanthose of the United States could apply. If we become a debtor under U.S. bankruptcy law, bankruptcy courts in the United States may seek to assert jurisdiction over all of our assets,wherever located, including property situated in other countries. There can be no assurance, however, that we would become a debtor in the United States, or that a U.S. bankruptcycourt would be entitled to, or accept, jurisdiction over such a bankruptcy case, or that courts in other countries that have jurisdiction over us and our operations would recognize a U.S.bankruptcy court’s jurisdiction if any other bankruptcy court would determine it had jurisdiction.33Table of ContentsWe may fail to meet the continued listing requirements of Nasdaq, which could cause our common shares to be delisted.There can be no assurance that we will remain in compliance with Nasdaq’s listing qualification rules, or that our common shares will not be delisted, which could have anadverse effect on the market price of, and the efficiency of the trading market for, our common shares and could cause a default under our loan facilities and other financing agreements. As a Marshall Islands corporation with principal executive offices in Greece, and also having subsidiaries in the Republic of the Marshall Islands and other offshore jurisdictionssuch as the Republic of Liberia and the British Virgin Islands, our operations may be subject to economic substance requirements.The Council of the European Union, or the Council, routinely publishes a list of “non-cooperative jurisdictions” for tax purposes, which includes countries that the Councilbelieves need to improve their legal framework and to work towards compliance with international standards in taxation. In 2019, the Republic of the Marshall Islands and the BritishVirgin Islands, among others, were placed by the E.U. on the list of non-cooperative jurisdictions for failing to implement certain commitments previously made to the E.U. by the agreedVirgin Islands, among others, were placed by the E.U. on the list of non-cooperative jurisdictions for failing to implement certain commitments previously made to the E.U. by the agreeddeadline. However, each was removed from the list of noncooperative jurisdictions within 2019. In February 2023, the Republic of the Marshall Islands and the British Virgin Islands(among others) were placed by the E.U. on the list of non-cooperative jurisdictions for lacking in the enforcement of economic substance requirement, and were subsequently removedfrom such list in October 2023. E.U. member states have agreed upon a set of measures, which they can choose to apply against the listed countries, including, increased monitoring andaudits, withholding taxes and non-deductibility of costs, and although we are not currently aware of any such measures being adopted they can be adopted by one or more EU membersstates in the future. The European Commission has stated it will continue to support member states’ efforts to develop a more coordinated approach to sanctions for the listed countries.E.U. legislation prohibits certain E.U. funds from being channeled or transited through entities in non-cooperative jurisdictions.We are a Marshall Islands corporation with principal executive offices in Greece. Several of our subsidiaries are organized in the Republic of the Marshall Islands, the BritishVirgin Islands and the Republic of Liberia. The Marshall Islands have enacted economic substance regulations relating to, inter alia, shipping business activities, with which we areobligated to comply. The Marshall Islands economic substance regulations require certain entities that carry out particular activities to comply with a three-part economic substance testwhereby the entity must show that it (i) is directed and managed in the Marshall Islands in relation to that relevant activity, (ii) carries out core income-generating activity in relation tothat relevant activity in the Marshall Islands (although it is being understood and acknowledged by the regulators that income-generated activities for shipping companies will generallyoccur in international waters) and (iii) having regard to the level of relevant activity carried out in the Marshall Islands has (a) an adequate amount of expenditures in the MarshallIslands, (b) adequate physical presence in the Marshall Islands and (c) an adequate number of qualified employees in the Marshall Islands. The British Virgin Islands have enactedsimilar legislation.If we fail to comply with our obligations under such regulations or any similar law applicable to us in any other jurisdictions, we could be subject to financial penalties andspontaneous disclosure of information to foreign tax officials, or with respect to the Marshall Islands economic substance requirements, revocation of the formation documents anddissolution of the applicable non-compliant Marshall Islands entity or struck from the register of companies, in related jurisdictions. Any of the foregoing could be disruptive to ourbusiness and could have a material adverse effect on our business, financial conditions and operating results. Accordingly, any implementation of, or changes to, any of the economicsubstance regulations that impact us could increase the complexity and costs of carrying on business in these jurisdictions, and thus could adversely affect our business, financialcondition or results of operations.We do not know (i) if the E.U. will once again add the Republic of the Marshall Islands or the British Virgin Islands to, or add the Republic of Liberia to, the list of non-cooperative jurisdictions, (ii) what actions the jurisdictions may take, if any, to remove itself from such list if it should be placed back on the list of non-cooperative jurisdictions, (iii) howquickly the E.U. would react to any changes in legislation of the relevant jurisdictions, or (iv) how E.U. banks or other counterparties will react while we or any of our subsidiaries remainas entities organized and existing under the laws of listed countries during a period if the jurisdictions are placed on the list of non-cooperative jurisdictions. The effect of the E.U. list ofnon-cooperative jurisdictions, and any non-compliance by us with any legislation or regulations adopted by applicable countries to achieve removal from the list, including economicsubstance regulations, could have a material adverse effect on our business, financial conditions and operating results.34Table of ContentsOur fourth amended and restated bylaws provide that the High Court of the Republic of Marshall Islands shall be the sole and exclusive forum for certain disputesbetween us and our shareholders, which could limit our shareholders’ ability to obtain a favorable judicial forum for disputes with us or our directors, officers, or employees.Our fourth amended and restated bylaws provide that, unless we consent in writing to the selection of an alternative forum, the High Court of the Republic of Marshall Islandsshall be the sole and exclusive forum for (i) any shareholders’ derivative action or proceeding brought on behalf of the Company, (ii) any action asserting a claim of breach of a fiduciaryduty owed by any director, officer or employee of the Company to the Company or the Company’s shareholders, (iii) any action asserting a claim arising pursuant to any provision of theBCA (as amended from time to time), or (iv) any action asserting a claim governed by the internal affairs doctrine. This forum selection provision may limit a shareholder’s ability to bringa claim in a judicial forum that it finds favorable for disputes with us or our directors, officers, or other employees, which may discourage lawsuits with respect to such claims.We may not achieve the intended benefits of having a forum selection provision if it is found to be unenforceable.Our fourth amended and restated bylaws include a forum selection provision as described above. However, the enforceability of similar forum selection provisions in othercompanies’ governing documents has been challenged in legal proceedings, and it is possible that in connection with any action a court could find the forum selection provisioncontained in our fourth amended and restated bylaws to be inapplicable or unenforceable in such action. In particular, Section 27 of the Securities Exchange Act of 1934, as amended (the“Exchange Act”), creates exclusive federal jurisdiction over all suits brought to enforce any duty or liability created by the Exchange Act or the rules and regulations thereunder. Inaddition, Section 22 of the Securities Act of 1933, as amended (the “Securities Act”), creates concurrent jurisdiction for federal and state courts over all suits brought to enforce any dutyor liability created by the Securities Act or the rules and regulations thereunder. Shareholders’ derivative actions, including those arising under the Exchange Act or Securities Act, aresubject to our forum selection provision. To the extent that the exclusive forum provision would apply to restrict the courts in which our shareholders may bring claims arising under theExchange Act or the Securities Act and the rules and regulations thereunder, there is uncertainty as to whether a court would enforce such a provision. Investors cannot waivecompliance with the federal securities laws and the rules and regulations promulgated thereunder. If a court were to find the forum selection provision to be inapplicable to, orunenforceable in respect of, one or more of the specified types of actions or proceedings, we could be required to litigate claims in multiple jurisdictions, incur additional costsassociated with resolving such action in other jurisdictions, or otherwise not receive the benefits that we expect our forum selection provisions to provide, which could adversely affectour business, financial condition and results of operations.It may not be possible for investors to serve process on or enforce U.S. judgments against us.We and all of our subsidiaries are incorporated in jurisdictions outside the U.S. and substantially all of our assets and those of our subsidiaries are located outside the U.S. Inaddition, most of our directors and officers are non-residents of the U.S., and all or a substantial portion of the assets of these non-residents are located outside the U.S. As a result, itmay be difficult or impossible for U.S. investors to serve process within the U.S. upon us, our subsidiaries or our directors and officers or to enforce a judgment against us for civilliabilities in U.S. courts. In addition, you should not assume that courts in the countries in which we or our subsidiaries are incorporated or where our assets or the assets of oursubsidiaries are located (1) would enforce judgments of U.S. courts obtained in actions against us or our subsidiaries based upon the civil liability provisions of applicable U.S. federaland state securities laws or (2) would enforce, in original actions, liabilities against us or our subsidiaries based on those laws.ITEM 4.INFORMATION ON THE COMPANYA.History and Development of the CompanyOverviewWe are an international shipping company specializing in the worldwide seaborne transportation of dry bulk commodities. We currently operate 16 Capesize dry bulk vesselsand one Newcastlemax dry bulk vessel with a cargo-carrying capacity of approximately 3,054,820 dwt and an average fleet age of 13.1 years. The Company has agreed to purchase twosecondhand Capesize dry bulk vessels with expected deliveries within 2024. Upon the completion of these deliveries, the Company’s operating fleet will consist of 18 Capesize dry bulkvessels and one Newcastlemax dry bulk vessel with an aggregate cargo carrying capacity of approximately 3,417,608 dwt.We believe we have established a reputation in the international dry bulk shipping industry for operating and maintaining vessels with high standards of performance, reliabilityand safety. We have assembled a management team comprised of executives who have extensive experience operating large and diversified fleets, and who have strong ties to a numberof international charterers.35Table of ContentsWe were incorporated under the laws of the Republic of the Marshall Islands, pursuant to the BCA, on January 4, 2008, originally under the name Seanergy Merger Corp. Wechanged our name to Seanergy Maritime Holdings Corp. on July 11, 2008. Our executive offices are located at 154 Vouliagmenis Avenue, 166 74 Glyfada, Greece and our telephone numberis + 30 213 0181507. Our website is www.seanergymaritime.com. The SEC maintains a website that contains reports, proxy and information statements, and other information that we fileelectronically at www.sec.gov.History and DevelopmentBusiness Development and Capital Expenditures and DivestituresOn February 19, 2021, we issued 4,415,000 of our common shares in a registered direct offering for a purchase price of $17.00 per common share, for aggregate gross proceeds ofapproximately $75.1 million.During 2021, we entered into seven separate definitive agreements with certain unaffiliated third parties to purchase seven Capesize vessels having an aggregate cargo-carryingcapacity of approximately 1,256,400 dwt for an aggregate gross purchase price of $193.2 million funded through a combination of cash on hand and debt financing.On March 24, 2021, we issued 95,573 common shares to Jelco Delta Holding Corp., or JDH, following JDH’s exercise of its pre-funded warrants from the December 30, 2020transaction. Please see “Item 5. Operating and Financial Review and Prospects – B. Liquidity and Capital Resources – Loan Arrangements – JDH Transactions”.On August 10, 2021, our board of directors authorized a share repurchase plan of up to $17 million of our outstanding common shares or other securities, which has beensubstantially completed. Pursuant to the plan, we have repurchased common shares for $1.7 million, a common stock purchase warrant for $1.0 million and two convertible notes with anaggregate principal amount of $13.95 million (discussed below).On September 30, 2021, we sold the M/V Leadership to an unaffiliated third party for a gross sale price of $12.6 million.Between January 15, 2021 and October 1, 2021, we issued 3,226,371 of our common shares pursuant to exercises of outstanding Class E warrants with gross proceeds of $22.6million.Through a series of transactions during the period of November and December 2021, we repurchased 170,210 of our outstanding common shares at an average price ofapproximately $9.93.On December 7, 2021, our board of directors authorized a new share repurchase plan pursuant to which we could repurchase up to $10.0 million of our outstanding commonshares or other securities. This share repurchase plan has been fully utilized. Pursuant to the plan, we repurchased $5.0 million on January 26, 2022 and an additional $5.0 million onMarch 10, 2022 in relation to a convertible note (discussed below).On December 10, 2021, we entered into a stock purchase agreement and issued 20,000 Series B Preferred Shares, par value $0.0001 per share, to our Chairman and ChiefExecutive Officer, in return for cash consideration of $250,000.On December 13, 2021, our previously issued Class A Warrants, trading under the symbol SHIPW, expired.During 2022, we entered into two separate definitive agreements with certain unaffiliated third parties to purchase two Capesize vessels having an aggregate cargo-carryingcapacity of approximately 361,415 dwt for an aggregate gross purchase price of $65.6 million funded through a combination of cash on hand and debt financing.On January 26, 2022, we voluntarily prepaid $5.0 million of the outstanding balance of the Second JDH Note using cash on hand.On January 26, 2022, we received written notification from the Nasdaq Stock Market indicating that because the closing bid price of our common stock for 30 consecutivebusiness days, from December 13, 2021 to January 25, 2022, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, we were notin compliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180 days, or until July 25, 2022.On February 14, 2022, the Nasdaq Stock Market confirmed that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of the Company’s commonstock.36Table of ContentsOn February 28, 2022, we voluntarily prepaid the remaining balance of $1.85 million of the Second JDH Loan using cash on hand. All obligations under the Second JDH Loanwere irrevocably and unconditionally discharged pursuant to the deed of release dated February 28, 2022.On March 9, 2022, we initiated quarterly cash dividends and declared a quarterly dividend of $0.25 per share with respect to the fourth quarter of 2021 and a special dividend of$0.25 per share, which were paid on April 5, 2022.On March 10, 2022, we voluntarily prepaid another $5.0 million of the outstanding balance of the Second JDH Note using cash on hand.On May 13, 2022, our previously issued Class B Warrants, trading under the symbol SHIPZ, expired.On May 27, 2022, we declared a quarterly cash dividend of $0.25 per share for the first quarter of 2022 which was paid on July 14, 2022 to all shareholders of record as of June 28,2022.On June 21, 2022, United’s application to list its common shares on the Nasdaq Capital Market was approved. The registration statement on Form 20-F, filed by United inconnection with its spin-off from us (the “Spin-Off”), was declared effective by the SEC. To effect the Spin-Off, we contributed the vessel-owning subsidiary of the M/V Gloriuship toUnited along with $5.0 million in working capital, in connection with the distribution of (i) all of United’s issued and outstanding common shares to our shareholders, (ii) 40,000 ofUnited’s Series B preferred shares, par value $0.0001 to the holder of all of our issued and outstanding Series B preferred shares and (iii) 5,000 of United’s 6.5% Series C CumulativeConvertible Perpetual Preferred Shares to us. Our common shareholders received one United common share for every 11.8 Seanergy common shares held at the close of business on June28, 2022. The Spin-Off was effective upon the distribution of United’s common shares on July 5, 2022.On June 28, 2022, our board of directors authorized a new share repurchase plan pursuant to which we could repurchase up to $5.0 million of our outstanding common shares,convertible note, and warrants (the “June 2022 Repurchase Plan”). On November 28, 2022, the board of directors authorized the extension of the June 2022 Repurchase Plan untilDecember 31, 2023, and subsequently terminated it on December 13, 2023 in connection with the adoption of another repurchase plan. 362,161 common shares were repurchased underthis plan before its termination, for an aggregate price of $1,582,664.On July 6, 2022, we completed the spin-off of our wholly owned subsidiary, United, effective July 5, 2022. Our shareholders received one United share for every 11.8 shares ofSeanergy held at the close of business on June 28, 2022. Additionally, our Chairman and Chief Executive Officer, Stamatios Tsantanis, received 40,000 of United’s Series B PreferredShares and 5,000 of United’s Series C Cumulative Convertible Perpetual Preferred Shares were issued to the Company. Fractional common shares of United were not distributed. Instead,the distribution agent aggregated fractional common shares into whole shares, promptly sold such whole shares in the open market at prevailing rates and distributed the net cashproceeds from the sales pro rata to each holder who would otherwise have been entitled to receive fractional common shares in the distribution.On July 26, 2022, we contributed another $5.0 million to United in exchange for an additional 5,000 of United’s newly issued Series C Cumulative Convertible Perpetual PreferredShares, in connection with United’s funding of the deposits payable for four tanker vessels that were acquired by United.On August 1, 2022, we received written notification from the Nasdaq Stock Market indicating that because the closing bid price of our common stock for 30 consecutivebusiness days, from June 16, 2022 to July 29, 2022, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, we were not incompliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance is was 180 days, or until January 30,2023. A second grace period until July 31, 2023 was granted by Nasdaq. On February 16, 2023, at the opening of trading, we effected a one-for-ten reverse stock split of our commonstock in order to cure the deficiency of the Nasdaq minimum bid price requirement originally communicated to us on August 1, 2022. On March 3, 2023, we received a letter from theNasdaq Stock Market confirming that we regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of the Company’s common stock and this matter isnow closed.On August 2, 2022, we declared a quarterly cash dividend of $0.25 per share for the second quarter of 2022 which was paid on October 11, 2022 to all shareholders of record asof September 25, 2022.37Table of ContentsOn October 17, 2022, we received $0.17 million from United relating to dividends accrued under the Series C preferred shares from their original issuance date to the date thereof.On November 28, 2022, the outstanding 10,000 Series C Cumulative Convertible Perpetual Preferred Shares of United held by us were redeemed by United at a price equal to105% of the original issue price for a total cash inflow of $10.6 million, including all accrued and unpaid dividends up to the redemption date.On November 30, 2022, we commenced a tender offer to purchase our outstanding Class E Warrants to purchase one common share, par value $0.0001, at a price of $0.20 perwarrant. The tender offer expired at 5:00 P.M., Eastern Time, on January 10, 2023. A total of 4,038,114 Class E Warrants were tendered under the tender offer, representing approximately47% of the outstanding Class E Warrants at the time of the tender offer.On November 29, 2022, we declared a quarterly cash dividend of $0.25 per share for the third quarter of 2022 which was paid on January 30, 2023 to all shareholders of record asof December 28, 2022.On December 22, 2022, we released our first Environmental, Social and Governance Report (“2021 ESG Report”) for the year ended December 31, 2021. The 2021 ESG Reportprovides an overview of our policies relating to environmental, social and governance commitments of the Company and has been developed in accordance with the Global ReportingInitiative Standards and the Sustainability Accounting Standards Board.On December 27, 2022, we entered into definitive agreements to sell the 2005-built M/V Goodship and the 2006-built M/V Tradership, the oldest vessel in our fleet, to United, arelated party for an aggregate gross sale price of $36.3 million. The M/V Goodship and the M/V Tradership were delivered to United on February 10, 2023 and February 28, 2023,respectively.On January 3, 2023, we repaid another $8.0 million of the outstanding balance of the Second JDH Note using cash on hand, leaving approximately $3.2 million outstanding.On March 13, 2023, we declared a quarterly cash dividend of $0.025 per share for the fourth quarter of 2022, which was paid on April 25, 2023 to all shareholders of record as ofMarch 31, 2023.On May 9, 2023, we entered into a 12-month bareboat charter agreement with an unaffiliated third party in Japan for a 2011-built Newcastlemax dry bulk vessel of 207,855 dwtbuilt at Nantong COSCO KHI Ship Engineering Co Ltd. The vessel was renamed M/V Titanship and delivered to us on October 24, 2023. The bareboat charter agreement required a downpayment of $7.0 million and includes a daily charter rate of $9,000 over the period of the bareboat charter and a purchase option of $20.2 million at the end of the bareboat charter. Inaggregate, the acquisition cost for the vessel, following the exercise of the purchase option, will be approximately $30.5 million.On May 24, 2023, we declared a quarterly cash dividend of $0.025 per share for the first quarter of 2023 which was paid on July 6, 2023 to all shareholders of record as of June 22,2023.On July 6, 2023, we announced that we repurchased 362,161 common shares at an average price of approximately $4.35 per share pursuant to the June 2022 Repurchase Plan.On August 1, 2023, we declared a quarterly cash dividend of $0.025 per common share for the second quarter of 2023 which was paid on October 6, 2023 to all shareholders ofrecord as of September 22, 2023.On November 13, 2023, we declared a quarterly cash dividend of $0.025 per common share for the third quarter of 2023 which was paid January 10, 2024 to all shareholders ofrecord as of December 22, 2023.On December 1, 2023, we accomplished a strategic partnership under the European Union funded SAFeCRAFT Project Consortium (“SAFeCRAFT”), a breakthrough initiativeconcerning the utilization of alternative fuels. SAFeCRAFT aims to demonstrate the safety and viability of Sustainable Alternative Fuels (“SAFs”) in seaborne transportation,accelerating the adoption of SAFs technologies. Seanergy will provide one of its existing, conventionally fueled Capesize vessels as the demonstrating vessel under SAFeCRAFT whichwill be retrofitted to utilize hydrogen (H2) as the main energy source for electric power generation. This system is also expected to cover a portion of the vessel’s propulsionrequirements and, therefore, to reduce reliance on conventional fuels. This project has a duration of 48 months starting from December 2023 and is co-funded by the consortium partnersand the European Union’s key funding program for research and innovation, the “Horizon Europe” program, aligning with the FuelEU Maritime 2040 targets and demonstrating a decisiveambition to achieve a 26% reduction of CO2eq in an existing vessel.38Table of ContentsOn December 6, 2023, we released our Environmental, Social and Governance Report for the year ended December 31, 2022 (“2022 ESG Report”). The 2022 ESG Report providesan overview of our policies relating to environmental, social and governance commitments of the Company and has been developed in accordance with the Global Reporting InitiativeStandards and the Sustainability Accounting Standards Board.On December 14, 2023, we announced that our Board of Directors authorized a new $25 million buyback program which could be utilized to repurchase our common shares andother securities. We also announced that our Chief Executive Officer intends to purchase an additional aggregate of up to $1,000,000 of our common shares in the open market, and thathe had already purchased 200,000 of our common shares in the open market in 2023 to such date in an aggregate amount of $1,101,167, for an average purchase price of $5.43 per share.On December 14, 2023, we entered into an ATM Sales Agreement with B. Riley Securities, Inc., as sales agent, pursuant to which we may issue and sell, from time to time,through or to the sales agent, up to an aggregate of $30 million of its common shares, par value $0.0001 per share. Up to the date of this report, the Company has issued and sold 309,634common shares under the program at an average price of $7.87 per share, resulting in gross proceeds of $2.5 million.On December 29, 2023, we repaid the remaining balance of $3.2 million on the Second JDH Note, as described herein.In 2024 to date, we have issued 180,000 of our common shares pursuant to exercises of outstanding Class E warrants with gross proceeds of $0.9 million.On February 5, 2024, we agreed to acquire a 181,392 dwt Capesize bulk carrier, built in 2013 in Japan, which will be renamed M/V Iconship. The purchase price of $33.7 million isexpected to be funded through a combination of cash on hand and debt financing. The M/V Iconship is expected to be delivered between April and June 2024.On March 5, 2024, we declared a quarterly dividend of $0.025 per common share for the fourth quarter of 2023 and a special dividend of $0.075 per common share, both payableon or about April 10, 2024 to all shareholders of record as of March 25, 2024.On March 18, 2024, we agreed to acquire a 181,396 dwt Capesize bulk carrier, built in 2012 in Japan. The purchase price of $35.6 million is expected to be funded through acombination of cash on hand and debt financing. The vessel is expected to be delivered between July and October 2024.B.Business OverviewWe are an international shipping company specializing in the worldwide seaborne transportation of dry bulk commodities. We currently operate 16 Capesize dry bulk vesselsand one Newcastlemax dry bulk vessel with a cargo-carrying capacity of approximately 3,054,820 dwt and an average fleet age of 13.1 years. Upon the completion of the delivery of thetwo secondhand Capesize vessels we have agreed to acquire with expected deliveries during 2024, we will operate 18 Capesize vessels and one Newcastlemax dry bulk vessel, with acargo-carrying capacity of approximately 3,417,608 dwt.We believe we have established a reputation in the international dry bulk shipping industry for operating and maintaining vessels with high standards of performance, reliabilityand safety. We have assembled a management team comprised of executives who have extensive experience operating large and diversified fleets, and who have strong ties to a numberof international charterers.39Table of ContentsOur Current FleetThe following table lists the vessels in our fleet as of the date of this annual report:Vessel NameYear BuiltDwtFlagYardType of EmploymentTitanship2011207,855LIBNACKST/C Index Linked(1)Patriotship2010181,709MIImabariT/C Index Linked(2)Dukeship2010181,453MISaseboT/C Index Linked(3)Worldship2012181,415MIKoyo-ImabariT/C Index Linked(4)Paroship2012181,415LIBKoyo-ImabariT/C Index Linked(5)Hellasship2012181,325LIBImabariT/C Index Linked(6)Honorship2010180,242MIImabariT/C Index Linked(7)Fellowship2010179,701MIDaewooT/C Index Linked(8)Championship2011179,238MISungdong SBT/C Index Linked(9)Partnership2012179,213MIHyundaiT/C Index Linked(10)Knightship2010178,978LIBHyundaiT/C Index Linked (11)Lordship2010178,838LIBHyundaiT/C Index Linked(12)Friendship2009176,952LIBNamuraT/C Index Linked(13)Flagship2013176,387MIMitsuiT/C Index Linked(14)Geniuship2010170,057MISungdong SBT/C Index Linked(15)Premiership2010170,024MISungdong SBT/C Index Linked(16)Squireship2010170,018LIBSungdong SBT/C Index Linked(17) (1) Chartered by Olam and delivered to the charterer October 28, 2023, for a period of minimum 11 to about 14 months at a daily charter hire based on a significant premium over thedaily BCI. In addition, the T/C provides us with the option to convert the variable charter hire to a fixed rate for a period between two and 12 months priced at the prevailing CapesizeForward Freight Agreement rate, or FFA, rate for the selected period.(2) Chartered by Glencore and delivered to the charterer on November 19, 2022 for a period of about 12 to about 18 months. The gross daily rate of the T/C is based on a premiumover the daily BCI and features a scrubber profit sharing scheme. In addition, the T/C provides us the option to convert the variable charter hire to a fixed rate for a period of betweenone and nine months priced at the prevailing Capesize FFA for the selected period. On September 22, 2023, we declared our option to extend the time charter agreement for six additionalmonths to the original charter period. The extended period commenced on November 3, 2023. On February 26, 2024, Glencore agreed for a new extended period commencing after themaximum duration of the original period for a duration of minimum January 2025 up to maximum April 2025, while all other main terms of the time charter remain the same.(3) Chartered by NYK and delivered to the charterer on December 1, 2021 for a period of about 13 to about 18 months. The daily charter hire is based on a premium over the dailyBCI. In addition, the time charter provides us the option to convert the variable charter hire to a fixed rate for a period of between two and 12 months priced at the prevailing CapesizeFFA for the selected period. On March 17, 2023, NYK agreed to extend the T/C agreement in direct continuation from the maximum duration of the original period of the charter, for aperiof of about 11 to maximum 15 months, while all other main terms of the time charter remain materially the same.(4) Chartered by NYK and delivered to the charterer on February 1, 2024 for a period of minimum 21 to about 24. The gross daily rate of the time charter agreement is based at apremium over the daily BCI and features a scrubber profit sharing scheme. In addition, the T/C provides us the option to convert the variable charter hire to a fixed rate for a period ofbetween two and 12 months priced at the prevailing Capesize FFA rate for the selected period.(5) Chartered by Oldendorff and delivered to the charterer on January 12, 2023 for a period of about 10 months to maximum December 31, 2023. The daily charter hire is based on apremium over the daily BCI and features a scrubber profit sharing scheme. In addition, the time charter provides us with the option to convert the index linked rate to a fixed rate for aperiod of between three and nine months priced at the prevailing Capesize FFA for the selected period. On November 24, 2023, Oldendorff agreed to extend the time charter agreement indirect continuation from the previous agreement. On January 1, 2024, the new time charter period commenced for a duration of about 20 months to about 24 months, while all other mainterms of the time charter remain materially the same.(6) Chartered by NYK and delivered to the charterer on May 10, 2021 for a period of minimum 11 to maximum 15 months. In addition, the T/C provides us the option to convert thevariable charter hire to a fixed rate for a period between two and 12 months priced at the prevailing Capesize FFA rate for the selected period. In April 2022, the charter period wasextended for minimum December 31, 2023 to maximum March 31, 2024 at a daily charter hire based on a premium over the BCI and on December 25, 2023, the time charter period wasextended in direct continuation from the previous agreement. The new time charter period commenced on December 31, 2023 for a duration of minimum 12 months to maximum 16 months.(7) Chartered by NYK and delivered to the charterer on June 30, 2022 for a period of about 20 to about 24 months from the delivery date. The daily charter hire is based on a premiumover the daily BCI. In addition, the time charter provides us with the option to convert the variable charter hire rate to a fixed rate for a period of between two and 12 months priced at theprevailing Capesize FFA for the selected period.40Table of Contents(8) Chartered by Anglo American, a leading global mining company, and delivered to the charterer on June 18, 2021 for a period of minimum 12 to about 15 months. In May 2022, thecharter period was extended for minimum 20 to about 24 months with commencement from October 3, 2022 at a daily charter hire based on a premium over the BCI. In addition, the timecharter provides us with the option to convert the variable charter hire to a fixed rate for a period of between three and 12 months priced at the prevailing Capesize FFA for the selectedperiod.(9) Chartered by Cargill and delivered to the charterer on April 24, 2023 under a new T/C agreement for a period of about 24 to 30 months at an index linked rate, at a premium over thedaily BCI and a new scrubber profit share scheme, with us receiving the majority of the monetary benefit. In addition, the time charter provides us with the option to convert the variablecharter hire to a fixed rate for a period of between three and nine months priced at the prevailing Capesize FFA for the selected period.(10) Chartered by a major European utility and energy company and delivered to the charterer on September 11, 2019 for a period of minimum 33 to maximum 37 months with twooptional periods of about 11 to maximum 13 months, at a daily rate based on a premium over the daily BCI and a scrubber profit sharing scheme. In addition, the time charter provides uswith the option to convert the variable charter hire rate to a fixed rate for a period of between three and 12 months priced at the prevailing Capesize FFA for the selected period. In August2022, the charterer of the M/V Partnership agreed to exercise the first optional period extending the T/C. On November 9, 2023 the second optional period commenced for a duration ofabout 11 months to a maximum of 13 months. For the second optional period, the fuel profit share of the Company is increased, while all other terms of the time charter remain materiallythe same.(11) Chartered by Glencore and delivered to the charterer on May 15, 2020 for a period of about 36 to about 42 months with two optional periods of 11 to 13 months. The daily charterhire is based on a premium over the daily BCI and features a scrubber profit sharing scheme. In addition, the time charter provides us with the option to convert the variable charter hirerate to a fixed rate for a period of between one and nine months priced at the prevailing Capesize FFA for the selected period. On March 28, 2023, Glencore agreed to exercise the firstoptional period extending the T/C after the maximum original period for a period of about 11 months to about 13 months including the option to us to convert this charter party to a fixedrate based on prevailing Capesize FFA for the selected period.(12) Chartered by a major European utility and energy company and delivered on October 1, 2023 for a duration until August 1, 2024 or September 30, 2024, in direct continuation fromthe previous agreement, at a daily charter hire based on the daily BCI. For the extended period, the fuel profit share of the Company has increased, the T/C provides us with the option toconvert the variable charter hire rate to a fixed rate for a period of between three and 12 months priced at the prevailing Capesize FFA for the selected period, while all other main terms ofthe time charter remain materially the same.(13) Chartered by NYK and delivered to the charterer on July 29, 2021 for a period of minimum December 31, 2023 to maximum March 31, 2024. The daily charter hire is based on apremium over the daily BCI. In addition, the time charter provides us with the option to convert the variable charter hire rate to a fixed rate for a period of between two and 12 monthspriced at the prevailing Capesize FFA for the selected period. On December 25, 2023, the charterer agreed to extend the T/C agreement in direct continuation, with commencement fromDecember 31, 2023, for minimum 12 to maximum 16 months, while all other main terms of the time charter remain materially the same.(14) Chartered by Cargill and delivered to the charterer on May 10, 2021 for a period of 60 months. The daily charter hire is based on a premium over the daily BCI minus $1,325 perday. In addition, the time charter provides us with the option to convert the variable charter hire rate to a fixed rate for a period of between three and 12 months priced at the prevailingCapesize FFA for the selected period.(15) Chartered by NYK and delivered to the charterer on February 5, 2022 for a period of about 11 to about 15 months. The daily charter hire is based on the daily BCI. In addition, thetime charter provides us with the option to convert the index linked rate to a fixed rate for a period of between three and 12 months priced at the prevailing Capesize FFA for the selectedperiod. On February 8, 2023, NYK agreed to extend the T/C agreement in direct continuation with commencement from May 20, 2023, for a period of about 11 months to a maximum of 15months, while all other terms of the T/C remain unaltered.(16) Chartered by Glencore and delivered to the charterer on November 29, 2019 for a period of 36 to 42 months with two optional periods of 11 to 13 months. The first optional periodcommenced after the 42nd month for a period until May 29, 2023. On November 17, 2023, Glencore exercised the second optional period which is expected to commence on April 29, 2024for a period of minimum 11 to maximum 13 months at a rate based on the daily BCI and a scrubber profit sharing scheme. In addition, the time charter provides us with the option toconvert the variable charter hire rate to a fixed rate for a period of between one and nine months priced at the prevailing Capesize FFA for the selected period.41Table of Contents(17) Chartered by Glencore and delivered to the charterer on December 19, 2019 for a period of 36 to 42 months with two optional periods of 11 to 13 months. The first optional periodcommenced after the 42nd month for a period until June 18, 2023. On November 17, 2023, Glencore exercised the second optional period which is expected to commence on May 19, 2024for a period of minimum 11 to maximum 13 months at a rate based on the daily BCI and a scrubber profit sharing scheme. In addition, the time charter provides us with the option toconvert the variable charter hire rate to a fixed rate for a period of between one and nine months priced at the prevailing Capesize FFA for the selected period.Key to Flags: MI – Marshall Islands, LIB – Liberia.Our Business StrategyWe currently operate 16 Capesize vessels and one Newcastlemax dry bulk vessel. We also intend to continue to review the market from time to time in order to identify potentialacquisition targets which will be accretive to our earnings per share. Our acquisition strategy mainly focuses on secondhand Capesize dry bulk vessels, although we may acquire vesselsin other sectors which we believe offer attractive investment opportunities.Management of Our FleetWe manage our vessels’ operations, insurances and bunkering and have the general supervision of our third-party technical and commercial managers. In addition, we providecertain management services to vessels owned or operated by United.Seanergy Shipmanagement, our wholly owned subsidiary, provides technical management services to the majority of the vessels of our fleet, namely the M/Vs Dukeship,Fellowship, Friendship, Knightship, Lordship, Worldship, Hellasship, Partnership, Flagship, Patriotship, Honorship, Premiership, Geniuship, Squireship and Paroship. In 2023 we paid amonthly fee of $14,000 and $10,000 per vessel for fourteen and one vessel, respectively, to Seanergy Shipmanagement. In addition, in 2023 we paid a monthly fee of $10,000 for the M/VGoodship which was sold to United in February 2023. Since January 1, 2024, we are paying a monthly fee of $14,000 and $10,000 per vessel for fourteen and one vessel, respectively, toSeanergy Shipmanagement. These technical management services include, inter alia, day-to-day operations, general administrative and support services, drydocking, bunkering,insurance arrangements and accounting related to vessels and provisions. These amounts are considered inter-company transactions and are, therefore, eliminated from ourconsolidated financial statements.V.Ships Greece, an independent third party, currently provides technical management services to three of our vessels, the M/Vs Championship, Friendship and Titanship, thatincludes general administrative and support services, such as crewing and other technical management services, accounting related to vessels and provisions. V.Ships Limited wasproviding us with technical management services for three of our vessels in 2023. Pursuant to our technical management agreements with V.Ships Greece, in 2023 we paid monthly fees of$9,167 per vessel. In 2023 we also paid a monthly fee of $9,167 for the M/V Goodship which was sold to United in February 2023. In addition, in 2023 we paid to V.Ships Limited monthlyfees of $9,013 for the M/V Geniuship until end January 2023, the M/V Squireship until mid-February 2023 and the M/V Tradership which was sold to United in February 2023. FromJanuary 1, 2024 onwards, we are paying a monthly fee of $10,000 per vessel to V.Ships Greece in exchange for providing these technical, support and administrative services. Themanagement fees do not cover expenses such as voyage expenses, vessel operating expenses, maintenance expenses and crewing costs, which are reimbursed by us to V.Ships Greece.These technical management agreements are for an indefinite period until terminated by either party, giving the other notice in writing, in which event the applicable agreement shallterminate after one or two months from the date upon which such notice is received.Seanergy Management has entered into a commercial management agreement with Fidelity, an independent third party, pursuant to which Fidelity provides commercialmanagement services for all of the vessels in our fleet. Under the commercial management agreement, we have agreed to reimburse Fidelity for all reasonable running and/or out-of-pocket expenses, including but not limited to, telephone, fax, stationary and printing expenses, as well as any pre-approved travelling expenses. In addition, we have agreed to pay thefollowing fees to Fidelity, (i) an annual fee of EUR 120,000 net payable in equal monthly payments and (ii) commission fees equal to 0.15% calculated on the collected grosshire/freight/demurrage payable when the relevant hire/freight/demurrage is collected. The fees under (i) and (ii) are capped at $0.4 million net per year. The commercial managementagreement may be terminated by either party upon giving one-month prior written notice to the other party.V.Ships Greece and Global Seaways provide crew management services to six and eight vessels of our fleet, respectively. V.Ships Limited and Anglo-Eastern Crew Management(Asia) Limited were providing us with crew management services for certain of our vessels in 2023. From January 1, 2023 to May 21, 2023, we paid a monthly fee of $2,000 per vessel toV.Ships Limited and from May 22, 2023 to December 31, 2023, a monthly fee of $2,100 per vessel to V.Ships Greece. In addition, in 2023 we paid a monthly fee of $90 per crew member oraround $2,000 per vessel to Global Seaways and a monthly fee of $2,000 per vessel to Anglo-Eastern Crew Management (Asia) Limited. Since January 1, 2024, we are paying a monthlyfee of $2,200 per vessel to V.Ships Greece and a fee of $90 per crew member or around $2,000 to Global Seaways.42Table of ContentsEmployment of Our FleetAs of the date of this report, all our vessels are employed under long-term time charters which have a charter hire calculated at an index-linked rate based on the 5-routes T/Caverage of the BCI. All our time charter agreements have the option to convert the index linked rate into a fixed rate corresponding to the prevailing value of the respective CapesizeFFAs. In the future, we may opportunistically look to employ some of our vessels under time charter contracts with a fixed rate, should rates become more attractive.The Dry Bulk Shipping IndustryThe global dry bulk vessel fleet is divided into four categories based on a vessel’s carrying capacity. These categories are:Capesize. Capesize vessels have a carrying capacity exceeding 100,000 dwt. A sub-sector of the Capesize category is the Newcastlemax. Only the largest ports around theworld possess the infrastructure to accommodate vessels of this size. Capesize vessels are primarily used to transport iron ore or coal and, to a much lesser extent, grains, primarily onlong-haul routes.Panamax. Panamax vessels have a carrying capacity of between 60,000 and 100,000 dwt. These vessels are designed to meet the physical restrictions of the Panama Canal locks(hence their name “Panamax” — the largest vessels able to transit the Panama Canal prior to its 2016 expansion, making them more versatile than larger vessels). These vessels carrycoal, grains, and, to a lesser extent, minerals such as bauxite/alumina and phosphate rock.Handymax/Supramax. Handymax vessels have a carrying capacity of between 30,000 and 60,000 dwt. These vessels operate on a large number of geographically dispersedglobal trade routes, carrying primarily grains and minor bulks. The standard vessels are usually built with 25-30-ton cargo gear, enabling them to discharge cargo where grabs arerequired (particularly industrial minerals), and to conduct cargo operations in countries and ports with limited infrastructure. This type of vessel offers good trading flexibility and can,therefore, be used in a wide variety of bulk and neobulk trades, such as steel products. Supramax are a sub-category of this category typically having a cargo carrying capacity ofbetween 50,000 and 60,000 dwt.Handysize. Handysize vessels have a carrying capacity of up to 30,000 dwt. These vessels almost exclusively carry minor bulk cargo. Increasingly, vessels of this type operateon regional trading routes, and may serve as trans-shipment feeders for larger vessels. Handysize vessels are well suited for small ports with length and draft restrictions. Their cargogear enables them to service ports lacking the infrastructure for cargo loading and discharging.The supply of dry bulk vessels is dependent on the delivery of new vessels and the removal of vessels from the global fleet, either through scrapping or loss. The level ofscrapping activity is generally a function of scrapping prices in relation to current and prospective charter market conditions, as well as operating, repair and survey costs.The demand for dry bulk vessel capacity is determined by the underlying demand for commodities transported in dry bulk vessels, which in turn is influenced by trends in theglobal economy. Demand for dry bulk vessel capacity is also affected by the operating efficiency of the global fleet, with port congestion, which has been a feature of the market since2004, absorbing tonnage and therefore leading to a tighter balance between supply and demand. In evaluating demand factors for dry bulk vessel capacity, we believe that dry bulkvessels can be the most versatile element of the global shipping fleets in terms of employment alternatives.Charter Hire RatesCharter hire rates fluctuate by varying degrees among dry bulk vessel size categories. The volume and pattern of trade in a small number of commodities (major bulks) affectdemand for larger vessels. Therefore, charter rates and vessel values of larger vessels often show greater volatility. Conversely, trade in a greater number of commodities (minor bulks)drives demand for smaller dry bulk vessels. Accordingly, charter rates and vessel values for those vessels are subject to less volatility.Charter hire rates paid for dry bulk vessels are primarily a function of the underlying balance between vessel supply and demand, although at times other factors may play arole. Furthermore, the pattern seen in charter rates is broadly mirrored across the different charter types and the different dry bulk vessel categories. However, because demand forlarger dry bulk vessels is affected by the volume and pattern of trade in a relatively small number of commodities, charter hire rates (and vessel values) of larger ships tend to be morevolatile than those for smaller vessels.43Table of ContentsIn the time charter market, rates vary depending on the length of the charter period and vessel specific factors such as age, speed and fuel consumption.In the voyage charter market, rates are influenced by cargo size, commodity, port dues and canal transit fees, as well as commencement and termination regions. In general, alarger cargo size is quoted at a lower rate per ton than a smaller cargo size. Routes with costly ports or canals generally command higher rates than routes with low port dues and nocanals to transit. Voyages with a load port within a region that includes ports where vessels usually discharge cargo or a discharge port within a region with ports where vessels loadcargo also are generally quoted at lower rates, because such voyages generally increase vessel utilization by reducing the unloaded portion (or ballast leg) that is included in thecalculation of the return charter to a loading area.Within the dry bulk shipping industry, the charter hire rate references most likely to be monitored are the freight rate indices issued by the Baltic Exchange. These references arebased on actual charter hire rates under charters entered into by market participants as well as daily assessments provided to the Baltic Exchange by a panel of major shipbrokers.CompetitionWe operate in markets that are highly competitive and based primarily on supply and demand. We compete for charters on the basis of price, vessel location, size, age andcondition of the vessel, as well as on its reputation. Fidelity negotiates the terms of our charters (whether voyage charters, period time charters, bareboat charters or pools) based onmarket conditions. We currently compete primarily with other owners of dry bulk vessels, many of which may have more resources than us and may operate vessels that are newer, andtherefore more attractive to charterers than vessels we may operate. Ownership of dry bulk vessels is highly fragmented and is divided among publicly listed companies, state-controlledcompanies and independent dry bulk vessel owners. We currently compete primarily with owners of dry bulk vessels in the Capesize class size.CustomersOur customers include or have included national, regional and international companies. Customers individually accounting for more than 10% of our revenues during the yearsended December 31, 2023, 2022 and 2021 were:Customer 2023 2022 2021A 28% 24% 15%B 25% 17% 23%C 18% 18% 13%D 12% 15% 11%E - - 10%Total 83% 74% 72%SeasonalityCoal, iron ore and grains, which are the major bulks of the dry bulk shipping industry, are somewhat seasonal in nature. The energy markets primarily affect the demand for coal,with increases during hot summer periods when air conditioning and refrigeration require more electricity and towards the end of the calendar year in anticipation of the forthcomingwinter period. The demand for iron ore tends to decline in the summer months because many of the major steel users, such as automobile makers, reduce their level of productionsignificantly during the summer holidays. Grain trades are completely seasonal as they are driven by the harvest within a climate zone. Because three of the five largest grain producers(the United States of America, Canada and the European Union) are located in the northern hemisphere and the other two (Argentina and Australia) are located in the southernhemisphere, harvests occur throughout the year and grains transportation requires dry bulk shipping accordingly.Our ESG InitiativesEnvironmentalWe comply with all applicable environmental regulations in a timely and efficient manner, and we implement measures to further reduce our carbon footprint, improve ourenvironmental performance and protect the marine environment. We continuously monitor the performance of our vessels through remote performance monitoring systems andadvanced data management systems and take action to improve the energy efficiency of our fleet both operationally and technically, in view of the greenhouse gas (GHG) strategy setfor 2030 and 2050 by the IMO, the United Nations agency for maritime safety and the prevention of pollution by vessels.44Table of Contents•Nine of our vessels are retrofitted with Exhaust Gas Cleaning Systems (“EGCS”) in order to comply with emissions standards, titled IMO-2020, set by the IMO.•We participate in the Poseidon Principles, which establish a framework for assessing and disclosing the climate alignment of ship finance portfolios and are consistent with thepolicies and ambitions of the IMO to reduce shipping’s total annual GHG emissions by at least 40% by 2030.•We collaborate with our charterers within the scope of the Sea Cargo Charter, providing them with our vessel data to enable them to assess and report on the carbon intensity ofthe chartering activities of these vessels.•We have engaged and actively participate in partnerships and alliances that promote sustainability in the maritime sector, including emission control and other environmentalinitiatives, such as the Getting to Zero Coalition, the Hellenic Decarbonization committee of RINA Classification Society and the Hellenic Marine Environment ProtectionAssociation.•We are active participants in several projects for the development and/or deployment of new green technologies and alternative fuels, including with respect to:-the adoption of various latest technology voyage optimization platforms which aim to reduce fuel consumption and therefore our fleet’s CO2 footprint;-the installation of energy-saving devices, such as propeller ducts, propeller boss cap fins and variable frequency drives, which aim to reduce the required propulsionpower and CO2 emissions of our vessels;-piloting and evaluating latest technology anti-fouling paints and hull cleaning technologies to reduce hull resistance and improve vessel’s energy efficiency; and-the techno-economic feasibility assessment of alternative fuels in shipping by executing multiple biofuel trials;•We accomplished a strategic partnership via the European Union funded SAFeCRAFT Project Consortium (“SAFeCRAFT”), a breakthrough initiative concerning the utilization ofalternative fuels. SAFeCRAFT aims to demonstrate the safety and viability of Sustainable Alternative Fuels (“SAFs”) in seaborne transportation, accelerating the adoption ofSAFs technologies. In particular:-We will provide one of our existing, conventionally fueled Capesize vessels as the demonstrating vessel under SAFeCRAFT which will be retrofitted to utilizehydrogen (H2) as the main energy source for electric power generation. This system is also expected to cover a portion of the vessel’s propulsion requirements and,therefore, to reduce reliance on conventional fuels.-We will oversee the feasibility study and the retrofitting of the equipment in cooperation with Hydrus Engineering S.A., American Bureau of Shipping, NationalTechnical University of Athens, Motor Oil (Hellas) Corinth Refineries S.A., University of Patras, Dresden University of Technology, RINA Services SPA, PherousaGreen Technologies AS, Foundation WEGEMT and University of Strathclyde, aiming to physically demonstrate this groundbreaking technology’s applicability to theexisting maritime fleet.SocialWe are focused on continuously improving our social impact, including with respect to the health, safety and wellbeing of employees, both on board and ashore, to operationalexcellence, and to community support. We are dedicated to providing equal employment opportunities and treating our people fairly without regard to race, color, religious beliefs, age,sex, or any other classification.•We maintain high employee retention rates both on board and ashore and work to facilitate the professional development, continuous training and career advancement of ourpeople.•We have an annual contract with an international organization covering 24/7 all seamen onboard the vessels medically and psychologically.•We initiated semi-annual crewing conferences to meet and greet with your seafarers with the aim to foster a sense of community, address concerns, and ensure effectivecommunication between the management and the crew.•Our community investment activities focus on, but are not limited to, supporting vulnerable groups and youth education in Greece.GovernanceWe apply corporate governance best practices, adhere to high ethical principles and ensure the high commercial performance of our fleet.•The Company is governed by a diverse and experienced, majority independent Board of Directors.•We have a transparent Code of Business Conduct & Ethics and Anti-Fraud Policy in place.45Table of Contents•We implement strong internal controls structured to ensure robust risk management.•We continuously cultivate an open reporting culture with respect to any violations of the Code of Ethics.•During 2022, we established a Sustainability Committee at Board level to guide and support the company’s ESG strategy.•Our Company uses advanced Enterprise Resource Planning and Business Intelligence systems to streamline operations and facilitate effective decision-making. We continuouslyupgrade and enhance our cybersecurity systems, processes, and policies to protect our company from cyber risks, both in the office and on our vessels.Environmental and Other RegulationsGovernment regulation and laws significantly affect the ownership and operation of our fleet. We are subject to international conventions and treaties, national, state and locallaws and regulations in force in the countries in which our vessels may operate or are registered relating to safety and health and environmental protection including the storage,handling, emission, transportation and discharge of hazardous and non-hazardous materials, and the remediation of contamination and liability for damage to natural resources.Compliance with such laws, regulations and other requirements entails significant expense, including vessel modifications and implementation of certain operating procedures.A variety of government and private entities subject our vessels to both scheduled and unscheduled inspections. These entities include the local port authorities (applicablenational authorities such as the USCG, harbor master or equivalent), classification societies, flag state administrations (countries of registry), terminal operators and charterers. Certain ofthese entities require us to obtain permits, licenses, certificates and other authorizations for the operation of our vessels. Failure to maintain necessary permits or approvals could requireus to incur substantial costs or result in the temporary suspension of the operation of one or more of our vessels.Increasing environmental concerns have created a demand for vessels that conform to stricter environmental standards. We are required to maintain operating standards for allof our vessels that emphasize operational safety, quality maintenance, continuous training of our officers and crews and compliance with United States and international regulations. Webelieve that the operation of our vessels is in substantial compliance with applicable environmental laws and regulations and that our vessels have all material permits, licenses,certificates or other authorizations necessary for the conduct of our operations. However, because such laws and regulations frequently change and may impose increasingly stricterrequirements, we cannot predict the ultimate cost of complying with these requirements, or the impact of these requirements on the resale value or useful lives of our vessels. In addition,a future serious marine incident that causes significant adverse environmental impact could result in additional legislation or regulation that could negatively affect our profitability.International Maritime OrganizationThe IMO, the United Nations agency for maritime safety and the prevention of pollution by vessels, has adopted the International Convention for the Prevention of Pollutionfrom Ships, 1973, as modified by the Protocol of 1978 relating thereto, collectively referred to as MARPOL 73/78 and herein as MARPOL, the International Convention for the Safety ofLife at Sea of 1974, or SOLAS Convention, the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, or STCW, and the InternationalConvention on Load Lines of 1966, or LL Convention. MARPOL establishes environmental standards relating to oil leakage or spilling, garbage management, sewage, air emissions, thehandling and disposal of noxious liquids and the handling of harmful substances in packaged forms. MARPOL is applicable to dry bulk, tanker and LNG carriers, among other vessels,and is broken into six Annexes, each of which regulates a different source of pollution. Annex I relates to oil leakage or spilling; Annexes II and III relate to harmful substances carried inbulk in liquid or in packaged form, respectively; Annexes IV and V relate to sewage and garbage management, respectively; and Annex VI, lastly, relates to air emissions. Annex VI wasseparately adopted by the IMO in September of 1997.In 2013, the IMO’s Marine Environmental Protection Committee, or the MEPC, adopted a resolution amending MARPOL Annex I Condition Assessment Scheme, or CAS. Theseamendments became effective on October 1, 2014 and require compliance with the 2011 International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriersand Oil Tankers, or ESP Code, which provides for enhanced inspection programs. We may need to make certain financial expenditures to comply with these amendments.46Table of ContentsAir EmissionsIn September of 1997, the IMO adopted Annex VI to MARPOL to address air pollution from vessels. Effective May 2005, Annex VI sets limits on sulfur oxide and nitrogen oxideemissions from all commercial vessel exhausts and prohibits “deliberate emissions” of ozone depleting substances (such as halons and chlorofluorocarbons), emissions of volatilecompounds from cargo tanks, and the shipboard incineration of specific substances. Annex VI also includes a global cap on the sulfur content of fuel oil and allows for special areas tobe established with more stringent controls on sulfur emissions, as explained below. Emissions of “volatile organic compounds” from certain vessels, and the shipboard incineration(from incinerators installed after January 1, 2000) of certain substances (such as polychlorinated biphenyls, or PCBs) are also prohibited. We believe that all our vessels are currentlycompliant in all material respects with these regulations.The MEPC adopted amendments to Annex VI regarding emissions of sulfur oxide, nitrogen oxide, particulate matter and ozone depleting substances, which entered into forceon July 1, 2010. The amended Annex VI seeks to further reduce air pollution by, among other things, implementing a progressive reduction of the amount of sulfur contained in any fueloil used on board ships. Effective January 1, 2020, there has been a global limit of 0.5% m/m sulfur oxide emissions (reduced from 3.50%). This limitation can be met by using low-sulfurcompliant fuel oil, alternative fuels, or certain exhaust gas cleaning systems. Ships are required to obtain bunker delivery notes and International Air Pollution Prevention, or IAPP,Certificates from their flag states that specify sulfur content. Additionally, at MEPC 73, amendments to Annex VI to prohibit the carriage of bunkers above 0.5% sulfur on ships becameeffective on March 1, 2020. Additional amendments to Annex VI revising, among other terms, the definition of “Sulphur content of fuel oil” and “low-flashpoint fuel” and pertaining tothe sampling and testing of onboard fuel oil, became effective in April 2022. Additional amendments to Annex VI, requiring bunker delivery notes to include a flashpoint of fuel oil or astatement that the flashpoint has been measured at or above 70°C as mandatory information, will become effective May 1, 2024. These regulations subject ocean-going vessels tostringent emissions controls and may cause us to incur substantial costs.MEPC 77 adopted a non-binding resolution which urges Member States and ship operators to voluntarily use distillate or other cleaner alternative fuels or methods ofpropulsion that are safe for ships and could contribute to the reduction of black carbon emissions from ships when operating in or near the Arctic.Sulfur content standards are even stricter within certain “Emission Control Areas,” or ECAs. As of January 1, 2015, ships operating within an ECA were not permitted to use fuelwith sulfur content in excess of 0.1%. Amended Annex VI establishes procedures for designating new ECAs. Currently, the IMO has designated four ECAs, including specified portionsof the Baltic Sea area, North Sea area, North American area and United States Caribbean Sea area. At the MEPC78, the IMO approved a proposal for a new ECA in the Mediterranean Seaas a whole to apply from July 1, 2025 such that the sulfur content of marine fuels does not exceed 0.1%. Ocean-going vessels in these areas are subject to stringent emission controls andmay cause us to incur additional costs. If other ECAs are approved by the IMO, or other new or more stringent requirements relating to emissions from marine diesel engines or portoperations by vessels are adopted by the U.S. Environmental Protection Agency, or EPA, or the states where we operate, compliance with these regulations could entail significantcapital expenditures or otherwise increase the costs of our operations.MEPC 79 adopted amendments to Annex VI on the reporting of mandatory values related to the implementation of the IMO short-term GHG reduction measure, includingattained EEXI, CII and rating values to the IMO DCS, which will become effective May 1, 2024. MEPC 80 adopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships withenhanced targets to mitigate harmful emissions. The revised IMO GHG Strategy comprises a common ambition to ensure an uptake of alternative zero and near-zero GHG fuels by 2030and to achieve net-zero emissions from international shipping by 2050. MEPC 81 will take place in spring 2024 in which the IMO will decide on the market-based mechanism to reach theemission reduction targets– either through a global emissions trading scheme for shipping or a global carbon levy.Amended Annex VI also established new tiers of stringent nitrogen oxide emissions standards for marine diesel engines, depending on their date of installation. Now Annex VIprovides for a three-tier reduction in NOx emissions from marine diesel engines, with the final tier (or Tier III) to apply to engines installed on vessels constructed on or after January 1,2016 and which operate in the North American ECA or the U.S. Caribbean Sea ECA as well as ECAs designated in the future by the IMO. At MEPC 70 and MEPC 71, the MEPC approvedthe North Sea and Baltic Sea as ECAs for nitrogen oxide for ships built after January 1, 2021. The EPA promulgated equivalent (and in some senses stricter) emissions standards in late2009. Additionally, amendments to Annex II, which strengthen discharge requirements for cargo residues and tank washings in specified sea areas (including North West Europeanwaters, Baltic Sea area, Western European waters and Norwegian Sea), came into effect in January 2021.Regulation 22A of MARPOL Annex VI became effective as of March 1, 2018 and requires ships above 5,000 gross tonnage to collect and report annual data on fuel oilconsumption to an IMO database, with the first year of data collection commencing on January 1, 2019. The IMO used such data as the first step in its roadmap (through 2023) fordeveloping its strategy to reduce greenhouse gas emissions from ships, as discussed further below. Amendments to Annex VI requiring bunker delivery notes to include a flashpoint offuel oil or a statement that the flashpoint has been measured at or above 70°C as mandatory information, will become effective May 1, 2024. Pursuant to MPC 80, in July 2023, the IMOadopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships, which identifies a number of levels of ambition, including (1) decreasing the carbon intensity from shipsthrough implementation of further phases of energy efficiency for new ships; (2) reducing carbon dioxide emissions per transport work, as an average across international shipping, by atleast 40% by 2030; and (3) pursuing net-zero GHG emissions by or around 2050.47Table of ContentsMARPOL mandates certain measures relating to energy efficiency for ships. All ships are now required to develop and implement Ship Energy Efficiency Management Plans, orSEEMPS, and new ships must be designed in compliance with minimum energy efficiency levels per capacity mile as defined by the Energy Efficiency Design Index, or EEDI. Underthese measures, by 2025, all new ships built will be 30% more energy efficient than those built in 2014.We may incur costs to comply with these revised standards. Additional or new conventions, laws and regulations, including those from states of the United States, may beadopted that could require the installation of expensive emission control systems and could adversely affect our business, results of operations, cash flows and financial condition.Safety Management System RequirementsThe SOLAS Convention was amended to address the safe manning of vessels and emergency training drills. The Convention of Limitation of Liability for Maritime Claims, orthe LLMC, sets limitations of liability for a loss of life or personal injury claim or a property claim against ship owners. We believe that our vessels are in substantial compliance withSOLAS and LLMC standards.Under Chapter IX of the SOLAS Convention, or the International Safety Management Code for the Safe Operation of Ships and for Pollution Prevention, or the ISM Code, ouroperations are also subject to environmental standards and requirements. The ISM Code requires the party with operational control of a vessel to develop an extensive safetymanagement system that includes, among other things, the adoption of a safety and environmental protection policy setting forth instructions and procedures for operating its vesselssafely and describing procedures for responding to emergencies. We rely upon the safety management system that we and our technical management team have developed forcompliance with the ISM Code. The failure of a vessel owner or bareboat charterer to comply with the ISM Code may subject such party to increased liability, may decrease availableinsurance coverage for the affected vessels and may result in a denial of access to, or detention in, certain ports.The ISM Code requires that vessel operators obtain a safety management certificate for each vessel they operate. This certificate evidences compliance by a vessel’smanagement with the ISM Code requirements for a safety management system. No vessel can obtain a safety management certificate unless its manager has been awarded a document ofcompliance, issued by each flag state, under the ISM Code. We have obtained applicable documents of compliance for our offices and safety management certificates for all of ourvessels for which the certificates are required by the IMO. The document of compliance and safety management certificate are renewed as required.Effective July 1, 2024, amendments to the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 will becomeeffective, addressing inconsistencies on examination of ballast tanks at annual surveys for bulk carriers and oil tankers.Amendments to the SOLAS Convention Chapter VII apply to vessels transporting dangerous goods and require those vessels be in compliance with the International MaritimeDangerous Goods Code, or IMDG Code. Effective January 1, 2018, the IMDG Code includes (1) updates to the provisions for radioactive material, reflecting the latest provisions from theInternational Atomic Energy Agency, (2) new marking, packing and classification requirements for dangerous goods, and (3) new mandatory training requirements. Amendments to theIMDG Code relating to segregation requirements for certain substances, and classification and transport of carbon, following incidents involving the spontaneous ignition of charcoal,came into effect in June 2022. Updates to the IMDG Code, in line with the updates to the United Nations Recommendations on the Transport of Dangerous Goods, which set therecommendations for all transport modes, became effective January 1, 2024. Effective July 1, 2024, amendments to the International Code on the Enhanced Programme of Inspectionsduring Surveys of Bulk Carriers and Oil Tankers, 2011 will become effective, addressing inconsistencies on examination of ballast tanks at annual surveys for bulk carriers and oil tankers.Amendments to SOLAS chapter II-2, intended to prevent the supply of oil fuel not complying SOLAS flashpoint requirements, requiring that ships carrying oil fuel must, priorto bunkering, be provided with a declaration certifying that the oil fuel supplied is in conformity with regulation SOLAS II-2/4.2.1, will enter into effect January 1, 2026.Regulation II-1/3-10 of the SOLAS Convention governs ship construction and stipulates that ships over 150 meters in length must have adequate strength, integrity, andstability to minimize risk of loss or pollution. Goal-based standards amendments in SOLAS regulation II-1/3-10 entered into force in 2012, and from July 1, 2016 with respect to new oiltankers and bulk carriers. Regulation II-1/3-10 requires that all oil tankers and bulk carriers of 150 meters in length and above, for which the building contract is placed on or after July 1,2016, satisfy applicable structural requirements conforming to the functional requirements of the International Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers,or GBS Standards.48Table of ContentsThe IMO has also adopted the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, or STCW. As of February 2017, all seafarersare required to meet the STCW standards and be in possession of a valid STCW certificate. Flag states that have ratified SOLAS and STCW generally employ the classificationsocieties, which have incorporated SOLAS and STCW requirements into their class rules, to undertake surveys to confirm compliance.Actions by the IMO’s Maritime Safety Committee and United States agencies indicate that cybersecurity regulations for the maritime industry are likely to be further developedin the near future in an attempt to combat cybersecurity threats. For example, effective January 2021, cyber-risk management systems must be incorporated by shipowners and managers.This might cause companies to create additional procedures for monitoring cybersecurity, which could require additional expenses and/or capital expenditures. The impact of suchregulations is hard to predict at this time.Pollution Control and Liability RequirementsThe IMO has negotiated international conventions that impose liability for pollution in international waters and the territorial waters of the signatories to such conventions. Forexample, the IMO adopted the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, or the BWM Convention, in 2004. The BWMConvention entered into force globally on September 9, 2017. The BWM Convention requires ships to manage their ballast water to remove, render harmless, or avoid the uptake ordischarge of new or invasive aquatic organisms and pathogens within ballast water and sediments. The BWM Convention’s implementing regulations call for a phased introduction ofmandatory ballast water exchange requirements, to be replaced in time with mandatory concentration limits, and require all ships to carry a ballast water record book and an internationalballast water management certificate.Specifically, ships over 400 gross tons generally must comply with a “D-1 standard,” requiring the exchange of ballast water only in open seas and away from coastal waters. The “D-2 standard” specifies the maximum amount of viable organisms allowed to be discharged, and compliance dates vary depending on the IOPP renewal dates. For most ships,compliance with the D-2 standard will involve installing on-board systems to treat ballast water and eliminate unwanted organisms. Ballast Water Management systems (or BWMS),which include systems that make use of chemical, biocides, organisms or biological mechanisms, or which alter the chemical or physical characteristics of the Ballast Water, must beapproved in accordance with IMO Guidelines (Regulation D-3). Pursuant to the BWM Convention amendments that entered into force in October 2019, BWMS installed on or afterOctober 28, 2020 shall be approved in accordance with BWMS Code, while BWMS installed before October 23, 2020 must be approved taking into account guidelines developed by theIMO or the BWMS Code. Costs of compliance with these regulations may be substantial. The cost of compliance could increase for ocean carriers and may have a material effect on ouroperations. However, many countries already regulate the discharge of ballast water carried by vessels from country to country to prevent the introduction of invasive and harmfulspecies via such discharges. The U.S., for example, requires vessels entering its waters from another country to conduct mid-ocean ballast exchange, or undertake some alternatemeasure, and to comply with certain reporting requirements. Amendments to the BWM Convention concerning commissioning testing of BWMS became effective in June 2022.The IMO also adopted the International Convention on Civil Liability for Bunker Oil Pollution Damage, or the Bunker Convention, to impose strict liability on ship owners(including the registered owner, bareboat charterer, manager or operator) for pollution damage in jurisdictional waters of ratifying states caused by discharges of bunker fuel. The BunkerConvention requires registered owners of ships over 1,000 gross tons to maintain insurance for pollution damage in an amount equal to the limits of liability under the applicable nationalor international limitation regime (but not exceeding the amount calculated in accordance with the LLMC). With respect to non-ratifying states, liability for spills or releases of oil carriedas fuel in ship’s bunkers typically is determined by the national or other domestic laws in the jurisdiction where the events or damages occur.Ships are required to maintain a certificate attesting that they maintain adequate insurance to cover an incident. In jurisdictions such as the United States where the BunkerConvention has not been adopted, various legislative schemes or common law govern, and liability is imposed either on the basis of fault or on a strict-liability basis.49Table of ContentsAnti‑Fouling RequirementsIn 2001, the IMO adopted the International Convention on the Control of Harmful Antifouling Systems on Ships, or the “Antifouling Convention.” The Antifouling Conventionentered into force in September 2008 and prohibits the use of organotin compound coatings to prevent the attachment of mollusks and other sea life to the hulls of vessels. Vessels ofover 400 gross tons engaged in international voyages will also be required to undergo an initial survey before the vessel is put into service or before an International Antifouling SystemCertificate is issued for the first time; and subsequent surveys when the antifouling systems are altered or replaced. In 2023, amendments to the Anti-fouling Convention came into effectwhich include controls on the biocide cybutryne; ships shall not apply or re-apply anti-fouling systems containing this substance from January 1, 2023. We have obtained AntifoulingSystem Certificates for all of our vessels that are subject to the Antifouling Convention.Compliance EnforcementNoncompliance with the ISM Code or other IMO regulations may subject the ship owner or bareboat charterer to increased liability, may lead to decreases in available insurancecoverage for affected vessels and may result in the denial of access to, or detention in, some ports. The USCG and European Union authorities have indicated that vessels not incompliance with the ISM Code by applicable deadlines will be prohibited from trading in U.S. and European Union ports, respectively. As of the date of this report, each of our vessels isISM Code certified. However, there can be no assurance that such certificates will be maintained in the future. The IMO continues to review and introduce new regulations. It isimpossible to predict what additional regulations, if any, may be passed by the IMO and what effect, if any, such regulations might have on our operations.United States RegulationsThe U.S. Oil Pollution Act of 1990 and the Comprehensive Environmental Response, Compensation and Liability ActThe U.S. Oil Pollution Act of 1990, or OPA, established an extensive regulatory and liability regime for the protection and clean-up of the environment from oil spills. OPA affectsall “owners and operators” whose vessels trade or operate within the U.S., its territories and possessions or whose vessels operate in U.S. waters, which includes the U.S.’s territorial seaand its 200 nautical mile exclusive economic zone around the U.S. The U.S. has also enacted the Comprehensive Environmental Response, Compensation and Liability Act, or CERCLA,which applies to the discharge of hazardous substances other than oil, except in limited circumstances, whether on land or at sea. OPA and CERCLA both define “owner and operator” inthe case of a vessel as any person owning, operating or chartering by demise, the vessel. Both OPA and CERCLA impact our operations.Under OPA, vessel owners and operators are “responsible parties” and are jointly, severally and strictly liable (unless the spill results solely from the act or omission of a thirdparty, an act of God or an act of war) for all containment and clean-up costs and other damages arising from discharges or threatened discharges of oil from their vessels, includingbunkers (fuel). OPA defines these other damages broadly to include:(i) injury to, destruction or loss of, or loss of use of, natural resources and related assessment costs;(ii) injury to, or economic losses resulting from, the destruction of real and personal property;(iii) loss of subsistence use of natural resources that are injured, destroyed or lost;(iv) net loss of taxes, royalties, rents, fees or net profit revenues resulting from injury, destruction or loss of real or personal property, or natural resources;(v) lost profits or impairment of earning capacity due to injury, destruction or loss of real or personal property or natural resources; and(vi) net cost of increased or additional public services necessitated by removal activities following a discharge of oil, such as protection from fire, safety or health hazards, andloss of subsistence use of natural resources.OPA contains statutory caps on liability and damages; such caps do not apply to direct clean-up costs. On December 23, 2022, the USCG adjusted the limits of OPA liability fornon-tank vessels, edible oil tank vessels, and any oil spill response vessels, to the greater of $1,300 per gross ton or $1,076,000 (subject to periodic adjustment for inflation). These limitsof liability do not apply if an incident was proximately caused by the violation of an applicable U.S. federal safety, construction or operating regulation by a responsible party (or itsagent, employee or a person acting pursuant to a contractual relationship), or a responsible party’s gross negligence or willful misconduct. The limitation on liability similarly does notapply if the responsible party fails or refuses to (i) report the incident where the responsible party knows or has reason to know of the incident; (ii) reasonably cooperate and assist asrequested in connection with oil removal activities; or (iii) without sufficient cause, comply with an order issued under the Federal Water Pollution Act (Section 311 (c), (e)) or theIntervention on the High Seas Act.50Table of ContentsCERCLA contains a similar liability regime whereby owners and operators of vessels are liable for clean-up, removal and remedial costs, as well as damages for injury to, ordestruction or loss of, natural resources, including the reasonable costs associated with assessing the same, and health assessments or health effects studies. There is no liability if thedischarge of a hazardous substance results solely from the act or omission of a third party, an act of God or an act of war. Liability under CERCLA is limited to the greater of $300 pergross ton or $5.0 million for vessels carrying a hazardous substance as cargo and the greater of $300 per gross ton or $500,000 for any other vessel. These limits do not apply (renderingthe responsible person liable for the total cost of response and damages) if the release or threat of release of a hazardous substance resulted from willful misconduct or negligence, or theprimary cause of the release was a violation of applicable safety, construction or operating standards or regulations. The limitation on liability also does not apply if the responsibleperson fails or refused to provide all reasonable cooperation and assistance as requested in connection with response activities where the vessel is subject to OPA.OPA and CERCLA each preserve the right to recover damages under existing law, including maritime tort law. OPA and CERCLA both require owners and operators of vessels toestablish and maintain with the USCG evidence of financial responsibility sufficient to meet the maximum amount of liability to which the particular responsible person may be subject.Vessel owners and operators may satisfy their financial responsibility obligations by providing a proof of insurance, a surety bond, qualification as a self-insurer or a guarantee. Wecomply and plan to comply going forward with the USCG’s financial responsibility regulations by providing applicable certificates of financial responsibility.The 2010 Deepwater Horizon oil spill in the Gulf of Mexico resulted in additional regulatory initiatives or statutes, including higher liability caps under OPA, new regulationsregarding offshore oil and gas drilling, and a pilot inspection program for offshore facilities. However, several of these initiatives and regulations have been or may be revised. Forexample, the U.S. Bureau of Safety and Environmental Enforcement’s, or BSEE, revised Production Safety Systems Rule, or PSSR, effective December 27, 2018, modified and relaxedcertain environmental and safety protections under the 2016 PSSR. Additionally, in August 2023, the BSEE released a final Well Control Rule, which strengthens testing and performancerequirements, and may affect offshore drilling operations. Compliance with any new requirements of OPA and other environmental laws, and future legislation or regulations applicable tothe operation of our vessels could negatively impact the cost of our operations and adversely affect our business.OPA specifically permits individual states to impose their own liability regimes with regard to oil pollution incidents occurring within their boundaries, provided they accept, at aminimum, the levels of liability established under OPA and some states have enacted legislation providing for unlimited liability for oil spills. Many U.S. states that border a navigablewaterway have enacted environmental pollution laws that impose strict liability on a person for removal costs and damages resulting from a discharge of oil or a release of a hazardoussubstance. These laws may be more stringent than U.S. federal law. Moreover, some states have enacted legislation providing for unlimited liability for discharge of pollutants withintheir waters, although in some cases, states which have enacted this type of legislation have not yet issued implementing regulations defining vessel owners’ responsibilities underthese laws. The Company intends to comply with all applicable state regulations in the ports where the Company’s vessels call.We currently maintain pollution liability coverage insurance in the amount of $1 billion per incident for each of our vessels. If the damages from a catastrophic spill were toexceed our insurance coverage, that could have an adverse effect on our business and results of operation.Other United States Environmental InitiativesThe U.S. Clean Air Act of 1970 (including its amendments of 1977 and 1990), or CAA, requires the EPA to promulgate standards applicable to emissions of volatile organiccompounds and other air contaminants. The CAA requires states to adopt State Implementation Plans, or SIPs, some of which regulate emissions resulting from vessel loading andunloading operations which may affect our vessels.The U.S. Clean Water Act, or CWA, prohibits the discharge of oil, hazardous substances and ballast water in U.S. navigable waters unless authorized by a duly issued permit orexemption, and imposes strict liability in the form of penalties for any unauthorized discharges. The CWA also imposes substantial liability for the costs of removal, remediation anddamages and complements the remedies available under OPA and CERCLA. In 2015, the EPA expanded the definition of “waters of the United States,” or WOTUS, thereby expandingfederal authority under the CWA. On December 30, 2022, the EPA and U.S. Army Corps of Engineers announced the final revised WOTUS rule, which was published on January 18,2023, In August 2023, the EPA and Department of the Army issued a final rule to amend the revised WOTUS definition to conform the definition of WOTUS to the U.S. Supreme Court’sinterpretation of the Clean Water Act in its decision dated May 25, 2023. The final rule became effective September 8, 2023 and operates to limit the Clean Water Act51Table of ContentsThe EPA and the USCG have also enacted rules relating to ballast water discharge, compliance with which requires the installation of equipment on our vessels to treat ballastwater before it is discharged or the implementation of other port facility disposal arrangements or procedures at potentially substantial costs, and/or otherwise restrict our vessels fromentering U.S. Waters. The EPA will regulate these ballast water discharges and other discharges incidental to the normal operation of certain vessels within United States waterspursuant to the Vessel Incidental Discharge Act, or VIDA, which was signed into law on December 4, 2018, and requires that the U.S. Coast Guard develop implementation, compliance,and enforcement regulations regarding ballast water. It intends to replace the VGP scheme and streamline the patchwork of federal, state, and local requirements for the commercial vesselcommunity. The US Environmental Protection Agency, or EPA, has indicated that new federal discharge standards for vessels may be published in autumn 2024. In the meantime, theagency has seemingly strengthened its inspection and enforcement efforts to ensure compliance with the extended VGP scheme and warns that non-compliance can result in significantpenalties. The VIDA gave the EPA two years to develop new national discharge standards for vessels and the U.S/ Coast Guard another two years to develop regulations and bestmanagement practices to implement and enforce those standards. VIDA also specifies that the provisions of the VGP will continue to apply until EPA and the U.S. Coast Guard publishtheir final regulations, regardless of how long that takes, and that the permit cannot be modified during that time. On October 26, 2020, the EPA published a Notice of Proposedrulemaking for Vessel Incidental Discharge National Standards of Performance under VIDA, and in November 2020, held virtual public meetings. On October 18, 2023, the EPA publisheda Supplemental Notice to the Vessel Incidental Discharge National Standards of Performance, which shares new ballast water information that the EPA received from the USCG. Comments to the Supplemental Notice were due by December 18, 2023. Under VIDA, all provisions of the VGP 2018 and the USCG ballast water regulations remain in force and effect ascurrently written until the EPA publishes standard. The new regulations could require the installation of new equipment. Several U.S. states have added specific requirements to theVessel General Permit and, in some cases, may require vessels to install ballast water treatment technology to meet biological performance standards. In addition, several U.S. states haveadded specific requirements to the VGP, including submission of a Notice of Intent, or NOI, or retention of a PARI form and submission of annual reports. Although EPA did issue anotice of proposed rulemaking in October 2020, a final rule on new discharge standards has still not been promulgated – which also means that a complete replacement scheme for theVGP is still some time away. A recent announcement on the EPA indicates that a final rule on the discharge standards may be ready in the autumn of 2024. Thus, if the USCG spends thefull two years to finalize the corresponding enforcement standards, the current 2013 VGP scheme will remain in force until 2026. This rule changes may have financial impact on ourvessels and may result in our vessels being banded from calling in US in case compliance issues arise.European Union RegulationsIn October 2009, the European Union amended a directive to impose criminal sanctions for illicit ship-source discharges of polluting substances, including minor discharges, ifcommitted with intent, recklessly or with serious negligence and the discharges individually or in the aggregate result in deterioration of the quality of water. Aiding and abetting thedischarge of a polluting substance may also lead to criminal penalties. The directive applies to all types of vessels, irrespective of their flag, but certain exceptions apply to warships orwhere human safety or that of the ship is in danger. Criminal liability for pollution may result in substantial penalties or fines and increased civil liability claims. Regulation (EU) 2015/757of the European Parliament and of the Council of April 29,2015 (amended by Regulation (EU) 2016/2071 with respect to methods of calculating, inter alia, emission and consumption)governs the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and, subject to some exclusions, requires companies with ships over 5,000 grosstonnage to monitor and report carbon dioxide emissions annually, which may cause us to incur additional expenses. As of January 2019, large ships calling at EU ports have beenrequired to collect and publish data on carbon dioxide emissions and other information. The system entered into force on March 1, 2018. July 2020 saw the European Parliament’sCommittee on Environment, Public Health and Food Safety vote in favor of the inclusion of vessels of 5,000 gross tons and above in the EU Emissions Trading System (in addition tovoting for a revision to the monitoring, reporting and verification of CO2 emissions). In September 2020, the European Parliament adopted the proposal from the European Commission toamend the regulation on monitoring carbon dioxide emissions from maritime transport.On July 14, 2021, the European Commission published a package of draft proposals as part of its ‘Fit for 55’ environmental legislative agenda and as part of the wider EU GreenDeal growth strategy (the “Proposals”). There are two key initiatives relevant to maritime arising from the Proposals: (a) a bespoke emissions trading scheme for the maritime sector (ETS)which commenced in 2024 and which applies to all ships above a gross tonnage of 5,000; and (b) a FuelEU draft regulation which seeks to require all ships above a gross tonnage of5,000 to carry on board a ‘FuelEU certificate of compliance’ from 30 June 2025 as evidence of compliance with the limits on the greenhouse gas intensity of the energy used on-board bya ship and with the requirements on the use of on-shore power supply (OPS) at berth. ETS was agreed in December 2022 and FuelEU was passed into law on July 25, 2023 and will applyfrom January 2025. More specifically, ETS is to apply gradually over the period from 2024 to 2026. In 2025 shipping companies would have to surrender 40% of ETS allowances for 2024emissions; in 2026 shipping companies would have to surrender 70% of ETS allowances for the 2025 emissions and 100% in 2027 for 2026 emissions. The cap under the ETS would be setby taking into account EU MRV system emissions data for the years 2018 and 2019, adjusted, from year 2021 and is to capture 100% of the emissions from intra-EU maritime voyages;100% of emissions from ships at berth in EU ports; and 50% of emissions from voyages which start or end at EU ports (but the other destination is outside the EU). More recentproposed amendments signal that 100% of non-EU emissions may be caught if the IMO does not introduce a global market-based measure by 2028. All maritime allowances will beauctioned and there will be no free allocation for the shipping sector. From a risk management perspective, new systems, including, personnel, data management systems, costs recoverymechanisms, revised service agreement terms and emissions reporting procedures will have to be put in place, at significant cost, to prepare for and manage the administrative aspect ofETS compliance.52Table of ContentsResponsible recycling and scrapping of ships are becoming increasingly important issues for shipowners and charterers alike as the industry strives to replace old ships withcleaner, more energy efficient models. The recognition of the need to impose recycling obligations on the shipping industry is not new. In 2009, the IMO oversaw the creation of theHong Kong Ship Recycling Convention (the “Hong Kong Convention”), which sets standards for ship recycling. Concerned at the lack of progress in satisfying the conditions neededto bring the Hong Kong Convention into force, the EU published its own Ship Recycling Regulation 1257/2013 (SRR) in 2013, with a view to facilitating early ratification of the HongKong Convention both within the EU and in other countries outside the EU. The 2013 regulations are vital to responsible ship recycling in the EU. SRR requires that, from 31 December2020, all existing ships sailing under the flag of EU member states and non-EU flagged ships calling at an EU port or anchorage must carry on-board an Inventory of Hazardous Materials(IHM) with a certificate or statement of compliance, as appropriate. For EU-flagged vessels, a certificate (either an Inventory Certificate or Ready for Recycling Certificate) will benecessary, while non-EU flagged vessels will need a Statement of Compliance. Now that the Hong Kong Convention has been ratified and will enter into force on 26 June 2025, it isexpected the EU Ship Recycling Regulation will be reviewed in light of this.The European Union has adopted several regulations and directives requiring, among other things, more frequent inspections of high-risk ships, as determined by type, age,and flag as well as the number of times the ship has been detained. The European Union also adopted and extended a ban on substandard ships and enacted a minimum ban period and adefinitive ban for repeated offenses. The regulation also provided the European Union with greater authority and control over classification societies, by imposing more requirements onclassification societies and providing for fines or penalty payments for organizations that failed to comply. Furthermore, the EU has implemented regulations requiring vessels to usereduced sulfur content fuel for their main and auxiliary engines. Since January 1, 2015, vessels have been required to burn fuel with sulfur content not exceeding 0.1% while within EUmember states’ territorial seas, exclusive economic zones and pollution control zones that are included in “SOx Emission Control Areas.” EU Directive (EU) 2016/802 establishes limits onthe maximum sulfur content of gas oils and heavy fuel oil and contains fuel-specific requirements for ships calling at EU ports.EU Directive 2004/35/CE (as amended) regarding the prevention and remedying of environmental damage addresses liability for environmental damage (including damage towater, land, protected species and habitats) on the basis of the “polluter pays” principle. Operators whose activities caused the environmental damage are liable for the damage (subjectto certain exceptions). With regard to specified activities causing environmental damage, operators are strictly liable. The directive applies where damage has already occurred and wherethere is an imminent threat of damage. The directive requires preventative and remedial actions, and that operators report environmental damage or an imminent threat of such damage.International Labor OrganizationThe International Labor Organization, or the ILO, is a specialized agency of the UN that has adopted the Maritime Labor Convention 2006, or MLC 2006. A Maritime LaborCertificate and a Declaration of Maritime Labor Compliance is required to ensure compliance with the MLC 2006 for all ships above 500 gross tons in international trade. We believe thatall our vessels are in substantial compliance with and are certified to meet MLC 2006.Greenhouse Gas RegulationCurrently, the emissions of greenhouse gases from international shipping are not subject to the Kyoto Protocol to the United Nations Framework Convention on ClimateChange (this task having been delegated to the IMO), which entered into force in 2005 and pursuant to which adopting countries have been required to implement national programs toreduce greenhouse gas emissions with targets extended through 2020. In December 2009, more than 27 nations, including the U.S. and China, signed the Copenhagen Accord, whichincludes a non-binding commitment to reduce greenhouse gas emissions. The 2015 United Nations Climate Change Conference in Paris resulted in the Paris Agreement, which enteredinto force on November 4, 2016 and does not directly limit greenhouse gas emissions from ships. The United States rejoined the Paris Agreement in February 2021.At MEPC 70 and MEPC 71, a draft outline of the structure of the initial strategy for developing a comprehensive IMO strategy on reduction of greenhouse gas emissions fromships was approved. In accordance with this roadmap, and as detailed above, pursuant to MPC 80, in July 2023, IMO adopted the 2023 IMO Strategy on Reduction of GHG Emissionsfrom Ships, which identifies a number of “levels of ambition”, including (1) decreasing the carbon intensity from ships through the implementation of further phases of EEDI for newships; (2) reducing carbon dioxide emissions per transport work, as an average across international shipping, by at least 40% by 2030, and (3) pursuing net-zero GHG emission by oraround 2050. These regulations could cause us to incur additional substantial expenses.53Table of ContentsAt MEPC 70 in October 2016, a mandatory data collection system (DCS) was adopted which requires ships above 5,000 gross tons to report consumption data for fuel oil, hoursunder way and distance travelled. Unlike the EU MRV (see below), the IMO DCS covers any maritime activity carried out by ships, including dredging, pipeline laying, ice-breaking, fish-catching and off-shore installations. The SEEMPs of all ships covered by the IMO DCS must include a description of the methodology for data collection and reporting. After eachcalendar year, the aggregated data are reported to the flag state. If the data have been reported in accordance with the requirements, the flag state issues a statement of compliance to theship. Flag states subsequently transfer this data to an IMO ship fuel oil consumption database, which is part of the Global Integrated Shipping Information System (GISIS) platform. IMOwill then produce annual reports, summarizing the data collected. Thus, currently, data related to the GHG emissions of ships above 5,000 gross tons calling at ports in the EuropeanEconomic Area (EEA) must be reported in two separate, but largely overlapping, systems: the EU MRV – which applies since 2018 – and the IMO DCS – which applies since 2019. Theproposed revision of Regulation (EU) 2015/757 adopted on 4 February 2019 aims to align and facilitate the simultaneous implementation of the two systems however it is still not clearwhen the proposal will be adopted.IMO’s MEPC 76 adopted amendments to MAPROL Annex VI that will require ships to reduce their greenhouse gas emissions. Effective from January 1, 2023, the RevisedMARPOL Annex VI includes carbon intensity measures (requirements for ships to calculate their Energy Efficiency Existing Ship Index (EEXI) following technical means to improve theirenergy efficiency and to establish their annual operational carbon intensity indicator and rating). MEPC 76 also adopted guidelines to support implementation of the amendments.MEPC 79 adopted amendments to Annex VI on the reporting of mandatory values related to the implementation of the IMO short-term GHG reduction measure, includingattained EEXI, CII and rating values to the IMO DCS, which will become effective May 1, 2024. MEPC 80 adopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships withenhanced targets to mitigate harmful emissions. The revised IMO GHG Strategy comprises a common ambition to ensure an uptake of alternative zero and near-zero GHG fuels by 2030and to achieve net-zero emissions from international shipping by 2050. MEPC 81 will take place in spring 2024 in which the IMO will decide on the market-based mechanism to reach theemission reduction targets– either through a global emissions trading scheme for shipping or a global carbon levy.In 2021, the EU adopted a European Climate Law (Regulation (EU) 2021/1119), establishing the aim of reaching net zero greenhouse gas emissions in the EU by 2050, with anintermediate target of reducing greenhouse gas emissions by at least 55% by 2030, compared to 1990 levels. In July 2021, the European Commission launched the “Fit for 55” (describedabove) to support the climate policy agenda. As of January 2019, large ships calling at EU ports have been required to collect and publish data on carbon dioxide emissions and otherinformation.In the United States, the EPA issued a finding that greenhouse gases endanger the public health and safety, adopted regulations to limit greenhouse gas emissions from certainmobile sources, and proposed regulations to limit greenhouse gas emissions from large stationary sources. The EPA or individual U.S. states could enact environmental regulations thatcould negatively affect our operations. On November 2, 2021, the EPA issued a proposed rule under the CAA designed to reduce methane emissions from oil and gas sources. InNovember 2022, the EPA issued a supplemental proposal that would achieve more comprehensive emissions reductions and add proposed requirements for sources not previouslycovered. The EPA held a public hearing in January 2023 on the proposal and, in December 2023, the EPA announced a final rule to reduce methane and other air pollutants from the oiland natural gas industry. The rule includes “Emissions Guidelines” for states to follow as they develop plans to limit methane emissions from existing sources.Any passage of climate control legislation or other regulatory initiatives by the IMO, the EU, the U.S. or other countries where we operate, or any treaty adopted at theinternational level to succeed the Kyoto Protocol or Paris Agreement, that restricts emissions of greenhouse gases could require us to make significant expenditures which we cannotpredict with certainty at this time. Even in the absence of climate control legislation, our business may be indirectly affected to the extent that climate change may result in sea levelchanges or certain weather events.Vessel Security RegulationsSince the terrorist attacks of September 11, 2001 in the United States, there have been a variety of initiatives intended to enhance vessel security such as the U.S. MaritimeTransportation Security Act of 2002, or MTSA. To implement certain portions of the MTSA, the USCG issued regulations requiring the implementation of certain security requirementsaboard vessels operating in waters subject to the jurisdiction of the United States and at certain ports and facilities, some of which are regulated by the EPA.54Table of ContentsSimilarly, Chapter XI-2 of the SOLAS Convention imposes detailed security obligations on vessels and port authorities and mandates compliance with the International Shipand Port Facilities Security Code, or the ISPS Code. The ISPS Code is designed to enhance the security of ports and ships against terrorism. To trade internationally, a vessel must attainan International Ship Security Certificate, or ISSC, from a recognized security organization approved by the vessel’s flag state. Ships operating without a valid certificate may bedetained, expelled from, or refused entry at port until they obtain an ISSC. The various requirements, some of which are found in the SOLAS Convention, include, for example, on-boardinstallation of automatic identification systems to provide a means for the automatic transmission of safety-related information from among similarly equipped ships and shore stations,including information on a ship’s identity, position, course, speed and navigational status; on-board installation of ship security alert systems, which do not sound on the vessel butonly alert the authorities on shore; the development of vessel security plans; ship identification number to be permanently marked on a vessel’s hull; a continuous synopsis record keptonboard showing a vessel’s history including the name of the ship, the state whose flag the ship is entitled to fly, the date on which the ship was registered with that state, the ship’sidentification number, the port at which the ship is registered and the name of the registered owner(s) and their registered address; and compliance with flag state security certificationrequirements.The USCG regulations, intended to align with international maritime security standards, exempt non-U.S. vessels from MTSA vessel security measures, provided such vesselshave on board a valid ISSC that attests to the vessel’s compliance with the SOLAS Convention security requirements and the ISPS Code. Future security measures could have asignificant negative financial impact on us. We intend to comply with the various security measures addressed by MTSA, the SOLAS Convention and the ISPS Code.The cost of vessel security measures has also been affected by the escalation in the frequency of acts of piracy against ships, notably off the coast of Somalia, including theGulf of Aden and Arabian Sea area. Substantial loss of revenue and other costs may be incurred as a result of detention of a vessel or additional security measures, and the risk ofuninsured losses could significantly and negatively affect our business. Costs may be incurred in taking additional security measures in accordance with Best Management Practices toDeter Piracy, notably those contained in the BMP5 industry standard.European mandatory non-financial reporting regulationsOn November 10, 2022, the EU Parliament adopted the Corporate Sustainability Reporting Directive (“CSRD”). EU member states have 18 months from July 6, 2024, tointegrate it into national law. The CSRD will create new, detailed sustainability reporting requirements and will significantly expand the number of EU and non-EU companies subject tothe EU sustainability reporting framework. The required disclosures will go beyond environmental and climate change reporting to include social and governance matters (for example,respect for employee and human rights, anti-corruption and bribery, corporate governance and diversity and inclusion). In addition, it will require disclosure regarding the due diligenceprocesses implemented by a company in relation to sustainability matters and the actual and potential adverse sustainability impacts of an in-scope company’s operations and valuechain. The CSRD will begin to apply on a phased basis starting from financial year 2024 through to 2028, applicable to large EU and non-EU undertakings with substantial presence in theEU, subject to certain financial and employee thresholds being met. New systems, including personnel, data management systems and reporting procedures will have to be put in place,at significant cost, to prepare for and manage the administrative aspect of CSRD compliance.Inspection by Classification SocietiesThe hull and machinery of every commercial vessel must be classed by a classification society authorized by its country of registry. The classification society certifies that avessel is safe and seaworthy in accordance with the applicable rules and regulations of the country of registry of the vessel and SOLAS. Most insurance underwriters make it acondition for insurance coverage and lending that a vessel be certified “in class” by a classification society which is a member of the International Association of ClassificationSocieties, the IACS. The IACS has adopted harmonized Common Structural Rules, or the Rules, which apply to oil tankers and bulk carriers constructed on or after July 1, 2015. TheRules attempt to create a level of consistency between IACS Societies. All of our vessels are certified as being “in class” by all the applicable Classification Societies (e.g., AmericanBureau of Shipping, DNV, Lloyd’s Register of Shipping, Bureau Veritas).A vessel must undergo annual surveys, intermediate surveys, dry-dockings and special surveys. In lieu of a special survey, a vessel’s machinery may be on a continuoussurvey cycle, under which the machinery would be surveyed periodically over a five-year period. Every vessel above 15 years of age is also required to be drydocked every 30 to 36months for inspection of the underwater parts of the vessel. If any vessel does not maintain its class and/or fails any annual survey, intermediate survey, drydocking or special survey,the vessel will be unable to carry cargo between ports and will be unemployable and uninsurable which could cause us to be in violation of certain covenants in our loan agreements.Any such inability to carry cargo or be employed, or any such violation of covenants, could have a material adverse impact on our financial condition and results of operations.55Table of ContentsRisk of Loss and Liability InsuranceGeneralThe operation of any cargo vessel includes risks such as mechanical failure, physical damage, collision, property loss, cargo loss or damage and business interruption due topolitical circumstances in foreign countries, piracy incidents, hostilities and labor strikes. In addition, there is always an inherent possibility of marine disaster, including oil spills andother environmental mishaps, and the liabilities arising from owning and operating vessels in international trade. OPA, which imposes virtually unlimited liability upon shipowners,operators and bareboat charterers of any vessel trading in the exclusive economic zone of the United States for certain oil pollution accidents in the United States, has made liabilityinsurance more expensive for shipowners and operators trading in the United States market. We carry insurance coverage as customary in the shipping industry. However, not all riskscan be insured, specific claims may be rejected and we might not be always able to obtain adequate insurance coverage at reasonable rates.Hull & Machinery and War Risks InsurancesWe maintain marine hull and machinery and war risks insurances, which include the risk of actual or constructive total loss, for all of our vessels. Each of our vessels is coveredup to at least its fair market value with deductibles of $150,000 per vessel per incident. We also maintain increased value coverage for our vessels. Under this increased value coverage,in the event of total loss of a vessel, we will be able to recover the sum insured under the increased value policy in addition to the sum insured under the hull and machinery policy. Increased value insurance also covers excess liabilities which are not recoverable under our hull and machinery policy by reason of under insurance.Protection and Indemnity InsuranceProtection and indemnity insurance, provided by mutual protection and indemnity associations, or P&I Associations, covers our third-party liabilities in connection with ourshipping activities. This includes related expenses of injury, illness or death of crew, passengers and other third parties, loss or damage to cargo, claims arising from collisions with othervessels, damage to other third-party property such as fixed and floating objects, pollution arising from oil or other substances, salvage, towing and other related costs, including wreckremoval. Protection and indemnity insurance is a form of mutual indemnity insurance, extended by protection and indemnity mutual associations, or “clubs.”Our coverage limit is as per the International Group’s rules, where there are standard sub-limits for oil pollution at $1 billion, passenger liability at $2 billion and seamen liabilitiesat $3 billion. The 12 P&I Associations that comprise the International Group insure approximately 90% of the world’s commercial tonnage and have entered into a pooling agreement toreinsure each association’s liabilities in excess of each association’s own retention of $10.0 million up to, currently, approximately $8.9 billion. As a member of P&I Associations, whichare a member of the International Group, we are subject to calls payable to the associations based on our claim records as well as the claim records of all other members of the individualassociations and members of the shipping pool of P&I Associations comprising the International Group.Permits and AuthorizationsWe are required by various governmental and quasi-governmental agencies to obtain certain permits, licenses and certificates with respect to our vessels. The kinds of permits,licenses and certificates required depend upon several factors, including the commodity transported, the waters in which the vessel operates, the nationality of the vessel’s crew and theage of a vessel. We believe that we have obtained all permits, licenses and certificates currently required to permit our vessels to operate as planned. Additional laws and regulations,environmental or otherwise, may be adopted which could limit our ability to do business or increase the cost of us doing business in the future.56Table of ContentsC.Organizational StructureSeanergy Maritime Holdings Corp. is the ultimate parent company of the following wholly owned subsidiaries, either directly or indirectly, as of the date of this annual report:SubsidiaryJurisdiction of IncorporationSeanergy Management Corp.Republic of the Marshall IslandsSeanergy Shipmanagement Corp.Republic of the Marshall IslandsHonor Shipping Co.Republic of the Marshall IslandsSea Genius Shipping Co.Republic of the Marshall IslandsTraders Shipping Co.Republic of the Marshall IslandsGladiator Shipping Co.Republic of the Marshall IslandsPremier Marine Co.Republic of the Marshall IslandsEmperor Holding Ltd.Republic of the Marshall IslandsChampion Marine Co.Republic of the Marshall IslandsFellow Shipping Co.Republic of the Marshall IslandsPatriot Shipping Co.Republic of the Marshall IslandsFlag Marine Co.Republic of the Marshall IslandsWorld Shipping Co.Republic of the Marshall IslandsPartner Marine Co.Republic of the Marshall IslandsDuke Shipping Co.Republic of the Marshall IslandsAtsea Ventures Corp.Republic of the Marshall IslandsSquire Ocean Navigation Co.Republic of LiberiaLord Ocean Navigation Co.Republic of LiberiaKnight Ocean Navigation Co.Republic of LiberiaGood Ocean Navigation Co.Republic of LiberiaHellas Ocean Navigation Co.Republic of LiberiaFriend Ocean Navigation Co.Republic of LiberiaParos Ocean Navigation Co.Republic of LiberiaTitan Ocean Navigation Co.Republic of LiberiaIcon Ocean Navigation Co.Republic of LiberiaPartner Shipping Co. LimitedMaltaPembroke Chartering Services LimitedMaltaMartinique International Corp.British Virgin IslandsHarbour Business International Corp.British Virgin Islands D.Property, Plants and EquipmentWe do not own any real estate property. We maintain our principal executive offices at Glyfada, Greece. Other than our vessels, we do not have any material property. See “Item4.B. Business Overview - Our Current Fleet” and “Item 5. Operating and Financial Review and Prospects — B. Liquidity and Capital Resources – Loan Arrangements.”ITEM 4A.UNRESOLVED STAFF COMMENTSNone.ITEM 5.OPERATING AND FINANCIAL REVIEW AND PROSPECTSThe following discussion of the results of our operations and our financial condition should be read in conjunction with the financial statements and the notes to thosestatements included in “Item 18. Financial Statements.” This discussion contains forward-looking statements that involve risks, uncertainties, and assumptions. Actual results maydiffer materially from those anticipated in these forward-looking statements as a result of many factors, including those set forth in “Item 3. Key Information–D. Risk Factors.”A.Operating ResultsPrincipal Factors Affecting Our BusinessThe principal factors that affect our financial position, results of operations and cash flows include the following:•number of vessels owned and operated;•voyage charter rates;57Table of Contents•time charter trip rates;•period time charter rates;•the nature and duration of our voyage charters;•vessels repositioning;•vessel operating expenses and direct voyage costs;•maintenance and upgrade work;•the age, condition and specifications of our vessels;•issuance of our common shares and other securities;•amount of debt obligations; and•financing costs related to debt obligations.We are also affected by the types of charters we enter into. Vessels operating on fixed rate period time charters and bareboat time charters provide more predictable cash flows,but can yield lower revenue and profit margins than vessels operating in the spot charter market, either on trip time charters or voyage charters, during periods characterized by favorablemarket conditions.Vessels operating in the spot charter market generate revenues that are less predictable, but can yield increased revenue and profit margins during periods of improvements indry bulk rates. Spot charters also expose vessel owners to the risk of declining dry bulk rates and rising fuel costs in case of voyage charters. As of the date of this report, all of theCompany’s fleet is time chartered on long-term, index-linked employment arrangements where daily charter rates track the fluctuations of the BCI. Out of the seventeen long-termemployment agreements in place, one was agreed during 2024, four were agreed during 2023, three were agreed during 2022 and the remaining nine between 2018 and 2021.Critical Accounting PoliciesCritical accounting policies are those that are both most important to the portrayal of the company’s financial condition and results, and require management’s most difficult,subjective, or complex judgments, often as a result of the need to make estimates about the effects of matters that are inherently uncertain. We have described in Item 5. Operating andFinancial Review and Prospects – E. Critical Accounting Estimates our critical accounting estimates, because they potentially result in material different results under differentassumptions and conditions. For a description of all our significant accounting policies, see Note 2 to our annual audited financial statements included in this annual report.58Table of ContentsResults of OperationsYear ended December 31, 2023 as compared to year ended December 31, 2022(In thousands of U.S. Dollars, except for share and per share data) Year ended December31, Change 2023 2022 Amount % Revenues: Vessel revenue, net 107,036 122,629 (15,593) (13)%Fees from related parties 3,198 2,391 807 34%Revenue, net 110,234 125,020 (14,786) (12)% Expenses: Voyage expenses (2,851) (4,293) 1,442 (34)%Vessel operating expenses (42,260) (43,550) 1,290 (3)%Management fees (700) (1,368) 668 (49)%General and administration expenses (22,149) (17,412) (4,737) 27%Depreciation and amortization (28,831) (28,297) (534) 2%Gain on sale of vessel, net 8,094 - 8,094 - Loss on forward freight agreements, net (188) (417) 229 (55)%Operating income 21,349 29,683 (8,334) (28)%Other income / (expenses), net: Interest and finance costs (20,694) (15,332) (5,362) 35%Loss on extinguishment of debt (540) (1,291) 751 (58)%Interest and other income 2,443 1,361 1,082 80%Gain on spin-off of United Maritime Corporation - 2,800 (2,800) (100)%Foreign currency exchange losses, net (276) (10) (266) (2,660)%Total other expenses, net: (19,067) (12,472) (6,595) 53%Net income before income taxes 2,282 17,211 (14,929) (87)%Income taxes - 28 (28) (100)%Net income 2,282 17,239 (14,957) (87)% Net income per common share Basic 0.12 0.97 Diluted 0.12 0.96 Weighted average number of common shares outstanding Basic 18,394,419 17,439,033 Diluted 18,442,688 17,684,048 Vessel Revenue, Net – The decrease was attributable to the decrease in prevailing charter rates and was partially offset by an increase in operating days. We had 5,953 operatingdays in 2023, as compared to 5,905 operating days in 2022. The TCE rate decreased by 13% in 2023 to $17,501, as compared to $20,040 in 2022. Please see reconciliation below of TCE rate(a non-GAAP measure) to net revenues from vessels, the most directly comparable U.S. GAAP measure.Fees from Related Parties – The amount relates to fees regarding the commercial and technical management services provided from Seanergy to United Maritime Corporation(“United”) and commission earned by Seanergy on vessels sold and/ or purchased by United pursuant to the relevant management agreements. The increase is due to the fact thatUnited commenced its operations in July 2022 and thus the fees for 2022 refer only to the period from July 6, 2022 until December 31, 2022 while the fees in 2023 related to the whole year.The 2023 amount comprises of $1.8 million commercial and technical management fees and $1.4 million of sale and purchase commissions. The 2022 amount comprises of $0.6 millioncommercial and technical management fees and $1.8 million of sale and purchase commissions.Voyage Expenses – The decrease was primarily attributable to a decrease in bunkers consumption as a result of the decrease of repairs and off-hire days. We had 54 repairs andoff-hire days for the year ended December 31, 2023, as compared to 314 days repairs and off-hire days during the comparable period of 2022.Vessel Operating Expenses – Vessel operating expenses amounted to $42.3 million in the year ended December 31, 2023, compared to $43.6 million in the year ended December31, 2022. The decrease was primarily attributable to the decrease in ownership days. We had 6,008 ownership days in 2023 as compared to 6,219 ownership days in 2022. The decreasewas partially offset by increased inflation rates that affected mainly store supplies and increased crew costs.Management Fees – The decrease was attributable to the change in the volume of technical management services outsourced. For the year ended December 31, 2023, we had968 ownership days under third party technical management compared to 3,342 ownership days for the respective period in 2022.General and Administration Expenses –The increase is mainly attributed to non-cash stock-based compensation which amounted to $8.9 million in 2023 compared to $7.0million in 2022 and to the increased staff costs attributed to the growth of the Company.59Table of ContentsDepreciation and Amortization – For the year ended December 31, 2023, depreciation and amortization expense increased to $28.8 million from $28.3 million. The increase indepreciation expense is due to the increase in the number of vessels from 16 vessels as of December 31, 2022 to 17 vessels as of December 31, 2023. This was partially offset by thedecrease of the amortization of deferred dry-docking costs which decreased to $4.2 million in 2023 from $4.9 million in 2022.Loss on Forward Freight Agreements – The loss in the year ended December 31, 2023, is attributable to the net realized losses of our positions on the forward freightagreements entered within the year.Interest and Finance Costs – The increase is primarily attributable to the increase in the average interest rate on our outstanding indebtedness, mainly driven by the increasedLibor and SOFR rates for our interest bearing securities. The weighted average interest rate on our outstanding debt and convertible notes for the twelve months ended 2023 and 2022was approximately 7.62% and 4.81%, respectively. Finally, non-cash interest expense of amortization of deferred finance costs and debt discounts for the years ended December 31, 2023and 2022 was $2.2 million and $2.9 million, respectively.Interest and Other Income – Interest and other income for the year ended December 31, 2023 consist of $1.9 million of insurance credits and insurance claims, and an amount of$0.5 million related to interest income from our short-term deposits. The interest and other income for 2022 is related to $0.5 million dividends received in relation to Series C preferredshares, $0.5 million of insurance credits and $0.4 million of interest income from our short-term time deposits.Loss on Extinguishment of Debt – The loss in the year ended December 31, 2023, is mainly attributable to the write-off of unamortized deferred finance costs and debt discountsupon the full settlement of certain borrowing facilities, as follows: $0.37 million upon the full settlement of the outstanding balance of the Hanchen Sale and Leaseback, $0.1 millionfollowing the full settlement of the ABB Loan Facility and $0.07 million due to the partial prepayment of the August 2021 Alpha Bank Loan Facility (described below). The loss in theyear ended December 31, 2022, is attributable to the write-off of unamortized deferred finance costs and debt discounts upon the settlement of certain borrowing facilities, as follows: $1.1million related to the prepayment of the Second JDH Note and $0.1 million related to the February 2019 ATB Loan Facility.Gain on Spin-Off of United Maritime Corporation – The gain in the year ended December 31, 2022, represents the difference between the fair value of assets contributed fromSeanergy to United and their carrying value.Please see Item 5.A of our Form 20-F filed with the SEC on March 31, 2023, for a discussion of the year-to-year comparison between 2022 and 2021.B.Liquidity and Capital ResourcesOur principal source of funds has been our operating cash inflows, long-term borrowings from banks, sale and leaseback transactions and equity provided by the capitalmarkets. Our principal use of funds has primarily been capital expenditures to establish our fleet, maintain the quality of our dry bulk vessels, comply with international shippingstandards and environmental laws and regulations, fund working capital requirements, and make principal repayments and interest payments on our outstanding debt obligations.Our funding and treasury activities are conducted in accordance with corporate policies to maximize investment returns while maintaining appropriate liquidity for both ourshort- and long-term needs. This includes arranging borrowing facilities on a cost-effective basis. Cash and cash equivalents are held primarily in U.S. dollars, with minimal amounts heldin Euros.As of December 31, 2023, we had cash and cash equivalents of $19.4 million, as compared to $26.0 million as of December 31, 2022.Working capital is equal to current assets minus current liabilities, including the current portion of long-term debt. As of December 31, 2023, we had a working capital deficit of$44.4 million (which included an amount of $2.1 million relating to pre-collected revenue) as compared to a working capital deficit of $33.0 million as of December 31, 2022 (which includedliabilities amounting to $12.7 million relating to cash deposit received from United for sale of vessels and an amount of $2.2 million relating to pre-collected revenue). The December 31,2023 deficit is primarily due to the expected exercise of the purchase option price of $20.2 million for the purchase of the M/V Titanship and to planned loan repayments for the next 12months, amounting to $33.0 million. For the year ended December 31, 2023, the Company realized a net income of $2.3 million and generated cash flow from operations of $31.3 million.As of December 31, 2023, we had outstanding borrowings of $236.4 million (including long-term debt, finance lease liability and other financial liabilities) as compared to $259.9million as of December 31, 2022.60Table of ContentsAs of March 28, 2024, we had outstanding borrowings of $227.1 million (including long-term debt, finance lease liability and other financial liabilities). Our primary known andestimated liquidity needs for 2024 include obligations related to scheduled principal payments of outstanding borrowings and respective interest expenses payments, estimateddrydocking expenditures, the purchase option price of $20.2 million for the expected exercise of the option to purchase the M/V Titanship, the acquisition of the vessel agreed onFebruary 5, 2024 for $33.7 million and the acquisition of the vessel agreed on March 18, 2024 for $35.6 million, net of a $4.5 million deposit already paid of as of today. Our cash flowprojections indicate that cash on hand and cash to be provided by operating activities and cash provided through refinancing certain of its existing loan agreements and throughobtaining new financing agreements will be sufficient to cover the liquidity needs that become due in the twelve-month period ending one year after the financial statements’ issuance.Additional information on our annual scheduled obligations under our long-term debt and other financial liabilities are described in “Loan Arrangements” below and in Note 8 (“Long-Term Debt and Other Financial Liabilities”) and Note 7 (“Finance Lease, Right-of use Asset and Finance lease liabilities”) of our consolidated financial statements included in Item 18 ofthis annual report. Our medium- and long-term liquidity requirements relate to the operation and maintenance expenditures of our vessels. Sources of funding for our medium- and long-term liquidity requirements include cash flows from operations and new debt financing.Cash Flows(In thousands of US Dollars) Year ended December 31, 2023 2022 2021 Cash Flow Data: Net cash provided by operating activities 31,323 37,286 80,760 Net cash provided by / (used in) investing activities 17,745 (56,263) (184,620)Net cash (used in) / provided by financing activities (56,617) 5,828 127,435 Year ended December 31, 2023, as compared to year ended December 31, 2022Operating Activities: Net cash provided by operating activities in 2023 consisted of net income after non-cash items of $34.9 million and the decrease in working capital of $3.6million. The major driver of the change of net cash provided by operating activities was the decrease in charter rates that prevailed in the market for 2023 as compared to 2022. Net cashprovided by operating activities in 2022 consisted of net income after non-cash items of $54.1 million and the decrease in working capital of $16.8 million.Investing Activities: The 2023 cash inflow resulted from $23.9 million proceeds from sale of the M/Vs Goodship and Tradership to United and $1.3 million inflow from release ofdeposits. The 2023 cash inflow was partially offset by $7 million lease prepayments, $0.3 million payments for vessel improvements and $0.2 million for the purchase of other fixed assets.The 2022 cash outflow resulted from $70.3 million for the purchase of two vessels and payments for vessels improvements, $10 million investment in Series C preferred shares and $0.1million for the purchase of other fixed assets. The 2022 cash outflow was offset by $12.7 million advances received in respect with the subsequent sale of two vessels, $10.0 millionproceeds from the redemption of the Series C preferred shares and $1.5 million inflow from term deposits.Financing Activities: The 2023 cash outflow resulted mainly from $88.7 million long-term debt and other financial liabilities payments, $11.2 million convertible notesrepayments, $6.0 million of dividend payments, $1.7 million for common stock repurchases, $1.3 million financing and stock issuance fees payments, $0.8 million for warrants repurchasesand $0.6 million of finance lease liabilities payments. The 2023 cash outflow was partially offset by the $53.8 million proceeds from long-term debt and other financial liabilities. The 2022cash inflow resulted mainly from $124.8 million from proceeds of secured long-term debt. The 2022 cash inflow was offset by debt repayments of $89.7 million, $10.0 million repayments ofconvertible notes, $17.9 million of dividend payments and $1.4 million financing and stock issuance fees payments.Please see Item 5.A of our Form 20-F filed with the SEC on March 31, 2023 for a discussion of the year-to-year comparison between 2022 and 2021.Loan ArrangementsLoan Facilities amended during the year ended December 31, 2023October 2022 Danish Ship Finance Loan FacilityOn October 10, 2022, the Company entered into a $28.0 million loan facility with Danish Ship Finance A/S to refinance the existing UniCredit Bank Loan Facility secured by theM/Vs Premiership and Fellowship. The facility was divided in two equal tranches, has a term of five years, while the interest rate is 2.5% plus SOFR per annum. The repayment scheduleof each tranche is comprised of six quarterly installments of $0.8 million followed by fourteen quarterly installments of $0.5 million and a balloon of $2.1 million payable together with thefinal installment. Each borrower is required to maintain minimum liquidity of $0.65 million in its retention account.61Table of ContentsOn April 18, 2023, the Company entered a deed of accession, amendment and restatement to the October 2022 Danish Ship Finance Loan Facility to refinance the existingChampionship Cargill Sale and Leaseback secured by the M/V Championship. The amended and restated facility includes a new tranche of $15.8 million secured by the M/VChampionship. The new tranche is payable through eight quarterly installments of $0.7 million followed by 12 quarterly installments of $0.6 million and a balloon of $2.9 million payabletogether with the final installment bearing an interest rate of 2.65% plus 3-month term SOFR per annum. For the new tranche, the borrower is required to maintain minimum liquidity of$0.7 million in its retention account. The security cover ratio and all other covenants continue to apply per the terms of the October 2022 Danish Ship Finance Loan Facility. In particular,the Company is required to maintain a security cover higher than 133%, at any time the corporate leverage ratio (as defined therein) is equal to or less than 65%. If the corporate leverageratio is higher than 65%, the Company is required to maintain a security cover ratio (as defined therein) higher than 143%. The Company is required to maintain a leverage ratio (asdefined therein), that will not be higher than 85% until June 29, 2023 and 70% thereafter until the maturity of the loan. Furthermore, a new sustainability linked margin adjustmentmechanism was introduced to all three tranches of the October 2022 Danish Ship Finance Loan Facility, whereby the interest margin can be increased or decreased by 0.05% based on thecertain emission thresholds. As of December 31, 2023, $36.1 million was outstanding under the facility.June 2022 Piraeus Bank Loan FacilityOn June 22, 2022, the Company entered into a facility agreement with Piraeus Bank S.A. for a $38.0 million sustainability-linked term loan. The purpose of the loan was to partlyfinance the acquisition cost of the M/V Honorship, while also refinancing the November 2021 Piraeus Bank Loan Facility, which was secured by the M/V Worldship. On July 3, 2023, theCompany entered into an overriding agreement to replace the LIBOR with term SOFR as reference rate, which is effective as of July 27, 2023. The facility bears interest at term SOFR plusa margin of 3.00% and a credit adjustment spread (as defined therein) and is repayable through four quarterly installments of $2.0 million, two quarterly installments of $1.5 million,followed by fourteen quarterly installments of $0.8 million and a balloon of $16.5 million payable together with the final installment. The margin is subject to a sustainability pricingadjustment whereby it may be decreased by up to 0.10% upon meeting certain emission reduction targets during the term of the facility. The Company is required to maintain a securitycover ratio (as defined therein) of not less than 125% until December 24, 2023, and 130% thereafter until the maturity of the loan. As per the supplemental agreement entered into on July3, 2023, the corporate leverage ratio (as defined in the facility agreement) required by the Company was reduced from 85% to 70% effective from June 30, 2023 until the maturity of theloan. The borrowers are required to maintain an aggregate minimum liquidity of $2.0 million in their operating accounts. As of December 31, 2023, $27.0 million was outstanding under thefacility.August 2021 Alpha Bank Loan FacilityOn August 9, 2021, we entered into a $44.1 million secured loan facility with Alpha Bank S.A. (“Alpha Bank”) for the purposes of (i) refinancing of a pre-existing Alpha Bankloan facility and (ii) financing of the previously unencumbered M/V Friendship, effectively replacing the M/V Leadership in the security structure and increasing the loan amount. TheAugust 2021 Alpha Bank Loan Facility is divided in two tranches, which were fully drawn on August 11, 2021: the Tranche A of $31.1 million was used to partly refinance the outstandingindebtedness over the M/Vs Squireship and Lordship and the Tranche B of $13.0 million was used to partly finance the M/V Friendship. On June 30, 2022, we entered into a supplementalagreement to the facility pursuant to which, the August 2021 Alpha Bank Loan Facility is cross collateralized with the June 2022 Alpha Bank Loan Facility.On April 28, 2023, the Company prepaid $8.5 million to Tranche A and $3.5 million to Tranche B using the proceeds from the Village Seven Sale and Leaseback and as a result allthe securities regarding the M/V Lordship were irrevocably and unconditionally released. Following the prepayment of the M/V Lordship, the Tranche A is repayable by seven quarterlyinstallments of $0.6 million each and a balloon of $10.3 million payable together with the final installment. The Tranche B is repayable by eight quarterly installments of $0.3 million eachand a balloon of $3.9 million payable together with the final installment. The repayment of installments for both tranches commenced in November 2023. The borrower owning the M/VSquireship is required to maintain an average quarterly minimum free liquidity of $0.5 million, whereas the borrower owning the M/V Friendship is required to maintain $0.5 million at alltimes. In addition, the borrowers shall ensure that the market value of the vessels plus any additional security shall not be less than 125% of the aggregate outstanding loan amount.Furthermore, on November 10, 2023, the Company entered into the second supplemental agreement pursuant to which, inter alia, LIBOR was replaced with term SOFR as the referencerate with retrospective effect from May 23, 2023. Following the transition from LIBOR to SOFR, the Tranche A bears interest at term SOFR plus a margin of 3.55% and the Tranche B bearsinterest at term SOFR plus a margin of 3.30%. As of December 31, 2023, $19.6 million was outstanding under the facility.62Table of ContentsSinopac Loan FacilityOn December 20, 2021, we entered into a $15.0 million secured loan facility with Sinopac Capital International (HK) Limited for the purpose of refinancing the outstandingindebtedness of the M/V Geniuship. On August 25, 2023, the Company entered into an overriding agreement to replace LIBOR with term SOFR as the reference rate which is effective asof September 12, 2023. The facility bears interest at term SOFR plus a margin of 3.5% and is repayable by four quarterly installments of $0.5 million, followed by sixteen quarterlyinstallments of $0.4 million and a balloon installment of $6.7 million payable together with the final installment. In addition, the borrower shall ensure that the market value of the vesselplus any additional security shall not be less than 130% of the total facility outstanding. As of December 31, 2023, $11.3 million was outstanding under the facility.Pre-existing Loan FacilitiesJune 2022 Alpha Bank Loan FacilityOn June 21, 2022, we entered into a facility agreement with Alpha Bank for a $21.0 million term loan secured by the M/V Dukeship. The loan facility bears interest of SOFR plus amargin of 2.95% and is repayable through four quarterly installments of $1.0 million followed by twelve quarterly installments of $0.5 million and a final balloon of $11.0 million payabletogether with the sixteenth installment. The June 2022 Alpha Bank Loan Facility is cross collateralized with the August 2021 Alpha Bank Loan Facility. The Company is required toensure that the security requirement ratio (as defined therein) shall not be less than 125% and the borrower is required to maintain minimum liquidity of $0.5 million in its operatingaccount. As of December 31, 2023, $16.0 million was outstanding under the facility.December 2022 Alpha Bank Loan FacilityOn December 15, 2022, the Company entered into a facility agreement with Alpha Bank for a $16.5 million term loan for the purpose of partly financing the acquisition cost of theM/V Paroship. The loan facility bears interest of term SOFR plus a margin of 2.90% and is repayable through four quarterly installments of $0.5 million followed by twelve quarterlyinstallments of $0.4 million and a final balloon of $9.6 million payable together with the sixteenth installment. In addition, the Company is required to maintain a security requirement (asdefined therein) of not less than 125%, while the borrower is required to maintain minimum liquidity of $0.5 million in its operating account. As of December 31, 2023, $14.4 million wasoutstanding under the facility.The borrowers under the loan facilities discussed above are the applicable vessel owning subsidiaries, while the Company has provided corporate guarantees in relation toperformance of their obligations therein. These loan facilities are secured by mortgages, general assignments covering the respective vessels’ earnings, charter parties, insurances andrequisition compensation; account pledge agreements covering the vessels’ earnings accounts; technical and commercial managers’ undertakings and pledge agreements covering theshares of the applicable vessel-owning subsidiaries. Certain of these loan facilities are additionally secured by specific charterparty assignments, usually for charterparties exceedingthirteen months in duration, second priority mortgages and general assignments and hedging assignment agreements.Loan Facilities repaid during the years ended December 31, 2022 and December 31, 2023ABB Loan FacilityOn April 22, 2021, we entered into a $15.5 million secured loan facility with Aegean Baltic Bank S.A. (“ABB”). The loan was divided in two tranches of $7.5 million (“Tranche A”)and $8.0 million (“Tranche B”) to partly finance the acquisition cost of the M/Vs Goodship and Tradership, respectively. Each tranche bore an interest at LIBOR plus a margin 4.0% andwas repayable in eighteen consecutive quarterly installments of $0.2 million each, with a final balloon payment of $3.9 million due in October 2025, for Tranche A and $4.4 million due inDecember 2025, for Tranche B. On February 9, 2023, in connection with the disposal of the M/V Goodship, the Company fully prepaid the outstanding loan amount of $6.1 million underthe Tranche A. On February 24, 2023, in connection with the disposal of the M/V Tradership, the company fully prepaid the remaining outstanding loan amount of $6.8 million under theTranche B. Following the full prepayment of the ABB Loan Facility, all securities created in favor of ABB were irrevocably and unconditionally released.63Table of ContentsUniCredit Bank Loan FacilityOn September 11, 2015, we entered into a $52.7 million secured loan facility with UniCredit Bank AG to partly finance the acquisition of the M/Vs Premiership, Gladiatorship andGuardianship. On November 22, 2018, we entered into an amendment and restatement of the UniCredit Bank Loan Facility, following the sale of the M/Vs Gladiatorship and theGuardianship and the financing of the M/V Fellowship as replacement collateral. Following the supplemental agreement entered into on February 8, 2021, the facility had an expiry date inDecember 2022 and amortized through six consecutive quarterly repayments of $1.2 million each, followed by a balloon installment of $22.4 million on the maturity date. The applicableinterest rate was LIBOR plus a margin of 3.5% per annum. On October 10, 2022, the facility was refinanced in full by the October 2022 Danish Ship Finance Loan Facility.November 2021 Piraeus Bank Loan FacilityOn November 12, 2021 we entered into a $16.9 million secured loan facility with Piraeus Bank S.A. for the purpose of partially financing the acquisition of the M/V Worldship.The facility bore interest at LIBOR plus a margin of 3.05% and was repayable in four quarterly installments of $1.0 million, followed by two quarterly installments of $0.8 million andfourteen quarterly installments of $0.4 million each and a balloon installment of $6.1 million due in November 2026. The margin of the facility was subject to a sustainability pricingadjustment, whereby it would be decreased to 2.95% if the M/V Worldship met certain emission reduction targets during the term of the facility. On June 22, 2022, the facility wasrefinanced in full by the June 2022 Piraeus Bank Loan Facility.February 2019 ATB Loan FacilityOn February 13, 2019, we entered into a $20.9 million secured loan facility with Amsterdam Trade Bank NV, or ATB, in order (i) to refinance the existing indebtedness over theM/V Partnership under a previous loan facility provided by the same lender and (ii) for general working capital purposes, and more specifically, for the financing of installation of openloop scrubber systems on the M/Vs Squireship and Premiership. The facility, as amended and/or supplemented from time to time, bore interest of LIBOR plus a margin of 4.65% and wasdivided in Tranche A relating to the refinancing of the M/V Partnership and Tranches B and C for the working capital purposes discussed above, respectively. Tranche A was repayablein sixteen consecutive quarterly installments of $0.2 million each and a balloon payment of $13.2 million in November 2022. Tranche B and C was repayable in twelve consecutivequarterly installments of $0.2 million with the last one falling due in August 2022. On February 28, 2022, the outstanding amount of $15.1 million was repaid in full and subsequentlyrefinanced by the Chugoku Bank Sale and Leaseback.July 2020 Entrust FacilityOn July 15, 2020, we entered into a $22.5 million secured loan facility with Lucid Agency Services Limited and Lucid Trustee Services Limited as facility agent and securityagent, respectively, and certain nominees of EnTrust Global as lenders, for the purpose of partly refinancing the settlement amount of $23.5 million under a previous loan facility withHamburg Commercial Bank AG. The July 2020 Entrust Facility was made available in two tranches: the Tranche A of $6.5 million was used to partly refinance the outstandingindebtedness over the M/V Gloriuship and the Tranche B of $16.0 million was used to partly refinance the outstanding indebtedness over the M/V Geniuship. On December 20, 2021, theTranche B was refinanced by the Sinopac Loan Facility. On July 28, 2022, after the Spin-Off and the resultant transfer of the M/V Gloriuship to United, we were replaced by United asguarantor under the facility.Subordinated & Other Loan FacilitiesSecond JDH Loan (originally entered into in May 2017)On February 28, 2022, the outstanding balance of $1.9 million of the Second JDH Loan was prepaid in full and all securities created in favor of JDH were also irrevocably andunconditionally released pursuant to a deed of release.64Table of ContentsOther Financial Liabilities: Sale and Leaseback TransactionsNew Sale and Leaseback Activities during the year ended December 31, 2023Evahline Sale and LeasebackOn March 29, 2023, we entered into a $19.0 million sale and leaseback agreement with a subsidiary of Evahline Inc. (“Evahline”) for the refinancing of the Hanchen Sale andLeaseback. The agreement became effective on April 6, 2023, upon the delivery of the M/V Knightship to the lessor. The Company sold and chartered back the vessel from Evahline on abareboat basis for a six-year period. The financing’s applicable interest rate is 3-month term SOFR plus 2.80% per annum. Following the second anniversary of the bareboat charter, theCompany has continuous options to repurchase the vessel at predetermined prices as set forth in the agreement. At the end of the six-year bareboat period, the ownership of the vesselwill be transferred to the Company at no additional cost. The Company is required to maintain a minimum value (as defined therein) of at least 120% of the charterhire principal. Thecharterhire principal amortizes in seventy-two consecutive monthly installments paid in advance averaging approximately $0.3 million. The charterhire principal, as of December 31, 2023,was $16.6 million.Village Seven Sale and LeasebackOn April 24, 2023, we entered into a $19.0 million sale and leaseback agreement for the M/V Lordship with Village Seven Co., Ltd and V7 Fune Inc. (collectively, “Village Seven”)to partially refinance the August 2021 Alpha Bank Loan Facility. The Company sold and chartered back the vessel from Village Seven on a bareboat basis for a period of four years andfive months. The financing’s applicable interest rate is 3-month term SOFR plus 3.00% per annum. Following the second anniversary of the bareboat charter, the Company hascontinuous options to repurchase the vessel at predetermined prices as set forth in the agreement. At the end of the bareboat period, the Company has the option to repurchase thevessel at $7.8 million, which the Company expects to exercise. The sale and leaseback agreement does not include any financial covenants or security value maintenance provisions. Thecharterhire principal amortizes in fifty-three consecutive monthly installments paid in advance of approximately $0.2 million. The charterhire principal, as of December 31, 2023, was $17.1million.Sale and Leaseback Activities amended during the year ended December 31, 2023 CMBFL Sale and LeasebackOn June 22, 2021, we entered into a $30.9 million sale and leaseback agreement with CMB Financial Leasing Co., Ltd. (“CMBFL”) to partly finance the acquisition of the M/VsHellasship and Patriotship. The Company sold and chartered back the vessels from two affiliates of CMBFL on a bareboat basis for a five-year period. On September 25, 2023, theCompany entered into an amendment and restatement pursuant to which, inter alia, LIBOR was replaced with term SOFR as the reference rate, with retrospective effect from June 28,2023. Following this transaction, the financings bear interest of term SOFR plus a margin of 3.5%. The Company is required to maintain a corporate leverage ratio (as defined therein), thatwill not be higher than 85% until maturity. Each of the bareboat charterers are required to maintain a value maintenance ratio (as defined therein) of at least 120% of the charterhireprincipal and a minimum liquidity of $0.55 million in its earnings account. The Company has continuous options to buy back the M/Vs Hellasship and Patriotship at any time followingthe second anniversary until the maturity of the bareboat charter at predetermined prices as defined in the agreement. The charterhire principal amortizes in twenty consecutive equalquarterly installments of $0.8 million along with a final balloon payment of $15.3 million payable together with the final installment. The charterhire principal, as of December 31, 2023, was$23.1 million.Existing Sale and Leaseback ActivitiesFlagship Cargill Sale and LeasebackOn May 11, 2021, we entered into a $20.5 million sale and leaseback agreement with Cargill International SA (“Cargill”) to partly finance the acquisition of the M/V Flagship. TheCompany sold and chartered back the vessel from Cargill on a bareboat basis for a five-year period, having a purchase obligation at the end of the fifth year. The implied averageapplicable interest rate is equivalent to 2% per annum. The sale and leaseback agreement does not include any financial covenants or security value maintenance provisions. TheCompany has continuous options to buy back the vessel during the whole five-year sale and leaseback period at predetermined prices as set forth in the agreement and at the end ofsuch period it has a purchase obligation at $10.0 million. Additionally, at the time of repurchase, if the market value of the vessel is greater than certain threshold prices, as set out in theagreement, the Company will pay to Cargill 15% of the difference between the market price and such threshold prices. The Company recognized a participation liability of $0.4 million asof December 31, 2023, which is included under Other liabilities – non-current in the consolidated balance sheets. The charterhire principal amortizes in sixty monthly installmentsaveraging approximately $0.2 million each along with a balloon payment of $10.0 million at maturity. The charterhire principal, as of December 31, 2023, was $15.2 million.65Table of ContentsChugoku Sale and LeasebackOn February 25, 2022 the Company entered into a $21.3 million sale and leaseback agreement with Chugoku Bank, Ltd. (“Chugoku”) to refinance the loan facilities secured bythe M/V Partnership. The Company sold and chartered back the vessel from Chugoku on a bareboat basis for an eight-year period starting from March 9, 2022. The financing’s applicableinterest rate is SOFR plus 2.90% per annum. Following the second anniversary of the bareboat charter, the Company has continuous options to repurchase the vessel at predeterminedprices as set forth in the agreement. At the end of the eight-year bareboat period, the Company has the option to repurchase the vessel for $2.4 million, which the Company expects toexercise. The Company is required to maintain a minimum market value (as defined therein) of at least 120% of the charterhire principal. The charterhire principal amortizes in thirty-twoconsecutive quarterly installments averaging approximately $0.6 million along with a balloon payment of $2.4 million at the expiry of the bareboat charter. The charterhire principal, as ofDecember 31, 2023, was $17.3 million.Sale and Leaseback Activities repaid during the year ended December 31, 2023Hanchen Sale and LeasebackOn June 28, 2018, we entered into a $26.5 million sale and leaseback agreement for the M/V Knightship with Hanchen Limited (“Hanchen”), an affiliate of AVIC InternationalLeasing Co., Ltd. The Company’s sold and chartered back the vessel on a bareboat basis for an eight-year period, having a purchase obligation at the end of the eighth year. Thecharterhire principal bore interest at LIBOR plus a margin of 4%. The Company had continuous options to buy back the M/V Knightship at any time following the second anniversary ofthe bareboat charter. Of the $26.5 million purchase price, $18.6 million were cash proceeds, $6.6 million were withheld by Hanchen as an upfront charterhire, and an amount of $1.3 millionwas paid by the Charterer to Hanchen as security of the due observance and performance by the Charterer of its obligations and undertakings as per the sale and leaseback agreement,or the Charterer’s Deposit. The Charterer was required to maintain a value maintenance ratio (as defined in the additional clauses of the bareboat charter) of at least 120% of thecharterhire principal minus the amount of the Charterer’s Deposit. The Company had continuous options to buy back the M/V Knightship at any time following the second anniversaryof the bareboat charter and a purchase obligation of $5.3 million at the end of the leaseback period. The charterhire principal was repayable in thirty-two consecutive equal quarterlyinstallments of approximately $0.5 million along with a balloon payment of $5.3 million payable together with the final installment. On April 6, 2023, the facility was refinanced by theEvahline Sale and Leaseback and the outstanding amount of $11.2 million, set-off by the Charterer’s Deposit, was repaid in full.Championship Cargill Sale and LeasebackOn November 7, 2018, we entered into a $23.5 million sale and leaseback agreement for the M/V Championship with Cargill. The Company sold and chartered back the vesselfrom Cargill on a bareboat basis for a five-year period, having a purchase obligation at the end of the fifth year. The implied average applicable interest rate is equivalent to 4.71% perannum. The Company was required to maintain an amount of $1.6 million from the $23.5 million proceeds as a performance guarantee, which was set-off against the vessel repurchaseprice. Moreover, under the subject sale and leaseback agreement, an additional tranche was provided to the Company for an amount of up to $2.8 million for the purpose of financing thecost associated with the acquisition and installation on board the M/V Championship of an open loop scrubber system. The sale and leaseback agreement did not include any financialcovenants or security value maintenance provisions. The Company had continuous options to buy back the vessel during the whole five-year sale and leaseback period atpredetermined prices as set forth in the agreement at the end of which it has a purchase obligation at $14.1 million. Additionally, at the time of repurchase and as per the terms of theagreement, the Company also paid to Cargill 20% of the positive difference between the market price and the threshold price defined in the agreement for the time of the repurchase,which amounted to $0.9 million. The charterhire principal was repayable in sixty monthly installments averaging approximately $0.2 million each along with a balloon payment of $14.1million, including the additional scrubber tranche, at maturity in November 2023. On April 24, 2023, the facility was refinanced by the October 2022 Danish Ship Finance Loan Facility andthe total repayment amount stood at $16.5 million.Certain of the Company’s sale and leaseback agreements discussed above are secured by a guarantee from the Company; general assignments covering the respective vessels’earnings, insurances and requisition compensation; account pledge agreements; technical and commercial managers’ undertakings and pledge agreements covering the shares of theapplicable bareboat charterer subsidiary.66Table of ContentsConvertible Note Second JDH NoteOn September 7, 2015, we issued an up to $6.8 million, revolving convertible note to JDH, or the Second JDH Note. The Second JDH Note was amended and supplemented onvarious occasions and along with the other convertible notes and facilities between the Company and JDH, was subject to a comprehensive restructuring that became effective onDecember 31, 2020. Following the restructuring, the applicable interest rate was amended to a fixed rate of 5.5% per annum and the outstanding balance at that time was $21.2 million. OnJanuary 26, 2022, March 10, 2022 and January 3, 2023, we made three cash prepayments of $5.0 million, $5.0 million and $8.0 million, respectively. On December 29, 2023, the Companyfully repaid the outstanding balance of $3.2 million in cash.JDH TransactionsSecurities Purchase AgreementOn December 30, 2020, we entered into a securities purchase agreement (the “Securities Purchase Agreement”) with JDH which set forth the terms of the amendments agreed forthe then outstanding loan facilities with JDH (the “JDH Loan Facilities”), and the then outstanding convertible notes issued to JDH (the “JDH Notes”).Pursuant to the Securities Purchase Agreement:•The Company prepaid $6.5 million of the principal amount of the Second JDH Loan on December 31, 2020.•In exchange for the settlement of all accrued and unpaid interest under the JDH Loan Facilities and JDH Notes through December 31, 2020 in an aggregate amount of $4.3 millionand an amendment fee of $1.2 million, the Company issued, on January 8, 2021, 798,691 units (“Units”) at a price of $7.0 per Unit, with each Unit consisting of one common shareof the Company (or, at JDH’s option, one pre-funded warrant in lieu of such common share) and ten warrants to purchase one common share at an exercise price of $7.0 per share.•The Company granted JDH an option, exercisable only once until 45 days after the effectiveness of the resale registration statement described below, to purchase up to 428,571additional Units at a price of $7.0 per Unit in exchange for the forgiveness of principal under the Second JDH Loan in an amount equal to the aggregate purchase price of theUnits. On April 26, 2021, JDH exercised this option to purchase 428,571 additional Units at a price of $7.0 per Unit in exchange for the settlement of principal under the Second JDHLoan in an amount of $3.0 million.•The Company granted JDH customary registration rights covering common shares issuable pursuant to the Securities Purchase Agreement as well as common shares underlyingthe JDH Notes. The registration statement covering the resale of these common shares was filed on February 19, 2021.•The Company and JDH agreed to amend the terms of each of the JDH Loan Facilities and JDH Notes pursuant to the omnibus supplemental agreements described below,including to extend the maturity date to December 31, 2024, to reduce the annual interest rate to 5.5% and to amend the conversion price under the JDH Notes to $12.00 percommon share.•JDH agreed to a standstill undertaking, applicable for at least as long as the common shares are listed on Nasdaq, precluding any acquisition of the common shares, includingthrough the exercise of warrants or the conversion of the JDH Notes, to the extent that it would result in JDH or its affiliates beneficially owning, including controlling the votingor disposition of, more than 9.99% of the outstanding common shares after giving effect to the acquisition.• JDH waived any and all prior breaches and events of default under the JDH Loan Facilities and JDH Notes.The Securities Purchase Agreement and the transactions contemplated therein were approved by an independent committee of our board of directors.The terms of the warrant and pre-funded warrant issued as part of Units are substantially the same as those of the Class E warrants and pre-funded warrants issued in theCompany’s underwritten public offering in August 2020.Omnibus Loan Supplemental Agreement67Table of ContentsOn December 31, 2020, the Company entered into an omnibus supplemental agreement (the “Omnibus Loan Supplemental Agreement”), amending each of the JDH LoanFacilities to reflect the changes agreed with JDH in the Securities Purchase Agreement, including:(i)accrued and unpaid interest of an aggregate of $1.9 million through December 31, 2020 was deemed fully and finally settled;(ii)the interest rate payable from January 1, 2021 through the maturity date was fixed at 5.5% per annum;(iii)the maturity date was extended to December 31, 2024;(iv)the addition of cash sweep provisions whereby the Company will make prepayments semi-annually commencing the fiscal quarter ending March 31, 2021 of the greater of theCompany’s cash balances in excess of $25.0 million or the revenue of the Company’s Capesize fleet attributable to a time charter equivalent rate in excess of $18,000 but notexceeding $21,000;(v)a mandatory prepayment on each of December 31, 2022 and December 31, 2023 of $8.0 million less any prepayments previously made under the cash sweep provisions;(vi)an option to apply the proceeds of any cash exercise of the warrants issued to JDH as part of Units as a prepayment;(vii)an amendment to the existing mandatory prepayment provisions in two of the JDH Loan Facilities such that the Company will make a mandatory prepayment of an amount equalto 25% of the net proceeds of any future public offering and any cash exercise of the Company’s outstanding Class E warrants (the prepayment obligations set forth in (iv)-(vi)above, the “Mandatory Prepayment Obligations”); and(viii)a cap of $12.0 million on all Mandatory Prepayment Obligations in any calendar year.Omnibus Note Supplemental AgreementOn December 31, 2020, the Company entered into an omnibus supplemental agreement (the “Omnibus Note Supplemental Agreement”), amending each of the JDH Notes toreflect the changes agreed with JDH in the Securities Purchase Agreement, including:(i)accrued and unpaid interest of an aggregate of $2.4 million through December 31, 2020 was deemed fully and finally settled;(ii)the interest rate payable from January 1, 2021 through the maturity date was fixed at 5.5% per annum;(iii)the maturity date was extended to December 31, 2024;(iv)the conversion price was amended to $12.0 per common share;(v)the existing conversion provision was amended to include a beneficial ownership limitation of 9.99% of the number of the common shares outstanding immediately aftergiving effect to the issuance of common shares issuable upon conversion; and(vi)the addition of provisions analogous to the Mandatory Prepayment Obligations requiring mandatory prepayment of the JDH Notes following the full repayment of theJDH Loan Facilities, and a cap of $12.0 million on all such mandatory prepayment obligations in any calendar year.As of December 31, 2023 all JDH Loan Facilities and JDH Notes have been fully repaid.C.Research and development, patents and licenses, etc.Not applicable.D.Trend InformationOur results of operations depend primarily on the charter rates earned by our vessels. The widely accepted benchmark of charter market in the dry bulk industry is the Baltic DryIndex, or the BDI. Over the course of 2023, the BDI registered a low of 530 on February 16, 2023 and a high of 3,346 on December 4, 2023.68Table of ContentsIn the decade from 2010 to 2020 the performance of the BDI has been characterized by high volatility, as the growth in the size of the dry bulk fleet outpaced growth in vesseldemand for an extended period of time.Specifically, in the period from 2010 to 2023, the size of the fleet in terms of deadweight tons grew by an annual average of about 5.0% while the corresponding growth indemand for dry bulk carriers grew by 3.0%, resulting in a drop of about 50% in the value of the BDI over the period. In 2021, this volatility was apparent once again with the BDIregistering a low of 1,303 on February 10, 2021 and a high of 5,650 on October 7, 2021. However, as the total size of the dry bulk fleet rose by about 3.6%, compared to demand growth of3.8%, BDI increased by approximately 61% versus the previous year. In 2022, higher industrial input costs caused by rising inflation, the adverse economic impact of the Russianinvasion of Ukraine and the extensive covid lockdowns in China combined to produce a negative effect on vessel demand, which registered a decline of 2.7% versus 2021. Dry bulk fleetsupply rose by 2.8% in 2022, with effective fleet supply rising even further due to the unwinding of congestion caused by covid related vessel port delays. As a result of these factors,2022 was a volatile year with the BDI reaching a high of 3,369 on May 23, 2022 and a low of 962 on August 31, 2022. In 2023, the total size of the dry bulk fleet rose by about 3.1%,compared to demand growth of 5.2%. According to tentative projections, the total size of the dry bulk fleet is expected to rise by about 2.3% in 2024, compared to expected demandgrowth of 1.5%. Meanwhile, the wars between Russia and Ukraine and between Israel and Hamas have amplified the volatility in the dry bulk market with the BDI ranging since the beginning ofthe year up to March 28, 2024 between 1,308 and 2,419. In the short term, the effect of the invasion of Ukraine was mildly positive for the dry bulk market, yet the long-term effect, takinginto consideration the indirect effects of the war, remains hard to determine with certainty. On one hand, changes in ton-mile demand have generally been supportive for the dry bulkmarket, given that cargoes such as grains, coal and iron ore exported previously from Ukraine and Russia were substituted by cargoes from different sources, while on the other hand theindirect negative effects of the war on general economic activity have reduced demand for industrial commodities to a certain extent.As 100% of our fleet is employed on index-linked charter contracts, we will be exposed to any near-term volatility in the charter market, to the extent that we have not hedged theindex-linked earnings through forward freight agreements. We believe we have structured our capital expenditure requirements, debt commitments and liquidity resources in a way thatwill provide us with financial flexibility (see “Item 5. Operating and Financial Review and Prospects - B. Liquidity and Capital Resources” for more information).In addition, the continuing war in Ukraine has increased economic uncertainty amidst fears of a more generalized military conflict or significant inflationary pressures. Ultimately,the effects of these developments on charter rates, vessel demand and operating expenses in the dry bulk sector are uncertain. As described above, the initial effect of the invasion inUkraine on the dry bulk freight markets ranged from neutral to positive, while the longer-term net impact on the dry bulk freight markets and our business, if any, would be difficult topredict. Regarding the possible impact of supply chain disruptions that have or may emanate from the military conflict in Ukraine, our operations have not been affected materially andwe do not expect them to be in the future. The trading patterns of our vessels do not currently involve calling at Russian or Ukrainian ports, while on the other hand our suppliers andservice providers have so far not been subject to any restrictions or disruptions in their operations. However, a potential area of impact has to do with the crewing of our vessels, asUkraine, and Russia are major crewing hubs for the shipping industry. As a result, we expect disruptions and increased costs might be encountered in sourcing crew members for ourfleet. This is expected to be a general issue for the shipping industry, which we do not expect will materially worsen our competitive position in the market.Following the outbreak of the 2023 Israel–Hamas war, missile attacks by the Houthis have been reported at vessels passing off Yemen’s coast in the Red Sea in December 2023.This has caused several vessels to divert via the Cape of Good Hope in South Africa, in order to avoid transiting the Red Sea. The initial effect of Red Sea tensions on the dry bulkmarket has been positive for the dry bulk market as the longer route via Cape of Good Hope is absorbing more vessels, thereby reducing supply. Looking forward, it is impossible topredict the course of this conflict and whether there would be any serious escalation emanating from the current state of affairs. Similar to the war in Ukraine, we believe that ageneralized conflict involving several Middle Eastern nations would possibly result in higher inflation and possibly slower economic growth, which could potentially have an adverseeffect on the demand for dry bulk commodities. To the extent that Red Sea tensions remain contained to the region, the effects on the dry bulk market could be similar to what we haveseen so far. Apart from the effect on the dry bulk market, the current situation presents a significant safety hazard for all vessels transiting the Red Sea, and could ultimately potentiallyresult in heavy damage being sustained due to successful missile strikes.Although inflation has had a moderate impact on our vessel operating expenses and corporate overheads, management does not consider inflation to be a significant risk todirect 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 nextfew 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 willcontinue to put inflationary pressure on crew costs. However, in a shipping downturn, costs subject to inflation can usually be controlled because shipping companies typically monitorcosts to preserve liquidity and encourage suppliers and service providers to lower rates and prices in the event of a downturn.69Table of ContentsImportant Measures and Definitions for Analyzing Results of OperationsWe use a variety of financial and operational terms and concepts. These include the following:Ownership days. Ownership days are the total number of calendar days in a period during which we owned or chartered in on bareboat basis each vessel in our fleet. Ownershipdays are an indicator of the size of our fleet over a period and affect both the amount of revenues and the amount of expenses recorded during that period. Our calculation of OwnershipDays may not be comparable to that reported by other companies due to differences in methods of calculation.Available days. Available days are the number of ownership days less the aggregate number of days that our vessels are off-hire due to major repairs, dry-dockings, lay-up orspecial or intermediate surveys. The shipping industry uses available days to measure the aggregate number of days in a period during which vessels are available to generate revenues.Our calculation of Available Days may not be comparable to that reported by other companies due to differences in methods of calculation.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 unforeseen circumstances.Operating days include the days that our vessels are in ballast voyages without having fixed their next employment. The shipping industry uses operating days to measure theaggregate number of days in a period during which vessels could actually generate revenues. Our calculation of Operating Days may not be comparable to that reported by othercompanies due to differences in methods of calculation.Fleet utilization. Fleet utilization is the percentage of time that our vessels were generating revenues and is determined by dividing operating days by ownership days for therelevant period. Fleet Utilization is used to measure a company’s ability to efficiently find suitable employment for its vessels and minimize the number of days that its vessels are off-hirefor unforeseen events. We believe it provides additional meaningful information and assists management in making decisions regarding areas where we may be able to improve efficiencyand increase revenue and because we believe that it provides useful information to investors regarding the efficiency of our operations.Off-hire. The period a vessel is not being chartered or is unable to perform the services for which it is required under a charter.Dry-docking. We periodically dry-dock each of our vessels for inspection, repairs and maintenance and any modifications to comply with industry certification or governmentalrequirements.Time charter. A time charter is a contract for the use of a vessel for a specific period of time (period time charter) or for a specific voyage (trip time charter) during which thecharterer pays substantially all of the voyage expenses, including port charges, bunker expenses, canal charges and other commissions. The vessel owner pays the vessel operatingexpenses, which include crew costs, provisions, deck and engine stores and spares, lubricants, insurance, maintenance and repairs. The vessel owner is also responsible for eachvessel’s dry-docking and intermediate and special survey costs. Time charter rates are usually index linked during the term of the charter. Prevailing time charter rates do fluctuate on aseasonal and year-to-year basis and may be substantially higher or lower from a prior time charter agreement when the subject vessel is seeking to renew the time charter agreement withthe existing charterer or enter into a new time charter agreement with another charterer. Fluctuations in time charter rates are influenced by changes in spot charter rates.Bareboat charter. A bareboat charter is generally a contract pursuant to which a vessel owner provides its vessel to a charterer for a fixed period of time at a specified dailyrate. Under a bareboat charter, the charterer assumes responsibility for all voyage and vessel operating expenses and risk of operation.Voyage charter. A voyage charter is generally a contract to carry a specific cargo from a load port to a discharge port for an agreed-upon total amount. Under voyage charters,voyage expenses, such as port charges, bunker expenses, canal charges and other commissions, are paid by the vessel owner, who also pays vessel operating expenses.TCE. Time charter equivalent, or TCE, rate is defined as our net revenue less voyage expenses during a period divided by the number of our operating days during the period.Voyage expenses include port charges, bunker expenses, canal charges and other commissions.Daily Vessel Operating Expenses. Daily Vessel Operating Expenses are calculated by dividing vessel operating expenses less pre-delivery expenses by ownership days for therelevant time periods. Vessel operating expenses include crew costs, provisions, deck and engine stores, lubricants, insurance, maintenance and repairs. Vessel operating expenses beforepre-delivery expenses exclude one-time pre-delivery and pre-joining expenses associated with initial crew manning and supply of stores of Company’s vessels upon delivery.70Table of ContentsPerformance IndicatorsThe figures shown below are non-GAAP statistical ratios used by management to measure performance of our vessels. For the “Fleet Data” figures, there are no comparableU.S. GAAP measures. Year Ended December 31, Fleet Data: 2023 2022 2021 Ownership days 6,008 6,219 5,140 Available days(1) 6,008 5,954 5,040 Operating days(2) 5,953 5,905 4,987 Fleet utilization 99.1% 95.0% 97.0% Average Daily Results: TCE rate(3) $17,501 $20,040 $27,399 Daily Vessel Operating Expenses(4) $6,879 $6,819 $6,211 (1)During the year ended December 31, 2023, we had no off-hire days for scheduled dry-dockings and ballast water treatment installation for our vessels. During the year endedDecember 31, 2022, we incurred 265 off-hire days for seven scheduled dry-dockings and ballast water treatment installation on two of our vessels.(2)During the year ended December 31, 2023, we incurred 55 off-hire days due to unforeseen circumstances. During the year ended December 31, 2022, we incurred 49 off-hire daysdue to unforeseen circumstances.(3)We include TCE rate, which is not a recognized measure under U.S. GAAP measure, as we believe it provides additional meaningful information in conjunction with net revenuesfrom vessels, the most directly comparable U.S. GAAP measure and because it assists our management in making decisions regarding the deployment and use of our vessel andbecause we believe that it provides useful information to investors regarding our financial performance. Our calculation of TCE rate may not be comparable to that reported byother companies. The following table reconciles our net revenues from vessels to TCE rate. Year Ended December 31, (In thousands of US Dollars, except operating days and TCE rate) 2023 2022 2021 Net revenues from vessels $107,036 $122,629 $153,108 Voyage expenses (2,851) (4,293) (16,469)Time charter equivalent revenues $104,185 $118,336 $136,639 Operating days 5,953 5,905 4,987 Daily time charter equivalent rate $17,501 $20,040 $27,399 (4)We include Daily Vessel Operating Expenses, which is not recognized under U.S. GAAP measure, as we believe it provides additional meaningful information and assistsmanagement in making decisions regarding the deployment and the use of our vessels and because we believe that it provides useful information to investors regarding ourfinancial performance. Our calculation of Daily Vessel Operating Expenses may not be comparable to that reported by other companies. The following table reconciles our vesselsoperating expenses to Daily Vessel Operating Expenses. 71Table of Contents(In thousands of US Dollars, except ownership days and Daily Vessel Operating Expenses) Year Ended December 31, 2023 2022 2021 Vessel operating expenses $42,260 $43,550 $36,332 Less: Pre-delivery expenses (933) (1,144) (4,410)Vessel operating expenses before pre-delivery expenses 41,327 42,406 31,922 Ownership days 6,008 6,219 5,140 Daily Vessel Operating Expenses $6,879 $6,819 $6,211 Please also see “–B. Liquidity and Capital Resources.”E.Critical Accounting EstimatesThe discussion and analysis of our financial condition and results of operations are based upon our financial statements, which have been prepared in accordance with U.S.GAAP. The preparation of those financial statements requires us to make estimates and judgments that affect the reported amounts of assets and liabilities, revenues and expenses andrelated disclosure of contingent assets and liabilities at the date of our financial statements. Actual results may differ from these estimates under different assumptions and conditions.Critical accounting estimates are those that reflect significant judgments of uncertainties and potentially result in materially different results under different assumptions andconditions. We have described below what we believe is our most critical accounting estimate, because it generally involves a comparatively higher degree of judgment in its application.For a description of all our significant accounting policies, see Note 2 to our annual audited financial statements included in this annual report.Impairment of long-lived assets (Vessels)The Company’s long-lived assets are comprised of its owned vessels and the vessel acquired through a finance lease for which the Company has recorded a right of useasset. Reference to vessel for purposes of this discussion refers to both our vessels and the one vessel for which we have a right of use, unless otherwise stated. We review our Vesselsfor impairment whenever events or changes in circumstances, such as prevailing market conditions, obsolescence or damage to the asset, business plans to dispose a vessel earlier thanthe end of its useful life and other business plans, indicate that the carrying amount of the assets, plus any unamortized dry-docking costs, may not be recoverable. The volatile marketconditions in the dry bulk market with decreased charter rates and decreased vessel market values are conditions we consider to be indicators of a potential impairment for our vessels.In the event the independent fair market value of a vessel is lower than its carrying value, we determine undiscounted projected operating cash flows for such vessel and compare it tothe vessel’s carrying value, plus any unamortized dry-docking costs. When the undiscounted projected operating cash flows expected to be generated by the use of the vessel and/orits eventual disposition are less than its carrying value, plus any unamortized dry-docking costs, we impair the carrying amount of the vessel. Measurement of the impairment loss isdetermined by the Company based on the fair value of the asset as determined by independent valuators and use of available market data. The undiscounted projected operating cashinflows are determined by considering the estimated future charter rate for the first calendar year, using the average of three published third party estimates and for the period thereafterup to the end of the estimated useful life of the vessel the average 10-year historical daily charter earnings of similar size vessels excluding the outliers, published by a third party,adjusted for estimated commissions, expected off hires due to scheduled vessels’ maintenance and estimated unexpected off hires. In addition, an estimate of additional daily revenue forthe scrubber-fitted vessels is also included, reflecting additional compensation from charterers that the Company earns due to the fuel cost savings that these vessels provide. Theundiscounted projected operating cash outflows are determined by applying various assumptions regarding vessel operating expenses, management fees and scheduled vessels’maintenance.Our assessment concluded that no impairment loss should be recorded as of December 31, 2023 and 2022.72Table of ContentsOur Fleet – Illustrative Comparison of Possible Excess of Carrying Value Over Estimated Charter-Free Market Value of Certain VesselsHistorically, the market values of vessels have experienced volatility, which from time to time may be substantial. As a result, the charter-free market value of certain of ourvessels may have declined below those vessels’ carrying value, even though we would not impair those vessels’ carrying value under our accounting impairment policy. The table setforth below indicates (i) the carrying value of each of our vessels as of December 31, 2023 and 2022, respectively, and (ii) which of our vessels we believe had a basic market value belowtheir carrying value. The carrying value includes, as applicable, vessel costs, plus any unamortized deferred dry-docking costs. This aggregate difference between the carrying value ofthese vessels and their market value of $14.1 million and $38.7 million, as of December 31, 2023 and 2022, respectively, represents the amount by which we believe we would have had toreduce our net income if we sold all of such vessels, on industry standard terms, in cash transactions, and to a willing buyer where we are not under any compulsion to sell, and wherethe buyer was not under any compulsion to buy as of December 31, 2023 and 2022, respectively. For purposes of this calculation, we assumed that the vessels would be sold at a pricethat reflected our estimate of their charter-free market values as of December 31, 2023 and 2022, respectively.Our estimates of charter-free market value assume that our vessels were all in good and seaworthy condition without need for repair and if inspected would be certified in classwithout notations of any kind. Our estimates are based on information available from various industry sources, including:•reports by industry analysts and data providers that focus on our industry and related dynamics affecting vessel values;•news and industry reports of similar vessel sales;•offers that we may have received from potential purchasers of our vessels; and•vessel sale prices and values of which we are aware through both formal and informal communications with shipowners, shipbrokers, industry analysts and various othershipping industry participants and observers.As we obtain information from various industry and other sources, our estimates of basic market value are inherently uncertain. In addition, vessel values are highly volatile; as such,our estimates may not be indicative of the current or future basic market value of our vessels or prices that we could achieve if we were to sell them. Carrying Value plus any unamortized dry-docking costs as ofVesselYear Built Dwt December 31, 2023(in millions of U.S. dollars) December 31, 2022(in millions of U.S. dollars) Titanship2011 207,855 29.6 - Patriotship2010 181,709 23.2 24.6 Dukeship2010 181,453 30.3* 32.2*Worldship2012 181,415 29.9 31.6*Paroship2012 181,415 29.4 31.0*Hellasship2012 181,325 26.1 28.1*Honorship2010 180,242 31.4* 33.5*Fellowship2010 179,701 24.2 25.8*Championship2011 179,238 33.0* 35.6*Partnership2012 179,213 29.3 31.7*Knightship2010 178,978 19.4 20.6 Lordship2010 178,838 18.9 19.9 Friendship2009 176,952 23.2 25.3*Flagship2013 176,387 26.8 28.7 Geniuship2010 170,057 20.8 22.2 Premiership2010 170,024 24.0 25.4*Squireship2010 170,018 26.9* 28.7*TOTAL 446.4 444.9 * Indicates dry bulk carrier vessels for which we believe, as of December 31, 2023 and 2022, respectively, the basic charter-free market value was lower than the vessel’s and right-of useasset’s carrying value plus any unamortized dry-docking costs.73Table of ContentsAs presented in Balance Sheets as of December 31, 2023 and 2022. December 31,2023(in millions of U.S. dollars) December 31,2022(in millions of U.S. dollars) Vessels, net 410.4 434.1 Finance lease, right-of use asset 29.6 - Deferred charges and other investments, non-current 6.4 10.8 Total 446.4 444.9 We refer you to the risk factor entitled “The market values of our vessels may decrease, which could limit the amount of funds that we can borrow or trigger certain financialcovenants under our loan agreements and other financing agreements, and we may incur an impairment or, if we sell vessels following a decline in their market value, a loss.”Although we believe that the assumptions used to evaluate potential asset impairment are based on historical trends and are reasonable and appropriate, such assumptions arehighly subjective. There can be no assurance as to how charter rates and vessel values will fluctuate in the future. Charter rates may, from time to time throughout our vessels’ lives,remain for a considerable period of time at depressed levels which could adversely affect our revenue and profitability, and future assessments of vessel impairment. To minimize suchsubjectivity, our analysis for the years ended December 31, 2023 and 2022 also involved sensitivity analysis to the model input we believe is more important and likely to change. Inparticular, in terms of our estimates for the time charter equivalent for the unfixed period, we use a combination of one-year charter rates estimate and the average of the trailing 10-yearhistorical charter rates, excluding outliers. Although the trailing 10-year historical charter rates, excluding the outliers, cover at least a full business cycle, we sensitized our model withregards to long-term historical charter rate assumptions for the unfixed period beyond the first year. The impairment test that we conduct, when required, is most sensitive to variances infuture time charter rates. Our sensitivity analysis revealed that, to the extent that going forward the 10-year historical charter rates, excluding the outliers, would not decline by more than8% for Capesize vessels, we would not be required to recognize impairment. For the year ended December 31, 2023, indicators of impairment existed for four of our vessels as theircarrying value plus any unamortized dry-docking costs was higher than their market value. The carrying value of the four vessels plus any unamortized dry-docking costs for whichimpairment indicators existed as at December 31, 2023, was $121.6 million.ITEM 6.DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEESA.Directors and Senior ManagementSet forth below are the names, ages and positions of our current directors and executive officers. Members of our board of directors are elected annually on a staggered basis,and each director elected holds office for a three-year term. Officers are elected from time to time by vote of our board of directors and hold office until a successor is elected. Thebusiness address of each of our directors and executive officers listed below is 154 Vouliagmenis Avenue, 166 74 Glyfada, Greece.Name Age Position Director ClassStamatios Tsantanis 52 Chairman, Chief Executive Officer & Director A (term expires in 2025)Stavros Gyftakis 45 Chief Financial Officer Christina Anagnostara 53 Director* B (term expires in 2026)Elias Culucundis 81 Director* A (term expires in 2025)Dimitrios Anagnostopoulos 77 Director* C (term expires in 2024)Ioannis Kartsonas 52 Director* C (term expires in 2024)*Independent DirectorBiographical information with respect to each of our directors and our executive officers is set forth below.Stamatios Tsantanis has been a member of our board of directors and our Chief Executive Officer since October 1, 2012 and has led the Company’s significant growth to aworld-renowned Capesize dry bulk company with a carrying capacity of approximately 3.1 million dwt. In addition, Mr. Tsantanis has been the Chairman of our board of directors sinceOctober 1, 2013 and also served as our Interim Chief Financial Officer from November 1, 2013 until October 2, 2018. Mr. Tsantanis is also the founder, Chairman, Chief Executive Officerand a member of the board of directors of United. Mr. Tsantanis has been actively involved in the shipping and finance industry since 1998 and has held senior management positions inprominent private and public shipping companies and financial institutions. He was formerly an investment banker at Alpha Finance, a member of the Alpha Bank Group, with activeroles in a number of major shipping corporate finance transactions in the U.S. capital markets. Mr. Tsantanis holds a Master of Science (MSc) in Shipping Trade and Finance from BayesBusiness School (formerly known as Cass Business School) of City University in London and a Bachelor of Science (BSc) in Shipping Economics from the University of Piraeus. He alsoserves in the board of directors of Breakwave Advisors LLC, the advisor of ETFMG (the manager of the NYSE-listed BDRY and BSEA) and is a fellow of the Institute of CharteredShipbrokers.74Table of ContentsStavros Gyftakis has served as our Chief Financial Officer since 2018, previously served as Finance Director since November 2017 and he has been instrumental in Seanergy’scapital raising, debt financing and refinancing activities since 2017. Mr. Gyftakis is also the Chief Financial Officer and a director in the board of directors of United. He has more than 18years of experience in banking and corporate finance with focus on the shipping sector. Mr. Gyftakis has held key positions across a broad shipping finance spectrum, including, assetbacked lending, debt and corporate restructurings, risk management, financial leasing and loan syndications. Before joining Seanergy, he was a Senior Vice President in the Greekshipping finance desk at DVB Bank SE. Mr. Gyftakis received his Master of Science (MSc) in Shipping Trade and Finance from Bayes Business School (formerly known as Cass BusinessSchool) in London with Distinction and holds a Master of Science (MSc) in Business Mathematics, awarded with Honors, from the Athens University of Economics and Business and aBachelor of Science (BSc) in Mathematics from the Aristotle University of Thessaloniki.Christina Anagnostara has been a member of our board of directors since December 2008 and she is a member of Seanergy’s Sustainability Committee. She has served as ourChief Financial Officer from November 17, 2008 until October 31, 2013. Since June 2022, Ms. Anagnostara is also a director in the board of directors of United. She has more than 26 yearsof maritime and international business experience in the areas of finance, banking, capital markets, consulting, accounting and audit. Before joining Seanergy, she served in executive andboard positions of publicly listed companies in the maritime industry and she was responsible for the financial, capital raising and accounting functions. Since June 2017 she is aManaging Director in the Investment Banking Division of AXIA Ventures Group and between 2014 and 2017 she provided advisory services to corporate clients involved in all aspectsof the maritime industry. From 2006 to 2008, she served as the Chief Financial Officer and member of the board of directors of Global Oceanic Carriers Ltd, a dry bulk shipping companylisted on the Alternative Investment Market of the London Stock Exchange. Between 1999 and 2006, she was a senior management consultant of the Geneva-based EFG Group. Prior toEFG Group, she worked for Eurobank EFG and Ernst & Young. Ms. Anagnostara has studied Economics in Athens and is a Certified Chartered Accountant.Elias Culucundis has been a member of our board of directors since our inception, he is the Chairman and a member of the Compensation and Nominating Committees and amember of the Audit Committee of Seanergy. Since 1999, Mr. Culucundis has been the President, Chief Executive Officer and Director of Equity Shipping Company Ltd., a companyspecializing in starting, managing and operating commercial and technical shipping projects. Additionally, from 1996 to 2000, he was a Director of Kassian Maritime Shipping AgencyLtd., a vessel management company operating a fleet of ten bulk carriers. During this time, Mr. Culucundis was also a Director of Point Clear Navigation Agency Ltd, a marine projectcompany. From 1981 to 1995, Mr. Culucundis was a Director of Kassos Maritime Enterprises Ltd., a company engaged in vessel management. While at Kassos, he was initially a technicalDirector and eventually ascended to the position of Chief Executive Officer, overseeing a large fleet of Panamax, Aframax and VLCC tankers, as well as overseeing new vessel buildingcontracts, specifications and the construction of newbuildings. From 1971 to 1980, Mr. Culucundis was a Director and the Chief Executive Officer of Off Shore Consultants Inc. and NavalEngineering Dynamics Ltd. In Off Shore Consultants Inc. he worked in Floating Production, Storage and Offloading vessel, or FPSO, design and construction and was responsible forthe technical and commercial supervision of a pentagon-type drilling rig utilized by Royal Dutch Shell Plc. Seven FPSOs were designed and constructed that were subsequently utilizedby Pertamina, ARCO, Total and Elf-Aquitaine. Naval Engineering Dynamics Ltd. was responsible for purchasing, re-building and operating vessels that had suffered major damage. From1966 to 1971, Mr. Culucundis was employed as a Naval Architect for A.G. Pappadakis Co. Ltd., London, responsible for tanker and bulk carrier new buildings and supervising thetechnical operation of their fleet. He is a graduate of Kings College, Durham University, Great Britain, with a degree in Naval Architecture and Shipbuilding. He is a member of theHellenic National Committee of American Bureau of Shipping and he served in the Council of the Union of Greek Shipowners. Mr. Culucundis is a Fellow of the Royal Institute of NavalArchitects and a Chartered Engineer.Dimitrios Anagnostopoulos has been a member of our board of directors since May 2009 and he is also the Chairman and a member of the Audit Committee and a member ofthe Compensation and Nominating Committees of Seanergy. Mr. Anagnostopoulos has over 50 years of experience in Shipping, Ship finance and Bank Management. Mr.Anagnostopoulos obtained his BSc at the Athens University of Economics and Business. His career began in the 1970’s as Assistant Lecturer at the same University followed by fouryears with the Onassis Shipping Group in Monaco. Mr. Anagnostopoulos also held various posts at the National Investment Bank of Industrial Development (ETEBA), ContinentalIllinois National Bank of Chicago, the Greyhound Corporation, and with ABN AMRO, where he spent nearly two decades with the bank, holding the positions of Senior Vice-Presidentand Head of Shipping. From 2010 to 2023 he was a Board Member in the Aegean Baltic Bank. Since then, he remains an advisor to Aegean Baltic Bank’s management. In September 2023he was elected Board Member of NYSE-listed Dynagas LNG Partners LP. Mr. Anagnostopoulos has been a speaker and panelist in various shipping conferences in Europe, and a regularguest lecturer at the Bayes Business School (formerly known as Cass Business School) of City University in London, the Athens University of Economics and Business and the ALBAGraduate Business School. He is a member (and ex-vice chairman) of the Association of Banking and Financial Executives of Greek Shipping and an Associate Member of the Institute ofEnergy of South East Europe. In 2008 he was named by the Lloyd’s Organization as Shipping Financier of the Year.75Table of ContentsIoannis Kartsonas has been a member of our board of directors since May 2017 and he is the Chairman and a member of Seanergy’s Sustainability Committee. Mr. Kartsonashas also been a member of the board of directors of United since June 2022 and he is the Principal and Managing Partner of Breakwave Advisors LLC, a commodity-focused advisoryfirm based in New York. Mr. Kartsonas has been actively involved in finance and commodities trading since 2000. From 2011 to 2017, he was a Senior Portfolio Manager at CarlyleCommodity Management, a commodity-focused investment firm based in New York and part of the Carlyle Group, being responsible for the firm’s shipping and freight investments.During his tenure, he managed one of the largest freight futures funds globally. Prior to his role, Mr. Kartsonas was a Co-Founder and Portfolio Manager at Sea Advisors Fund, aninvestment fund focused in shipping. From 2004 to 2009, he was the leading Transportation Analyst at Citi Investment Research covering the broader transportation space, including theshipping industry. Prior to that, he was an Equity Analyst focusing on shipping and energy for Standard & Poor’s Investment Research. Mr. Kartsonas holds an MBA in Finance fromthe Simon School of Business, University of Rochester.No family relationships exist among any of the directors and executive officers.As a foreign private issuer listed on the Nasdaq Capital Market, we are required to disclose certain self-identified diversity characteristics about our directors pursuant toNasdaq’s board diversity and disclosure rules approved by the Commission in August 2021. The Board Diversity Matrix set forth below contains the requisite information as of the dateof this annual report.Board Diversity Matrix (As of March 28, 2024) To be completed by Foreign Issuers (with principal executive offices outside of the U.S.) and Foreign Private IssuersGreece Foreign Private IssuerYesDisclosure Prohibited under Home Country LawNoTotal Number of Directors5 FemaleMaleNon-BinaryDid Not Disclose GenderPart I: Gender IdentityDirectors1400Part II: Demographic BackgroundUnderrepresented Individual in Home Country Jurisdiction0LGBTQ+0Did Not Disclose Demographic Background0B.CompensationFor the year ended December 31, 2023, the Company paid its executive officers and directors aggregate compensation of $1.6 million. The Company’s executive officers areemployed pursuant to employment and consulting contracts. We do not have a retirement plan for our officers or directors.Each member of the Company’s board of directors received a fee of $0.1 million in 2023. The aggregate director fees paid by the Company for the years ended December 31, 2023,2022 and 2021 totaled $0.5 million, $0.4 million and $0.4 million, respectively.On January 12, 2011 our board of directors adopted the Seanergy Maritime Holdings Corp. 2011 Equity Incentive Plan, or the Plan. On January 12, 2022, the Plan, as previouslyamended, was further amended and restated to increase the aggregate number of shares of the common stock reserved for issuance under the Plan to 550,000 shares. On July 8, 2022, thePlan was further amended and restated to increase the aggregate number of shares of common stock reserved for issuance under the Plan to 400,000 shares. On March 27, 2023, the Planwas further amended and restated to increase the aggregate number of shares of common stock reserved for issuance under the Plan to 2,000,000 shares. On March 27, 2024, the Plan wasfurther amended and restated to increase the aggregate number of shares of common stock reserved for issuance under the Plan to 550,000 shares. The Plan is administered by theCompensation Committee of our board of directors. Under the Plan, our officers, key employees, directors, consultants and service providers may be granted incentive stock options,non-qualified stock options, stock appreciation rights, restricted stock, unrestricted stock, restricted stock units, and unrestricted stock at the discretion of our Compensation Committee.Any awards granted under the Plan that are subject to vesting are conditioned upon the recipient’s continued service as an employee or a director of the Company, through theapplicable vesting date.76Table of ContentsOn March 27, 2023, the Compensation Committee granted an aggregate of 1,823,800 restricted shares of common stock pursuant to the Plan. Of the total 1,823,800 shares issuedon March 27, 2023, 1,330,000 shares were granted to the non-executive members of the board of directors and to the executive officers and 493,800 shares were granted to certain of theCompany’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of each share on the grant date was $5.22. 607,974shares vested on the date of the issuance, March 27, 2023, 607,913 shares vested on October 1, 2023 and 607,580 shares will vest on October 1, 2024, taking into consideration 333forfeited shares. On March 27, 2024, the Compensation Committee granted an aggregate of 502,500 restricted shares of common stock pursuant to the Plan. Of the total 502,500 sharesissued on March 27, 2024, 285,000 shares were granted to the non-executive members of the board of directors and to the executive officers and 217,500 shares were granted to certain ofthe Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of each share on the grant date was $8.42. Of thetotal restricted shares issued, 107,250 shares vested on the date of the issuance, March 27, 2024, 143,250 shares will vest on September 27, 2024, 108,000 shares will vest on March 27,2025 and 144,000 shares will vest on September 26, 2025.C.Board PracticesOur directors do not have service contracts and do not receive any benefits upon termination of their directorships. Our board of directors has an audit committee, acompensation committee, a nominating committee and a sustainability committee. Our board of directors has adopted a charter for each of these committees.Audit CommitteeOur audit committee consists of Messrs. Dimitrios Anagnostopoulos and Elias Culucundis. Our board of directors has determined that the members of the audit committee meetthe applicable independence requirements of the Commission and the Nasdaq Stock Market Rules. Our board of directors has determined that Mr. Dimitrios Anagnostopoulos is an“Audit Committee Financial Expert” under the Commission’s rules and the corporate governance rules of the Nasdaq Stock Market.The audit committee has powers and performs the functions customarily performed by such a committee (including those required of such a committee by Nasdaq and theCommission). The audit committee is responsible for selecting and meeting with our independent registered public accounting firm regarding, among other matters, audits and theadequacy of our accounting and control systems.Compensation CommitteeOur compensation committee consists of Messrs. Dimitrios Anagnostopoulos and Elias Culucundis, each of whom is an independent director. The compensation committeereviews and approves the compensation of our executive officers.Nominating CommitteeOur nominating committee consists of Messrs. Elias Culucundis and Dimitrios Anagnostopoulos, each of whom is an independent director. The nominating committee isresponsible for overseeing the selection of persons to be nominated to serve on our board of directors.Sustainability CommitteeOur sustainability committee was established on December 19, 2022 and it consists of Mr. Ioannis Kartsonas and Ms. Christina Anagnostara, each of whom is an independentdirector. The sustainability committee promotes sustainability practices, guides, assists and supervises the Company in developing, articulating, and continuing to evolve, sustainabilitypolicies for the Company comprising environmental, social and governance matters. Additionally, it assesses the Company’s sustainability key risks and opportunities in relation toclimate and environmental, social and governance aspects.D.EmployeesAs of December 31, 2023, 2022 and 2021, we had two executive officers, Mr. Stamatios Tsantanis and Mr. Stavros Gyftakis, and we employed Ms. Theodora Mitropetrou, ourgeneral counsel. In addition, as of December 31, 2023, 2022 and 2021, we employed a support staff consisting of 81, 63 and 46 employees, respectively.77Table of ContentsE.Share OwnershipThe common shares beneficially owned by our directors and executive officers are disclosed below in “Item 7. Major Shareholders and Related Party Transactions.”ITEM 7.MAJOR SHAREHOLDERS AND RELATED PARTY TRANSACTIONSA.Major ShareholdersThe following table sets out information as of the date of this annual report regarding the beneficial ownership of our common shares by (i) the owners of five percent or moreof our outstanding common shares and (ii) our directors and executive officers. The beneficial ownership information set forth in the table below is based on beneficial ownershipreports furnished to the Commission or information regarding the beneficial ownership of our common shares delivered to us. To the best of our knowledge, except as disclosed in thetable below or with respect to our directors and executive officers, we are not controlled, directly or indirectly, by another corporation, by any foreign government or by any other naturalor legal persons. All of our shareholders, including the shareholders listed in this table, are entitled to one vote for each common share held.Identity of Person or GroupNumber of Shares OwnedPercent of Class (1)Stamatios Tsantanis (2)20,000 Series B Preferred Shares100% 1,619,003 Common Shares7.9%George Economou (3)1,859,096 Common Shares9.1%Konstantinos Konstantakopoulos (4)1,265,847 Common Shares6.2%Stavros Gyftakis231,345 Common Shares1.1%Christina Anagnostara202,239 Common Shares1.0%Dimitrios Anagnostopoulos93,333 Common Shares0.5%Ioannis Kartsonas80,422 Common Shares0.4%Elias Culucundis66,800 Common Shares0.3%Directors and executive officers as a group (6 individuals)2,293,142 Common Shares11.2%(1)Calculation of percent of class beneficially owned by each such person is based on 20,512,075 common shares outstanding as of March 28, 2024 and any additional shares that suchperson may be deemed to beneficially own in accordance with Rule 13d-3 under the Exchange Act.(2)Stamatios Tsantanis beneficially owns 20,000 Series B Preferred Shares, constituting 100% of our issued and outstanding Series B Preferred Shares, which were issued on December10, 2021 pursuant to a stock purchase agreement between us and Stamatios Tsantanis. Through his ownership of common shares and Series B Preferred Shares, StamatiosTsantanis controls 49.99% of the voting power of our outstanding capital stock. For a description of the Series B Preferred Shares, see “Description of Securities” filed as Exhibit 2.5hereto. In our annual reports for the years ended December 31, 2022, 2021, and 2020, Stamatios Tsantanis was reported to beneficially own 6.8%, 2.0%, and less than one percent ofour outstanding common shares, respectively.(3)This information is derived from an Amendment No. 5 to Schedule 13D jointly filed with the Commission on March 5, 2024 by Sphinx Investment Corp., Maryport Navigation Corp.and George Economou. Based on this filing, Sphinx Investment Corp., Maryport Navigation Corp. and George Economou each have beneficial ownership of all shares indicated inthe table above. Based on this filing, Sphinx Investment Corp. is a Marshall Islands corporation wholly-owned by Maryport Navigation Corp., which is a Liberian corporationcontrolled by George Economou. In our annual reports for the three preceding fiscal years, none of Sphinx Investment Corp., Maryport Navigation Corp. or George Economou wasreported as an owner of five percent or more of our outstanding common shares.(4)This information is derived from an Amendment No. 1 to Schedule 13G jointly filed with the Commission on February 14, 2024 by Longshaw Maritime Investments S.A. andKonstantinos Konstantakopoulos. Based on this filing, Longshaw Maritime Investments S.A. and Konstantinos Konstantakopoulos each have beneficial ownership of all sharesindicated in the table above. Based on this filing, Longshaw Maritime Investments S.A. is a Marshall Islands corporation controlled by Konstantinos Konstantakopoulos. In ourannual reports for the three preceding fiscal years, neither of Longshaw Maritime Investments S.A. nor Konstantinos Konstantakopoulos was reported as an owner of five percentor more of our outstanding common shares. 78Table of ContentsB.Related Party Transactions On December 10, 2021, we entered into a stock purchase agreement and issued 20,000 of our Series B Preferred Shares, par value $0.0001 per share, to our Chairman and ChiefExecutive Officer, Stamatios Tsantanis, in return for cash consideration of $250,000. The issuance of the Series B preferred shares was approved by a special independent committee ofthe Board, which received a fairness opinion from an independent financial advisor. For a description of the Series B Preferred Shares, see “Description of Securities” filed as Exhibit 2.5hereto.United Spin-OffOn January 20, 2022, United was incorporated by us, under the laws of the Republic of the Marshall Islands to subsequently serve as the holding company of Sea GloriusShipping Co, the vessel-owning subsidiary of the M/V Gloriuship that was contributed to United by us in connection with the Spin-Off. Additionally, in connection with the Spin-Off,our Chairman and Chief Executive Officer, Stamatios Tsantanis, received 40,000 Series B Preferred Shares, while 5,000 Series C Preferred Shares were issued to us in exchange for $5.0million working capital contribution. Following the Spin-Off, we and United became independent publicly traded companies. The Spin-Off was pro rata to our shareholders, includingholders of our outstanding common shares and Series B preferred shares, so that such holders maintained the same proportionate interest in us and in United both immediately beforeand immediately after the Spin-Off.United Right of First Refusal/OfferPrior to the consummation of the Spin-Off, we entered into a right of first refusal agreement with United pursuant to which we have a right of first refusal with respect to anyopportunity available to United to sell, acquire or charter-in any Capesize vessel as well as with respect to chartering opportunities, other than short-term charters with a term of 13months or less, available to United for Capesize vessels. In addition, United has a right of first offer with respect to any vessel sales by us. The sales of M/V Goodship and M/VTradership to United were made pursuant to the right of first refusal agreement.Management AgreementsPrior to the consummation of the Spin-Off, United entered into a master management agreement with us for the provision of technical, administrative, commercial, brokerage andcertain other services. Certain of these services are being contracted directly with our wholly owned subsidiaries, Seanergy Shipmanagement and Seanergy Management. The mastermanagement agreement provides for a fixed administration fee of $325 per vessel per day payable to Seanergy. The initial term of United’s master management agreement with us willexpire on December 31, 2024. Unless three months’ notice of non-renewal is given by either party prior to the end of the current term, the agreement will automatically extend foradditional 12-month periods. The master management agreement may be terminated immediately only for cause and at any time by either party with three months’ prior notice, and notermination fee will be payable.In relation to technical management, Seanergy Shipmanagement is responsible for arranging, inter alia, for the day-to-day operations, inspections, maintenance, repairs,drydocking, purchasing, insurance and claims handling for the M/Vs Goodship, Gloriuship, Chrisea, Cretansea and Oasea, which are owned or operated by United. The technicalmanagement agreements with Seanergy Shipmanagement provide for a fixed management fee of $14,000 per vessel per month. The agreement for the M/V Goodship commenced onMarch 18, 2024. In 2023 and until March 17, 2024, United was paying to Seanergy Shipmanagement a fixed management fee of $10,000 for the M/V Goodship, which was also co-managedby V.Ships Greece.Seanergy Management had entered into a commercial management agreement with United pursuant to which Seanergy Management acted as agent for United’s subsidiaries(directly or through subcontracting) for the commercial management of United’s vessels, including chartering, monitoring thereof, freight collection, and sale and purchase. Suchagreement was in effect up until April 1, 2023, except for United’s last tanker vessel for which the agreement was valid until her sale in August 2023. Pursuant to this agreement, Unitedwas paying to Seanergy Management a fee equal to 1.25% of the gross freight, demurrage and charter hire collected from the employment of our vessels except for any vessels thatwould be chartered-out to Seanergy. Seanergy Management also earned a fee equal to 1% of the contract price of any vessel bought or sold by them on our behalf until March 31, 2023,except for any vessels bought or sold from or to Seanergy, or in respect of any vessel sale relating to a sale leaseback transaction.79Table of ContentsUnited Management Corp. (“United Management”), a subsidiary of United, has entered into a commercial management agreement with Seanergy Management, pursuant towhich effective April 1, 2023 Seanergy Management acts as agent for United’s subsidiaries for the commercial management of their vessels, including post-fixture, monitoring thereof,freight collection, and sale and purchase. Pursuant to this agreement, each subsidiary is paying to Seanergy Management a commission fee equal to 0.75% of the collected gross hire,freight/ and demurrage and a fee equal to 1% of the contract price of any vessel bought, sold or bareboat chartered by Seanergy Management on United Management’s behalf, exceptfor any vessels bought, sold or bareboat chartered from or to Seanergy, or in respect of any vessel sale relating to a sale and leaseback transaction.Additional vessels that United may acquire in the future may be managed by us.Contribution and Conveyance AgreementPrior to the consummation of the Spin-Off, we entered into a contribution and conveyance agreement with United. Pursuant to the Contribution and Conveyance Agreement,we, in conjunction with the Spin-Off, (i) contributed Sea Glorius Shipping Co., together with $5.0 million in working capital and (ii) United agreed to indemnify us and Sea GloriusShipping Co. for any and all obligations and other liabilities arising from or relating to the operation, management or employment of M/V Gloriuship prior to the effective date of the Spin-Off.Share Purchase AgreementOn July 8, 2022, we entered into a share purchase agreement with United pursuant to which on July 26, 2022 we purchased additional 5,000 of United’s newly issued Series CCumulative Convertible Perpetual Preferred Shares in exchange for $5.0 million payable in cash in connection with United’s obligation to pay the advance deposits pursuant tomemoranda of agreement for the M/Ts Parosea, Bluesea, Minoansea and Epanastasea. On November 28, 2022 United redeemed all 10,000 Series C Preferred Shares issued to us pursuantto their terms for a gross redemption price (including all accrued and unpaid dividends up to the redemption date) of $10.6 million.Vessels’ SalesOn December 27, 2022, we entered into two memoranda of agreement to sell two Capesize vessels to United for an aggregate purchase price of $36.3 million. On December 28, 2022,we received an advance of $12.7 million in cash, according to the terms of the agreements, which were separately presented as “Liability from contract with related party” in theaccompanying consolidated balance sheets. Both vessels were delivered to United in February 2023. As of December 31, 2023, a gain on sale of vessel, net of sale expenses, amountingto $8.1 million was recognized and is presented as “Gain on sale of vessels, net” in the consolidated statements of income.C.Interests of Experts and CounselNot applicable.ITEM 8.FINANCIAL INFORMATIONA.Consolidated Statements and Other Financial InformationSee “Item 18. Financial Statements.”Legal ProceedingsWe have previously reported that between 2010 and 2017 certain of our then shareholders, including our former Chairman that served between 2008 to 2010, had brought suitsin Greece against certain other shareholders of the Company, our former Chief Financial Officer, and such Chairman’s immediate successor that served between 2008 to 2013. Theplaintiffs withdrew their suits filed in 2010 and 2014 and therefore these are now closed.The hearing of the only two remaining suits that were filed in 2017 against, amongst other, the former Chairman’s immediate successor, took place on November 15, 2018 and thecourt’s final decision is expected to be issued. These suits seek damages from the defendants (including our former Chairman’s immediate successor that served between 2008 to 2013)for alleged willful misconduct that purportedly caused the plaintiffs damage both by way of diminution of the value of their shares in the Company and harm to their reputations. Ourformer Chairman’s immediate successor that served between 2008 to 2013 has advised us that he does not believe the action has any merit.80Table of ContentsNeither we nor our directors nor our current executive officers are named in any of these 2017 actions. We have also notified our insurance underwriters of these actions, andour underwriters are advancing a portion of the defendants’ legal expenses.On March 6, 2024, Sphinx Investment Corp., a purported shareholder of the Company, submitted a complaint in the High Court of the Republic of the Marshall Islands namingthe Company and the members of its board of directors as defendants. The complaint alleges, among other things, violations of fiduciary duties in connection with the issuance of theSeries B Preferred Shares in December 2021. We believe we have substantial defenses and intend to vigorously defend against the lawsuit.Various claims, suits, and complaints, including those involving government regulations and product liability, arise in the ordinary course of the shipping business. Other thanthe proceedings mentioned above, we are not a party to any material litigation where claims or counterclaims have been filed against us other than routine legal proceedings incidental toour business.Dividend PolicyThe declaration, timing and amount of any dividend is subject to the discretion of our board of directors and will be dependent upon our earnings, financial condition, marketprospects, capital expenditure requirements, investment opportunities, restrictions in our loan agreements, the provisions of the Marshall Islands law affecting the payment of dividendsto shareholders, overall market conditions and other factors. We initiated the payment of quarterly cash dividends commencing with a quarterly dividend of $0.25 per share and a specialdividend of $0.25 per share with respect to the fourth quarter of 2021 and have declared a quarterly dividend with respect to each quarter since that time. For the first quarter of 2023, wepaid a quarterly dividend of $0.025 per common share on July 6, 2023 to all shareholders of record as of June 22, 2023. For the second quarter of 2023, we paid a quarterly dividend of$0.025 per common share on October 6, 2023 to all shareholders of record as of September 22, 2023. For the third quarter of 2023, we paid a quarterly dividend of $0.025 per common shareon January 10, 2024 to all shareholders of record as of December 22, 2023. For the fourth quarter of 2023, we declared a quarterly dividend of $0.025 per common share and a specialdividend of $0.075 per common share, payable on or about April 10, 2024 to all shareholders of record as of March 25, 2024. Total cash dividends distributed in 2023 totaled $6.0 million. Our board of directors may review and amend our dividend policy from time to time in light of our plans for future growth and other factors. In addition, since we are a holding companywith no material assets other than the shares of our subsidiaries and affiliates through which we conduct our operations, our ability to pay dividends will depend on our subsidiaries andaffiliates distributing to us their earnings and cash flow. Some of our loan agreements limit our ability to pay dividends and our subsidiaries’ ability to make distributions to us.B.Significant ChangesThere have been no significant changes since the date of the consolidated financial statements included in this annual report.ITEM 9.THE OFFER AND LISTINGA.Offer and Listing DetailsOur common shares trade on the Nasdaq Capital Market under the symbol “SHIP”.B.Plan of DistributionNot applicable.C.MarketsOur common shares trade on the Nasdaq Capital Market under the symbol “SHIP”.D.Selling ShareholdersNot applicable.E.DilutionNot applicable.F.Expenses of the IssueNot applicable.81Table of ContentsITEM 10.ADDITIONAL INFORMATIONA.Share CapitalNot applicable.B.Memorandum and Articles of IncorporationOur restated articles of incorporation have been filed as an exhibit to our report filed with the Commission on Form 6-K on August 30, 2019. Amendments to our restated articlesof incorporation were filed as exhibits to our registration statement on Form F-1 filed on February 19, 2021 and our report of Form 6-K filed on February 15, 2023. Our restated articles ofincorporation, as amended, contained in such exhibits are incorporated by reference. Our fourth amended and restated bylaws have been filed with the Commission on Form 6-K onDecember 14, 2023, which we incorporate herein by reference. A description of the material terms of our restated articles of incorporation, as amended, and our fourth amended andrestated bylaws and of our capital stock is included in “Description of Securities” attached hereto as Exhibit 2.5 and incorporated by reference herein.C.Material contractsAttached as exhibits to this annual report are the contracts we consider to be both material and outside the ordinary course of business and are to be performed in whole or inpart after the filing of this annual report. We refer you to “Item 4. Information on the Company – A. History and Development of the Company,” “Item 4. Information on the Company –B. Business Overview,” “Item 5. Operating and Financial Review and Prospects – B. Liquidity and Capital Resources – Loan Arrangements” and “Item 7. Major Shareholders and RelatedParty Transactions–B. Related Party Transactions” for a discussion of these contracts. Other than as discussed in this annual report, we have no material contracts, other than contractsentered into in the ordinary course of business, to which we are a party.D.Exchange controlsUnder Marshall Islands law, there are currently no restrictions on the export or import of capital, including foreign exchange controls, or restrictions that affect the remittance ofdividends, interest or other payments to non-resident holders of our common shares.E.TaxationThe following is a summary of the material U.S. federal income tax and Marshall Islands tax consequences of the ownership and disposition of our common stock as well as thematerial U.S. federal and Marshall Islands income tax consequences applicable to us and our operations. The discussion below of the U.S. federal income tax consequences to “U.S.Holders” will apply to a beneficial owner of our common stock that is treated for U.S. federal income tax purposes as:•an individual citizen or resident of the United States;•a corporation (or other entity treated as a corporation for U.S. federal income tax purposes) that is created or organized (or treated as created or organized) in or under the laws ofthe United States, any state thereof or the District of Columbia;•an estate whose income is includible in gross income for U.S. federal income tax purposes regardless of its source; or•a trust if (i) a U.S. court can exercise primary supervision over the trust’s administration and one or more U.S. persons are authorized to control all substantial decisions of thetrust, or (ii) it has a valid election in effect under applicable U.S. Treasury regulations to be treated as a U.S. person.If you are not described as a U.S. Holder and are not an entity treated as a partnership or other pass-through entity for U.S. federal income tax purposes, you will be considereda “Non-U.S. Holder.” The U.S. federal income tax consequences applicable to Non-U.S. Holders is described below under the heading “—United States Federal Income Taxation of Non-U.S. Holders.”82Table of ContentsThis discussion does not consider the tax treatment of partnerships or other pass-through entities or persons who hold our common stock through such entities. If apartnership (or other entity classified as a partnership for U.S. federal income tax purposes) is the beneficial owner of our common stock, the U.S. federal income tax treatment of a partnerin the partnership generally will depend on the status of the partner and the activities of the partnership.This summary is based on the U.S. Internal Revenue Code of 1986, as amended, or the Code, its legislative history, Treasury Regulations promulgated thereunder, publishedrulings and court decisions, all as currently in effect. These authorities are subject to change, possibly on a retroactive basis.This summary does not address all aspects of U.S. federal income taxation that may be relevant to any particular holder based on such holder’s individual circumstances. Inparticular, this discussion considers only holders that will own and hold our common stock as capital assets within the meaning of Section 1221 of the Code and does not address thepotential application of the alternative minimum tax or the U.S. federal income tax consequences to holders that are subject to special rules, including:•financial institutions or “financial services entities”;•broker-dealers;•taxpayers who have elected mark-to-market accounting for U.S. federal income tax purposes;•tax-exempt entities;•governments or agencies or instrumentalities thereof;•insurance companies;•regulated investment companies;•real estate investment trusts;•certain expatriates or former long-term residents of the United States;•persons that actually or constructively own 10% or more (by vote or value) of our shares;•persons that own shares through an “applicable partnership interest”;•persons required to recognize income for U.S. federal income tax purposes no later than when such income is reported on an “applicable financial statement”;•persons that hold our common stock as part of a straddle, constructive sale, hedging, conversion or other integrated transaction; or•persons whose functional currency is not the U.S. dollar.This summary does not address any aspect of U.S. federal non-income tax laws, such as gift or estate tax laws, or state, local or non-U.S. tax laws.We have not sought, nor do we intend to seek, a ruling from the Internal Revenue Service, or the IRS, as to any U.S. federal income tax consequence described herein. The IRSmay disagree with the description herein, and its determination may be upheld by a court.Because of the complexity of the tax laws and because the tax consequences to any particular holder of our common stock may be affected by matters not discussed herein,each such holder is urged to consult with its tax advisor with respect to the specific tax consequences of the ownership and disposition of our common stock, including the applicabilityand effect of state, local and non-U.S. tax laws, as well as U.S. federal tax laws.United States Federal Income Tax Consequences83Table of ContentsTaxation of Operating Income in GeneralUnless exempt from United States federal income taxation under the rules discussed below, a foreign corporation is subject to United States federal income taxation in respect ofany income that is derived from the use of vessels, from the hiring or leasing of vessels for use on a time, voyage or bareboat charter basis, from the participation in a shipping pool,partnership, strategic alliance, joint operating agreement, code sharing arrangement or other joint venture it directly or indirectly owns or participates in that generates such income, orfrom the performance of services directly related to those uses, which we refer to as “shipping income,” to the extent that the shipping income is derived from sources within the UnitedStates. For these purposes, 50% of the gross shipping income that is attributable to transportation that begins or ends, but that does not both begin and end, in the United States,exclusive of certain U.S. territories and possessions, constitutes income from sources within the United States, which we refer to as “U.S. source gross shipping income.”Shipping income attributable to transportation that both begins and ends in the United States is considered to be 100% from sources within the United States. We areprohibited by law from engaging in transportation that produces income considered to be 100% from sources within the United States.Shipping income attributable to transportation exclusively between non-U.S. ports will be considered to be 100% derived from sources outside the United States. Shippingincome earned by us that is derived from sources outside the United States will not be subject to any United States federal income tax.For our 2023 taxable year, we had U.S. source gross shipping income of approximately $1,693,820.We are subject to a 4% tax imposed without allowance for deductions for such taxable year, as described in “—Taxation in Absence of Exemption,” unless we qualify forexemption from tax under Section 883 of the Code, the requirements of which are described in detail below. For our 2023 taxable year, we believe that we qualified for the exemption fromtax under Section 883 of the Code.Exemption of Operating Income from United States Federal Income TaxationUnder Section 883 of the Code and the regulations thereunder, we will be exempt from United States federal income taxation on our U.S.-source shipping income if (i) we areorganized in a foreign country (our “country of organization”) that grants an “equivalent exemption” to corporations organized in the United States and (ii) one of the followingstatements is true:•more than 50% of the value of our stock is owned, directly or indirectly, by “qualified shareholders,” that are persons (i) who are “residents” of our country of organization or ofanother foreign country that grants an “equivalent exemption” to corporations organized in the United States, and (ii) we satisfy certain substantiation requirements, which werefer to as the “50% Ownership Test”; or•our stock is “primarily” and “regularly” traded on one or more established securities markets in our country of organization, in another country that grants an “equivalentexemption” to United States corporations, or in the United States, which we refer to as the “Publicly-Traded Test.”The jurisdictions where we and our ship-owning subsidiaries are incorporated grant “equivalent exemptions” to United States corporations. Therefore, we will be exempt fromUnited States federal income taxation with respect to our U.S. source shipping income if we satisfy either the 50% Ownership Test or the Publicly-Traded Test.50% Ownership TestUnder the regulations, a foreign corporation will satisfy the 50% Ownership Test for a taxable year if (i) for at least half of the number of days in the taxable year, more than 50%of the value of its stock is owned, directly or constructively through the application of certain attribution rules prescribed by the regulations, by one or more shareholders who areresidents of foreign countries that grant “equivalent exemption” to corporations organized in the United States and (ii) the foreign corporation satisfies certain substantiation andreporting requirements with respect to such shareholders.We did not satisfy the 50% Ownership Test for our 2023 taxable year. Furthermore, these substantiation requirements are onerous and therefore there can be no assurance thatwe would be able to satisfy them, even if our share ownership would otherwise satisfy the requirements of the 50% Ownership Test.84Table of ContentsPublicly-Traded TestThe regulations provide that the stock of a foreign corporation will be considered to be “primarily traded” on an established securities market in a country if the number ofshares of each class of stock used to satisfy the Publicly Traded Test that is traded during the taxable year on all established securities markets in that country exceeds the number ofshares in each such class that is traded during that year on established securities markets in any other single country.Under the regulations, the stock of a foreign corporation will be considered “regularly traded” if one or more classes of its stock representing 50% or more of its outstandingshares, by total combined voting power of all classes of stock entitled to vote and by total combined value of all classes of stock, are listed on one or more established securities markets(such as the Nasdaq Capital Market on which our common shares are traded), which we refer to as the “listing threshold.”The regulations further require that with respect to each class of stock relied upon to meet the listing requirement: (i) such class of the stock is traded on the market, other thanin minimal quantities, on at least sixty (60) days during the taxable year or one-sixth (1/6) of the days in a short taxable year; and (ii) the aggregate number of shares of such class of stocktraded on such market is at least 10% of the average number of shares of such class of stock outstanding during such year or as appropriately adjusted in the case of a short taxableyear. Even if a foreign corporation does not satisfy both tests, the regulations provide that the trading frequency and trading volume tests will be deemed satisfied by a class of stock ifsuch class of stock is traded on an established market in the United States and such class of stock is regularly quoted by dealers making a market in such stock.Notwithstanding the foregoing, the regulations provide, in pertinent part, that a class of stock will not be considered to be “regularly traded” on an established securities marketfor any taxable year in which 50% or more of the vote and value of the outstanding shares of such class of stock are owned, actually or constructively under specified attribution rules,on more than half the days during the taxable year by persons who each own directly or indirectly 5% or more of the vote and value of such class of stock, whom we refer to as “5%Shareholders.” We refer to this restriction in the regulations as the “Closely-Held Rule.”For purposes of being able to determine our 5% Shareholders, the regulations permit a foreign corporation to rely on Schedule 13G and Schedule 13D filings with theCommission. The regulations further provide that an investment company that is registered under the Investment Company Act of 1940, as amended, will not be treated as a 5%Shareholder for such purposes.Based on our analysis of our shareholdings during 2023, we believe we satisfy the Publicly-Traded Test for the entire 2023 year in that less than 50% of our issued andoutstanding common shares were held by 5% Shareholders for more than half the days during the 2023 taxable year.Due to the factual nature of the issues involved, there can be no assurance that we or any of our subsidiaries will qualify for the benefits of Section 883 of the Code for oursubsequent taxable years.Taxation in Absence of ExemptionTo the extent the benefits of Section 883 are unavailable, our U.S. source gross shipping income, to the extent not considered to be “effectively connected” with the conduct ofa U.S. trade or business, as described below, would be subject to a 4% tax imposed by Section 887 of the Code on a gross basis, without the benefit of deductions, otherwise referred toas the “4% Tax.” Since under the sourcing rules described above, no more than 50% of our shipping income would be treated as being derived from U.S. sources, the maximum effectiverate of U.S. federal income tax on our shipping income would never exceed 2% under the 4% Tax.To the extent the benefits of the Section 883 exemption are unavailable and our U.S. source gross shipping income is considered to be “effectively connected” with the conductof a U.S. trade or business, as described below, any such “effectively connected” U.S. source gross shipping income, net of applicable deductions, would be subject to the U.S. federalcorporate income tax currently imposed at a rate of 21%. In addition, we may be subject to the 30% “branch profits” tax on earnings effectively connected with the conduct of such tradeor business, as determined after allowance for certain adjustments, and for certain interest paid or deemed paid attributable to the conduct of our U.S. trade or business.Our U.S. source gross shipping income would be considered “effectively connected” with the conduct of a U.S. trade or business only if:•we have, or are considered to have, a fixed place of business in the United States involved in the earning of shipping income; and85Table of Contents•substantially all of our U.S. source gross shipping income is attributable to regularly scheduled transportation, such as the operation of a vessel that follows a published schedulewith repeated sailings at regular intervals between the same points for voyages that begin or end in the United States, or, in the case of income from the leasing of a vessel, isattributable to a fixed place of business in the United States.We do not intend to have, or permit circumstances that would result in having, any vessel operating to the United States on a regularly scheduled basis, or earning income fromthe leasing of a vessel attributable to a fixed place of business in the United States. Based on the foregoing and on the expected mode of our shipping operations and other activities, webelieve that none of our U.S. source gross shipping income will be “effectively connected” with the conduct of a U.S. trade or business.United States Taxation of Gain on Sale of VesselsRegardless of whether we qualify for exemption under Section 883, we will not be subject to United States federal income taxation with respect to gain realized on a sale of avessel, provided the sale is considered to occur outside of the United States under United States federal income tax principles. In general, a sale of a vessel will be considered to occuroutside of the United States for this purpose if title to the vessel, and risk of loss with respect to the vessel, pass to the buyer outside of the United States. It is expected that any sale ofa vessel by us will be considered to occur outside of the United States.United States Federal Income Taxation of U.S. HoldersTaxation of Distributions Paid on Common StockSubject to the passive foreign investment company, or PFIC, rules discussed below, any distributions made by us with respect to common shares to a U.S. Holder will generallyconstitute dividends, which may be taxable as ordinary income or “qualified dividend income” as described in more detail below, to the extent of our current or accumulated earnings andprofits, as determined under U.S. federal income tax principles. Distributions in excess of our earnings and profits will be treated first as a non-taxable return of capital to the extent of theU.S. Holder’s tax basis in his common shares on a dollar-for-dollar basis and thereafter as capital gain. Because we are not a U.S. corporation, U.S. Holders that are corporations willgenerally not be entitled to claim a dividends-received deduction with respect to any distributions they receive from us.Dividends paid on common shares to a U.S. Holder which is an individual, trust, or estate (a “U.S. Non-Corporate Holder”) will generally be treated as “qualified dividendincome” that is taxable to such shareholders at preferential U.S. federal income tax rates provided that (1) the common shares are readily tradable on an established securities market inthe United States (such as the Nasdaq Capital Market on which the common shares are currently listed); (2) we are not a passive foreign investment company, or PFIC, for the taxableyear during which the dividend is paid or the immediately preceding taxable year (which we do not believe we are or have been, and do not expect to be); (3) the U.S. Non-CorporateHolder has owned the common shares for more than 60 days in the 121-day period beginning 60 days before the date on which the common shares become ex-dividend; and (4) certainother conditions are met.Any dividends paid by us which are not eligible for these preferential rates will be taxed as ordinary income to a U.S. Holder.Special rules may apply to any “extraordinary dividend”—generally, a dividend in an amount which is equal to or in excess of 10% of a shareholder’s adjusted basis in acommon share—paid by us. If we pay an “extraordinary dividend” on our common stock that is treated as “qualified dividend income,” then any loss derived by a U.S. Non-CorporateHolder from the sale or exchange of such common stock will be treated as long-term capital loss to the extent of such dividend.Sale, Exchange or other Disposition of Common SharesAssuming we do not constitute a PFIC for any taxable year, a U.S. Holder generally will recognize taxable gain or loss upon a sale, exchange or other disposition of our commonshares in an amount equal to the difference between the amount realized by the U.S. Holder from such sale, exchange or other disposition and the U.S. Holder’s tax basis in such stock.Such gain or loss will be treated as long-term capital gain or loss if the U.S. Holder’s holding period in the common shares is greater than one year at the time of the sale, exchange orother disposition. A U.S. Holder’s ability to deduct capital losses is subject to certain limitations.Passive Foreign Investment Company RulesSpecial U.S. federal income tax rules apply to a U.S. Holder that holds stock in a foreign corporation classified as a PFIC for U.S. federal income tax purposes. In general, we willbe treated as a PFIC with respect to a U.S. Holder if, for any taxable year in which such holder held our common shares, either:86Table of Contents•at least 75% of our gross income for such taxable year consists of passive income (e.g., dividends, interest, capital gains and rents derived other than in the active conduct of arental business); or•at least 50% of the average value of the assets held by us during such taxable year produce, or are held for the production of, passive income.For purposes of determining whether we are a PFIC, we will be treated as earning and owning our proportionate share of the income and assets, respectively, of any of oursubsidiary companies in which we own at least 25% of the value of the subsidiary’s stock or other ownership interest. Income earned, or deemed earned, by us in connection with theperformance of services should not constitute passive income. By contrast, rental income, which includes bareboat hire, would generally constitute “passive income” unless we aretreated under specific rules as deriving rental income in the active conduct of a trade or business.Based on our current operations and future projections, we do not believe that we are or have been a PFIC during our 2023 taxable year, nor do we expect to become, a PFIC withrespect to our 2024 taxable year or any future taxable year. Although there is no legal authority directly on point, our belief is based principally on the position that, for purposes ofdetermining whether we are a PFIC, the gross income we derive or are deemed to derive from the time chartering and voyage chartering activities of our wholly owned subsidiariesshould constitute services income, rather than rental income. Correspondingly, we believe that such income does not constitute passive income, and the assets that we or our whollyowned subsidiaries own and operate in connection with the production of such income, in particular the vessels, do not constitute passive assets for purposes of determining whetherwe are a PFIC. We believe there is substantial legal authority supporting our position consisting of case law and Internal Revenue Service pronouncements concerning thecharacterization of income derived from time charters and voyage charters as services income for other tax purposes. However, there is also authority which characterizes time charterincome as rental income rather than services income for other tax purposes. It should be noted that in the absence of any legal authority specifically relating to the statutory provisionsgoverning PFICs, the Internal Revenue Service or a court could disagree with this position. In addition, although we intend to conduct our affairs in a manner so as to avoid beingclassified as a PFIC with respect to any taxable year, there can be no assurance that the nature of our operations will not change in the future.As discussed more fully below, if we were to be treated as a PFIC for any taxable year, a U.S. Holder would be subject to different taxation rules depending on whether the U.S.Holder makes an election to treat us as a “Qualified Electing Fund,” which election is referred to as a “QEF election.” As an alternative to making a QEF election, a U.S. Holder should beable to make a “mark-to-market” election with respect to the common shares, as discussed below. In addition, if we were to be treated as a PFIC, a U.S. Holder would be required to file anIRS Form 8621 with respect to such holder’s common stock.Taxation of U.S. Holders Making a Timely QEF ElectionIf a U.S. Holder makes a timely QEF election, which U.S. Holder is referred to as an “Electing Holder,” the Electing Holder must report each year for U.S. federal income taxpurposes its pro rata share of our ordinary earnings and its net capital gain, if any, for our taxable year that ends with or within the taxable year of the Electing Holder, regardless ofwhether or not distributions were received from us by the Electing Holder. The Electing Holder’s adjusted tax basis in the common shares will be increased to reflect taxed butundistributed earnings and profits. Distributions of earnings and profits that had been previously taxed will result in a corresponding reduction in the adjusted tax basis in the commonshares and will not be taxed again once distributed. An Electing Holder would generally recognize capital gain or loss on the sale, exchange or other disposition of the common shares. AU.S. Holder would make a QEF election with respect to any year that we are a PFIC by filing IRS Form 8621 with his, her or its U.S. federal income tax return. After the end of each taxableyear, we will determine whether we were a PFIC for such taxable year. If we determine or otherwise become aware that we are a PFIC for any taxable year, we will use commercially bestefforts to provide each U.S. Holder with all necessary information, including a PFIC Annual Information Statement, in order to enable such holder to make a QEF election for such taxableyear.Taxation of U.S. Holders Making a “Mark-to-Market” ElectionAlternatively, if we were to be treated as a PFIC for any taxable year and, as anticipated, our common stock is treated as “marketable stock,” a U.S. Holder would be allowed tomake a “mark-to-market” election with respect to our common shares. If that election is made, the U.S. Holder generally would include as ordinary income in each taxable year the excess,if any, of the fair market value of the common shares at the end of the taxable year over such U.S. Holder’s adjusted tax basis in the common shares. The U.S. Holder would also bepermitted an ordinary loss in respect of the excess, if any, of the U.S. Holder’s adjusted tax basis in the common shares over the common shares’ fair market value at the end of thetaxable year, but only to the extent of the net amount previously included in income as a result of the mark-to-market election. A U.S. Holder’s tax basis in such U.S. Holder’s commonshares would be adjusted to reflect any such income or loss amount. Gain realized on the sale, exchange or other disposition of the common shares would be treated as ordinary income,and any loss realized on the sale, exchange or other disposition of the common shares would be treated as ordinary loss to the extent that such loss does not exceed the net mark-to-market gains previously included by the U.S. Holder.87Table of ContentsTaxation of U.S. Holders Not Making a Timely QEF or Mark-to-Market ElectionFinally, if we were to be treated as a PFIC for any taxable year, a U.S. Holder who does not make either a QEF election or a “mark-to-market” election for that year, whom we referto as a “Non-Electing Holder,” would be subject to special rules with respect to (1) any excess distribution (i.e., the portion of any distributions received by the Non-Electing Holder onour common stock in a taxable year in excess of 125 percent of the average annual distributions received by the Non-Electing Holder in the three preceding taxable years, or, if shorter, theNon-Electing Holder’s holding period for the common stock), and (2) any gain realized on the sale, exchange or other disposition of our common stock. Under these special rules:•the excess distribution or gain would be allocated ratably over the Non-Electing Holders’ aggregate holding period for the common stock;•the amount allocated to the current taxable year and any taxable year before we became a passive foreign investment company would be taxed as ordinary income; and•the amount allocated to each of the other taxable years would be subject to tax at the highest rate of tax in effect for the applicable class of taxpayer for that year, and an interestcharge for the deemed deferral benefit would be imposed with respect to the resulting tax attributable to each such other taxable year.These penalties would not apply to a pension or profit sharing trust or other tax-exempt organization that did not borrow funds or otherwise utilize leverage in connection withits acquisition of our common stock. If a Non-Electing Holder who is an individual dies while owning our common stock, such Non-Electing Holder’s successor generally would notreceive a step-up in tax basis with respect to such stock.Net Investment Income TaxA U.S. Holder that is an individual or estate, or a trust that does not fall into a special class of trusts that is exempt from such tax, is subject to a 3.8% tax on the lesser of (1) suchU.S. Holder’s “net investment income” (or undistributed “net investment income” in the case of estates and trusts) for the relevant taxable year and (2) the excess of such U.S. Holder’smodified adjusted gross income for the taxable year over a certain threshold (which in the case of individuals will be between $125,000 and $250,000, depending on the individual’scircumstances). A U.S. Holder’s net investment income will generally include its gross dividend income and its net gains from the disposition of the common shares, unless suchdividends or net gains are derived in the ordinary course of the conduct of a trade or business (other than a trade or business that consists of certain passive or trading activities). Netinvestment income generally will not include a U.S. Holder’s pro rata share of the Company’s income and gain (if we are a PFIC and that U.S. Holder makes a QEF election, as describedabove in “—Taxation of U.S. Holders Making a Timely QEF Election”). However, a U.S. Holder may elect to treat inclusions of income and gain from a QEF election as net investmentincome. Failure to make this election could result in a mismatch between a U.S. Holder’s ordinary income and net investment income. If you are a U.S. Holder that is an individual, estateor trust, you are urged to consult your tax advisor regarding the applicability of the net investment income tax to your income and gains in respect of your investment in our commonshares.United States Federal Income Taxation of Non-U.S. HoldersDividends paid to a Non-U.S. Holder with respect to our common stock generally should not be subject to U.S. federal income tax, unless the dividends are effectivelyconnected with the Non-U.S. Holder’s conduct of a trade or business within the United States (and, if required by an applicable income tax treaty, are attributable to a permanentestablishment or fixed base that such holder maintains in the United States).In addition, a Non-U.S. Holder generally should not be subject to U.S. federal income tax on any gain attributable to a sale or other disposition of our common stock unless suchgain is effectively connected with its conduct of a trade or business in the United States (and, if required by an applicable income tax treaty, is attributable to a permanent establishmentor fixed base that such holder maintains in the United States) or the Non-U.S. Holder is an individual who is present in the United States for 183 days or more in the taxable year of sale orother disposition and certain other conditions are met (in which case such gain from United States sources may be subject to tax at a 30% rate or a lower applicable tax treaty rate).88Table of ContentsDividends and gains that are effectively connected with the Non-U.S. Holder’s conduct of a trade or business in the United States (and, if required by an applicable income taxtreaty, are attributable to a permanent establishment or fixed base in the United States) generally should be subject to tax in the same manner as for a U.S. Holder and, if the Non-U.S.Holder is a corporation for U.S. federal income tax purposes, it also may be subject to an additional branch profits tax at a 30% rate or a lower applicable tax treaty rate.Backup Withholding and Information ReportingIn general, information reporting for U.S. federal income tax purposes should apply to distributions made on our common stock within the United States to a non-corporate U.S.Holder and to the proceeds from sales and other dispositions of our common stock to or through a U.S. office of a broker by a non-corporate U.S. Holder. Payments made (and sales andother dispositions effected at an office) outside the United States will be subject to information reporting in limited circumstances.In addition, backup withholding of U.S. federal income tax, currently at a rate of 24%, generally should apply to distributions paid on our common stock to a non-corporate U.S.Holder and the proceeds from sales and other dispositions of our common stock by a non-corporate U.S. Holder, who:•fails to provide an accurate taxpayer identification number;•is notified by the IRS that backup withholding is required; or•fails in certain circumstances to comply with applicable certification requirements.A Non-U.S. Holder generally may eliminate the requirement for information reporting and backup withholding by providing certification of its foreign status, under penalties ofperjury, on a duly executed applicable IRS Form W-8 or by otherwise establishing an exemption.Backup withholding is not an additional tax. Rather, the amount of any backup withholding generally should be allowed as a credit against a U.S. Holder’s or a Non-U.S.Holder’s U.S. federal income tax liability and may entitle such holder to a refund, provided that certain required information is timely furnished to the IRS.Individuals who are U.S. Holders (and to the extent specified in applicable Treasury regulations, certain individuals who are Non-U.S. Holders and certain U.S. entities) whohold “specified foreign financial assets” (as defined in Section 6038D of the Code) are required to file IRS Form 8938 with information relating to the asset for each taxable year in whichthe aggregate value of all such assets exceeds $75,000 at any time during the taxable year or $50,000 on the last day of the taxable year (or such higher dollar amount as prescribed byapplicable Treasury regulations). Specified foreign financial assets would include, among other assets, our common shares, unless the shares are held through an account maintainedwith a U.S. financial institution. Substantial penalties apply to any failure to timely file IRS Form 8938, unless the failure is shown to be due to reasonable cause and not due to willfulneglect. Additionally, in the event an individual U.S. Holder (and to the extent specified in applicable Treasury regulations, an individual Non-U.S. Holder or a U.S. entity) that is requiredto file IRS Form 8938 does not file such form, the statute of limitations on the assessment and collection of U.S. federal income taxes of such holder for the related tax year may not closeuntil three years after the date that the required information is filed. U.S. Holders (including U.S. entities) and Non-U.S. Holders are encouraged to consult their own tax advisorsregarding their reporting obligations under this legislation.Marshall Islands Tax ConsequencesWe are incorporated in the Republic of the Marshall Islands. Under current Marshall Islands law, we are not subject to tax on income or capital gains, no Marshall Islandswithholding tax will be imposed upon payment of dividends by us to its shareholders, and holders of our common stock that are not residents of or domiciled or carrying on anycommercial activity in the Republic of the Marshall Islands will not be subject to Marshall Islands tax on the sale or other disposition of our common stock.F.Dividends and paying agentsNot applicable.G.Statement by expertsNot applicable.89Table of ContentsH.Documents on displayWe file annual reports and other information with the Commission. You may inspect and copy any report or document we file, including this annual report and theaccompanying exhibits, at the Commission’s public reference facilities located at 100 F Street, N.E., Room 1580, Washington, D.C. 20549. You may obtain information on the operation ofthe public reference facilities by calling the Commission at 1-800-SEC-0330, and you may obtain copies at prescribed rates. Our Commission filings are also available to the public at thewebsite maintained by the Commission at http://www.sec.gov, as well as on our website at http://www.seanergymaritime.com. Information on our website does not constitute a part ofthis annual report and is not incorporated by reference.We will also provide without charge to each person, including any beneficial owner of our common stock, upon written or oral request of that person, a copy of any and all ofthe information that has been incorporated by reference in this annual report. Please direct such requests to Investor Relations, Seanergy Maritime Holdings Corp., 154 VouliagmenisAvenue, 166 74 Glyfada, Greece, telephone number +30 213 0181507 or facsimile number +30 210 9638404.I.Subsidiary informationNot applicable.ITEM 11.QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISKInterest Rate RiskWe are exposed to risks associated with changes in interest rates relating to our unhedged variable–rate borrowings, according to which we pay interest at a rate of SOFR orterm SOFR plus a margin; as such increases in interest rates could affect our results of operations and ability to service our debt. As of December 31, 2023, we had aggregate variable-rate borrowings, of $198.5 million. We have not entered into any hedging contracts to protect against interest rate fluctuations.The following table sets forth the sensitivity of our existing loans as of December 31, 2023, as to a 100-basis point increase in Term SOFR and reflects the additional interestexpense.YearAmount2024$1.9 million2025$1.5 million2026$1.0 million2027$0.4 million2028$0.1 million2029$0.05 million2030$0.01 millionTotal$5.0 millionForeign Currency Exchange Rate RiskWe generate all of our revenue in U.S. dollars. The minority of our operating expenses (approximately 10% in 2023) and about half of our general and administration expenses(approximately 49% in 2023) are in currencies other than the U.S. dollar, primarily the Euro. For accounting purposes, expenses incurred in other currencies are converted into U.S. dollarsat the exchange rate prevailing on the date of each transaction. We do not consider the risk from exchange rate fluctuations to be material for our results of operations, as during 2023,these non-US dollar expenses represented 16% of our revenues. However, the portion of our business conducted in other currencies could increase in the future, which could expandour exposure to losses arising from exchange rate fluctuations. We have not hedged currency exchange risks associated with our expenses.ITEM 12.DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIESNot applicable.90Table of ContentsPART IIITEM 13.DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIESNone.ITEM 14.MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND USE OF PROCEEDSOn July 2, 2021, we adopted a shareholders rights agreement, pursuant to which each of our common shares includes one preferred stock purchase right that entitles the holderto purchase from us a unit consisting of one-thousandth of a share of our Series A Participating Preferred Shares if any third-party seeks to acquire control of a substantial block of ourcommon shares without the approval of our board of directors. The shareholders rights agreement was amended and restated on December 13, 2023. See “Description of Securities”attached to this annual report as Exhibit 2.5 for a description of our amended and restated shareholders rights agreement.ITEM 15.CONTROLS AND PROCEDURESa)Disclosure Controls and ProceduresManagement (our Chief Executive Officer and our Chief Financial Officer) has evaluated the effectiveness of the design and operation of the Company’s disclosure controls andprocedures pursuant to Rules 13a-15(e) and 15d-15(e) under the U.S. Securities Exchange Act of 1934, as amended, or the Exchange Act, as of the end of the period covered by thisannual report (as of December 31, 2023). The term disclosure controls and procedures is defined under the Commission’s rules as controls and other procedures of an issuer that aredesigned to ensure that information required to be disclosed by the Company in the reports that it files or submits under the Exchange Act is recorded, processed, summarized andreported, within the time periods specified in the Commission’s rules and forms. Disclosure controls and procedures include, without limitation, controls and procedures designed toensure that information required to be disclosed by the Company in the reports that it files or submits under the Exchange Act is accumulated and communicated to the Company’smanagement (our Chief Executive Officer and our Chief Financial Officer, or persons performing similar functions) as appropriate to allow timely decisions regarding required disclosure. There are inherent limitations to the effectiveness of any system of disclosure controls and procedures, including the possibility of human error and the circumvention or overriding ofthe controls and procedures. Accordingly, even effective disclosure controls and procedures can only provide reasonable assurance of achieving their control objectives.Based on that evaluation, our Chief Executive Officer and our Chief Financial Officer have concluded that our disclosure controls and procedures are effective as of theevaluation date.b)Management’s Annual Report on Internal Control over Financial ReportingOur management is responsible for establishing and maintaining adequate internal control over financial reporting as such term is identified in Exchange Act Rule 13a-15(f). Ourinternal control over financial reporting is a process designed under the supervision of our Chief Executive Officer and our Chief Financial Officer and effected by our board of directors,management and other personnel, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of our financial statements for external reportingpurposes in accordance with U.S. GAAP.Internal control over financial reporting includes those policies and procedures that (i) pertain to the maintenance of records that, in reasonable detail, accurately and fairlyreflect transactions and dispositions of assets; (ii) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordancewith U.S. GAAP, and that receipts and expenditures are being made only in accordance with the authorization of our management and directors; and (iii) provide reasonable assuranceregarding prevention or timely detection of unauthorized acquisition, use, or disposition of the Company’s assets that could have a material effect on the consolidated financialstatements.Management (our Chief Executive Officer and our Chief Financial Officer), has assessed the effectiveness of our internal control over financial reporting as of December 31,2023, based on the framework established in Internal Control - Integrated Framework (2013), issued by the Committee of Sponsoring Organizations of the Treadway Commission. Basedon this assessment, management has determined that the Company’s internal control over financial reporting is effective as of December 31, 2023.91Table of ContentsHowever, it should be noted that because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements with certainty even whendetermined to be effective and can only provide reasonable assurance with respect to financial statement preparation and presentation. Also, projections of any evaluation ofeffectiveness to future periods are subject to the risk that controls may become inadequate / obsolete because of changes in conditions, or that the degree of compliance with thepolicies and procedures may deteriorate.c)Attestation Report of the Registered Public Accounting FirmThe effectiveness of the Company’s internal control over financial reporting as of December 31, 2023 has been audited by Deloitte Certified Public Accountants S.A., anindependent registered public accounting firm, as stated in their report which appears below.REPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRMTo the Stockholders and the Board of Directors of Seanergy Maritime Holdings Corp.Opinion on Internal Control over Financial ReportingWe have audited the internal control over financial reporting of Seanergy Maritime Holdings Corp. and subsidiaries (the “Company”) as of December 31, 2023, based on criteriaestablished in Internal Control — Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission (COSO). In our opinion, theCompany maintained, in all material respects, effective internal control over financial reporting as of December 31, 2023, based on criteria established in Internal Control — IntegratedFramework (2013) issued by COSO.We have also audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the consolidated financial statements asof and for the year ended December 31, 2023, of the Company and our report dated April 3, 2024, expressed an unqualified opinion on those financial statements.Basis for OpinionThe Company’s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control overfinancial reporting, included in the accompanying “Management’s Annual Report on Internal Control Over Financial Reporting”. Our responsibility is to express an opinion on theCompany’s internal control over financial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be independent with respect tothe Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.We conducted our audit in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance aboutwhether effective internal control over financial reporting was maintained in all material respects. Our audit included obtaining an understanding of internal control over financialreporting, assessing the risk that a material weakness exists, testing and evaluating the design and operating effectiveness of internal control based on the assessed risk, and performingsuch other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.Definition and Limitations of Internal Control over Financial ReportingA company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation offinancial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control over financial reporting includes those policies andprocedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2)provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, andthat receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonableassurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company’s assets that could have a material effect on the financial statements.Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness tofuture periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures maydeteriorate./s/ Deloitte Certified Public Accountants S.A.Athens, GreeceApril 3, 2024d)Changes in Internal Control over Financial ReportingThere have been no changes in our internal control over financial reporting during the year covered by this annual report that have materially affected, or are reasonably likelyto materially affect, our internal control over financial reporting.ITEM 16.[RESERVED]ITEM 16A.AUDIT COMMITTEE FINANCIAL EXPERTOur board of directors has determined that Mr. Dimitrios Anagnostopoulos, an independent director and a member of our audit committee, is an “Audit Committee FinancialExpert” under Commission rules and the corporate governance rules of the Nasdaq Stock Market.ITEM 16B.CODE OF ETHICSWe have adopted a Code of Business Conduct and Ethics that applies to our employees, officers and directors. Our Code of Business Conduct and Ethics is available on theCorporate Governance section of our website at www.seanergymaritime.com. Information on our website does not constitute a part of this annual report and is not incorporated byreference. We will also provide a hard copy of our Code of Business Conduct and Ethics free of charge upon written request. We intend to disclose any waivers to or amendments ofthe Code of Business Conduct and Ethics for the benefit of any of our directors and executive officers within 5 business days of such waiver or amendment. Shareholders may directtheir requests to the attention of Investor Relations, Seanergy Maritime Holdings Corp., 154 Vouliagmenis Avenue, 16674 Glyfada.ITEM 16C.PRINCIPAL ACCOUNTANT FEES AND SERVICESDeloitte Certified Public Accountants S.A. (“Deloitte”), an independent registered public accounting firm, has audited our annual financial statements acting as our independentauditor for the fiscal year ended December 31, 2023 and for the fiscal year ended December 31, 2022. Audit, audit-related and non-audit services billed and accrued from Deloitte CertifiedPublic Accountants S.A., as applicable are as follows: 2023 2022 Audit fees $318,000 $300,000 Audit related fees 28,000 - Tax fees - - All other fees - - Total fees $346,000 $300,000 Audit fees for 2023 related to professional services rendered for the audit of our financial statements and the audit of internal control over financial reporting for the year endedDecember 31, 2023. Audit related fees relate to services in connection with equity offerings and issuance of comfort letters. Audit fees for 2022 related to professional services renderedfor the audit of our financial statements for the year ended December 31, 2022. As per the audit committee charter, our audit committee pre-approves all audit, audit-related and non-auditservices not prohibited by law to be performed by our independent registered public accounting firm and associated fees prior to the engagement of the independent registered publicaccounting firm with respect to such services.92Table of ContentsITEM 16D.EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEESNot applicable.ITEM 16E.PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED PURCHASERSPeriod TotalNumber ofShares (or Units)Purchased AveragePrice Paidper Share(or Units) Total Number ofShares (or Units)Purchased as Partof Publicly AnnouncedPlans or Programs Maximum Number (orApproximate Dollar Value)of Shares (or Units)that May Yet Be PurchasedUnder the Plans or Programs May 1-31, 2023 110,386 $4.32 110,386 $0 June 1-30, 2023 251,775 $4.36 251,775 $0 December 13-31, 2023 13,370 $7.20 13,370 $24,903,436 February 1-29, 2024 115,312 $7.29 115,312 $24,059,991 In addition, the Company’s Chairman and Chief Executive Officer acquired, during 2023, a total of 200,000 common shares in the open market for an aggregate purchase price ofapproximately $1.1 million In addition, the Company’s Chief Financial Officer acquired 18,510 shares in the open market for an aggregate purchase price of approximately $100,000.On June 28, 2022, our Board of Directors authorized the June 2022 Repurchase Plan pursuant to which we could repurchase up to $5.0 million of our outstanding commonshares, convertible note, and warrants until December 31, 2022. On November 28, 2022, the Board of Directors authorized the extension of this plan until December 31, 2023. On December13, 2023, the Board of Directors terminated the June 2022 Repurchase Plan expiring on December 31, 2023 and authorized the December 2023 Repurchase Plan pursuant to which we canrepurchase up to $25.0 million of our outstanding common shares or other securities. This plan expires on December 31, 2025 and, as of the date of this annual report, $24,059,991 remainsavailable for repurchases under this plan.On November 28, 2022, the Board of Directors authorized also a tender offer to purchase our outstanding Class E Warrants to purchase one common share, par value $0.0001, ata price of $0.20 per warrant. The tender offer expired at 5:00 P.M., Eastern Time, on January 10, 2023. A total of 4,038,114 Class E Warrants were tendered under the tender offer.ITEM 16F.CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANTThe disclosure called for by paragraph (a) of this Item 16F was previously reported, as that term is defined in Rule 12b-2 under the Exchange Act, in “Item 16F. Change inRegistrant’s Certifying Accountant” of our annual report on Form 20-F for the fiscal year ended December 31, 2022, filed with the SEC on March 31, 2023.ITEM16G.CORPORATE GOVERNANCEAs a foreign private issuer, as defined in Rule 3b-4 under the Exchange Act, the Company is permitted to follow certain corporate governance rules of its home country in lieu ofNasdaq’s corporate governance rules. The Company’s corporate governance practices deviate from Nasdaq’s corporate governance rules in the following ways:•In lieu of obtaining shareholder approval prior to the issuance of designated securities or the adoption of equity compensation plans or material amendments to such equitycompensation plans, we will comply with provisions of the BCA, providing that the board of directors approves share issuances and adoptions of and material amendments toequity compensation plans. Likewise, in lieu of obtaining shareholder approval prior to the issuance of securities in certain circumstances, consistent with the BCA and ourrestated articles of incorporation, as amended, and fourth amended and restated bylaws, the board of directors approves certain share issuances.•The Company’s board of directors is not required to have an Audit Committee comprised of at least three members. Our Audit Committee is comprised of two members.•The Company’s board of directors is not required to meet regularly in executive sessions without management present.93Table of Contents•As a foreign private issuer, we are not required to solicit proxies or provide proxy statements to Nasdaq pursuant to Nasdaq corporate governance rules or Marshall Islands law.Consistent with Marshall Islands law and as provided in our fourth amended and restated bylaws, we will notify our shareholders of meetings between 15 and 60 days before themeeting. This notification will contain, among other things, information regarding business to be transacted at the meeting.Other than as noted above, we are in full compliance with all other applicable Nasdaq corporate governance standards.ITEM 16H.MINE SAFETY DISCLOSURENot applicable.ITEM 16I.DISCLOSURE REGARDING FOREIGN JURISDICTIONS THAT PREVENT INSPECTIONSNot applicable.ITEM 16J.INSIDER TRADING POLICIESOur Board of Directors has adopted the “Statement of Company Policy – Trading in the Company’s Securities” in relation to policies and procedures to detect and preventinsider trading (“Insider Trading Policy”) governing the purchase, sale, and other dispositions of our securities by directors, senior management, and employees that are reasonablydesigned to promote compliance with applicable insider trading laws, rules and regulations, and any listing standards applicable to us. A copy of our Insider Trading Policy has beenfiled as Exhibit 11.1 to this annual report.ITEM 16K.CYBERSECURITYWe believe that cybersecurity is fundamental in our operations and, as such, we are committed to maintaining robust governance and oversight of cybersecurity risks and toimplementing comprehensive processes and procedures for identifying, assessing, and managing material risks from cybersecurity threats as part of our broader risk management systemand processes. Our cybersecurity risk management strategy prioritizes detection, analysis and response to known, anticipated or unexpected threats; effective management of securityrisks; and resiliency against incidents. With the ever-changing cybersecurity landscape and continual emergence of new cybersecurity threats, our board of directors and seniormanagement team ensure that adequate resources are devoted to cybersecurity risk management and the technologies, processes and people that support it. We implement risk-basedcontrols to protect our information, the information of our customers, suppliers, and other third parties, our information systems, our business operations, and our vessels.As part of our cybersecurity risk management system, our information and technology management team is comprised of a senior IT professional, leading an appropriatelystaffed information and technology department, having extensive experience and expertise on all information and technology matters, including cybersecurity. To this end, ourinformation and technology management team tracks and logs privacy and security incidents across our Company, our vessels, our customers, suppliers and other third-party serviceproviders to remediate and resolve any such incidents. Significant incidents are reviewed regularly by our information and technology management team to determine whether furtherescalation is appropriate. We also engage annually third parties, such as specialized assessors, consultants, as well as our internal audit department, to audit our information securitysystems, whose findings are reported to our senior management team. Any identified incident assessed as potentially being or potentially becoming material is immediately escalated forfurther assessment, and then reported to our senior management team who is responsible to assess its overall materiality in due time and decide whether further reference to our boardof directors is necessary. We further consult with outside counsel as appropriate, including on materiality analysis and disclosure requirements, and our senior management, incooperation, if required, with our board of directors, makes the final materiality determinations and disclosure and other compliance decisions.As we do not have a dedicated board committee solely focused on cybersecurity, our senior management team has oversight responsibility for risks and incidents relating tocybersecurity threats, including compliance with disclosure requirements, cooperation with law enforcement, and related effects on financial and other risks, and it reports any materialfindings and recommendations, as appropriate, to our board of directors for consideration.Overall, our approach to cybersecurity risk management includes the following key elements:(i)Continuous monitoring of cybersecurity threats, both internal and external. through the use of data analytics and network monitoring systems.(ii)Engagement of third party consultants and other advisors to assist in assessing points of vulnerability of our information security systems.94Table of Contents(iii)Overall assessment of cybersecurity incidents materiality and potential impact on the company’s operations and financial condition by our senior management teamand our board of directors, in cooperation, if considered necessary, with specialized external consultants.(iv)Oversight responsibility of cybersecurity risks and compliance with relevant disclosure requirements lies with our senior management team and our board of directors.(v)Training and Awareness – we have various information technology policies relating to cybersecurity. We also provide employee mandatory training that isadministered on a periodic basis that reinforces our information technology policies, standards and practices, as well as the expectation that employees comply withthese policies and identify and report potential cybersecurity risks. We also require employees to sign confidentiality agreements, where appropriate to their role.We continue to invest in our cybersecurity systems and to enhance our internal controls and processes. Our business strategy, results of operations and financial conditionhave not been materially affected by risks from cybersecurity threats, including as a result of previously identified cybersecurity incidents, but we cannot provide assurance that theywill not be materially affected in the future by such risks or any future material incidents. While we have dedicated appropriate resources to identifying, assessing, and managing materialrisks from cybersecurity threats, our efforts may not be adequate, may fail to accurately assess the severity of an incident, may not be sufficient to prevent or limit harm, or may fail tosufficiently remediate an incident in a timely fashion, any of which could harm our business, reputation, results of operations and financial condition. For more information certain risksassociated with cybersecurity, see “Item 3.D. Risk Factors— Risks Relating to Our Company —A cyber-attack could materially disrupt our business.”PART IIIITEM 17.FINANCIAL STATEMENTSSee “Item 18. Financial Statements.”ITEM 18.FINANCIAL STATEMENTSThe financial information required by this item, together with the report of Deloitte Certified Public Accountants S.A., is set forth on pages F-1 through F-40 and are filed as partof this annual report.95Table of ContentsITEM 19.EXHIBITSExhibitNumberDescription 1.1Restated Articles of Incorporation(1) 1.2Amendment to Restated Articles of Incorporation dated June 29, 2020 (2) 1.3Amendment to Restated Articles of Incorporation dated February 15, 2023 (3) 1.4Fourth Amended and Restated Bylaws (4) 2.1Specimen Common Stock Certificate (5) 2.2Statement of Designation of the Series A Participating Preferred Shares of the Company(6) 2.3Amended and Restated Shareholders Rights Agreement, dated as of December 13, 2023, by and between Seanergy Maritime Holdings Corp. and Continental StockTransfer & Trust Company, as Rights Agent(7) 2.4Statement of Designation of the Series B Preferred Shares of the Company(8) 2.5Description of Securities* 4.1Amended and Restated 2011 Equity Incentive Plan of the registrant adopted on March 27, 2024* 4.2Form of Ship Technical Management Agreement with V.Ships Greece for the M/V Friendship(9) 4.3Form of Ship Technical Management Agreement with V.Ships Greece M/V Titanship* 4.4Form of Ship Technical Management Agreement with V.Ships Greece for the M/V Championship(10) 4.5Form of Ship Technical Management Agreement with Seanergy Shipmanagement Corp.(11) 4.6Form of Ship Technical Management Agreement with Seanergy Shipmanagement Corp. for the M/V Friendship(12) 4.7Commercial Management Agreement dated March 2, 2015 between Seanergy Management Corp. and Fidelity Marine Inc.(13) 4.8Amendment No. 1 dated September 11, 2015 between Seanergy Management Corp. and Fidelity Marine Inc. with respect to the Commercial Management Agreementdated March 2, 2015(14) 4.9Amendment No. 2 dated as of February 24, 2016 between Seanergy Management Corp. and Fidelity Marine Inc. with respect to the Commercial Management Agreementdated March 2, 2015(15) 4.10Amendment No. 3 dated February 1, 2018 between Seanergy Management Corp. and Fidelity Marine Inc. with respect to the Commercial Management Agreement datedMarch 2, 2015(16) 4.11Amendment No. 4 dated June 28, 2018 between Seanergy Management Corp. and Fidelity Marine Inc. with respect to the Commercial Management Agreement datedMarch 2, 2015(17) 4.12Amendment No. 5 dated November 3, 2021 between Seanergy Management Corp. and Fidelity Marine Inc. with respect to the Commercial Management Agreement datedMarch 2, 2015(18) 4.13Registration Rights Agreement dated March 12, 2015 between the registrant and Stamatios Tsantanis(19) 4.14Sale and Purchase Agreement dated September 19, 2018 between Seanergy Management Corp. and Hyundai Materials Corporation(20) 4.15Addendum No. 1 to Sale and Purchase Agreement dated September 28, 2018 between Seanergy Management Corp. and Hyundai Materials Corporation in respect of theSale and Purchase Agreement dated September 19, 2018(21)96Table of Contents4.16Bareboat Charter Agreement dated May 11, 2021 between with Cargill International SA and Flag Marine Co. for the M/V Flagship(22) 4.17Guarantee and Indemnity in respect of Flagship dated May 11, 2021 between the registrant and Cargill International SA(23) 4.18Bareboat Charter dated June 22, 2021 between Sea 241 Leasing Co. Limited and Hellas Ocean Navigation Co. for the M/V Hellasship(24) 4.19Guarantee in respect of Hellasship dated June 22, 2021 between the registrant and Sea 241 Leasing Co. Limited(25) 4.20Amendment and Restatement Deed relating to a bareboat charter agreement dated 22 June 2021 in respect of the m/v Hellasship, dated September 25, 2023, between theregistrant, Hellas Ocean Navigation Co. and Sea 241 Leasing Co. Limited* 4.21Bareboat Charter dated June 22, 2021 between Sea 242 Leasing Co. Limited and Patriot Shipping Co. for the M/V Patriotship(26) 4.22Guarantee in respect of Patriotship dated June 22, 2021 between the registrant and Sea 242 Leasing Co. Limited(27) 4.23Amendment and Restatement Deed relating to a bareboat charter agreement dated 22 June 2021 in respect of the m/v Patriotship, dated September 25, 2023, between theregistrant, Patriot Shipping Co. and Sea 242 Leasing Co. Limited* 4.24Facility Agreement dated August 9, 2021 between Friend Ocean Navigation Co., Lord Ocean Navigation Co., Squire Ocean Navigation Co. and Alpha Bank S.A.(28) 4.25First Supplemental Letter dated December 1, 2021 with respect to the Facility Agreement dated August 9, 2021(29) 4.26First Supplemental Agreement dated June 30, 2022 between the registrant, Duke Shipping Co. and Friend Ocean Navigation Co., Lord Ocean Navigation Co., SquireOcean Navigation Co. and Alpha Bank S.A. with respect to the Facility Agreement dated August 9, 2021(30) 4.27Second Supplemental Agreement dated November 10, 2023 between Friend Ocean Navigation Co., Squire Ocean Navigation Co., Duke Shipping Co. and Alpha BankS.A. with respect to the Facility Agreement dated August 9, 2021* 4.28Facility Agreement dated December 20, 2021 between the registrant, Sea Genius Shipping Co., and Sinopac Capital International (HK) Limited(31) 4.29Overriding Agreement dated August 25, 2023 to the Facility Agreement dated December 20, 2021 between, inter alia, the registrant, Sea Genius Shipping Co., SeanergyShipmanagement Corp. and Sinopac Capital International (HK) Limited* 4.30Bareboat Charter Agreement dated February 25, 2022 between Artemis Lease 01 Limited and Partner Marine Co. for the M/V Partnership(32) 4.31Performance Guarantee in respect of the M/V Partnership between the registrant and Artemis Lease 01 Limited dated February 25, 2022(33) 4.32Facility Agreement dated June 21, 2022 between Duke Shipping Co. and Alpha Bank S.A.(34) 4.33Facility Agreement dated June 22, 2022 between the registrant, World Shipping Co., Honor Shipping Co. and Piraeus Bank S.A.(35) 4.34Supplemental Agreement dated July 3, 2023, relating to the Facility Agreement dated June 22, 2022, between the registrant, World Shipping Co., Honor Shipping Co. andPiraeus Bank S.A.* 4.35Overriding Agreement dated July 3, 2023 to the Facility Agreement dated June 22, 2022 between the registrant, World Shipping Co., Honor Shipping Co., SeanergyShipmanagement Corp. and Piraeus Bank S.A.*97Table of Contents4.36Deed of Accession, Amendment and Restatement relating to a facility agreement dated October 10, 2022, dated April 18 2023, between the registrant, Fellow ShippingCo., Premier Marine Co., Champion Marine Co. and Danish Ship Finance A/S* 4.37Facility Agreement dated December 15, 2022 between Paros Ocean Navigation Co. and Alpha Bank S.A.(36) 4.38Class D Warrant Agency Agreement dated April 2, 2020 by and between Continental Stock Transfer & Trust Company and the registrant(37) 4.39Form of Class D Warrant Certificate(38) 4.40Bareboat Charter Agreement dated March 29, 2023 between Great Something Co, Ltd. and Knight Ocean Navigation Co. for the M/V Knightship(39) 4.41Addendum to the Bareboat Charter Agreement dated March 29, 2023 between Great Something Co., Ltd. and Knight Ocean Navigation Co. for the M/V Knightship,dated March 29, 2023(40) 4.42Charterer Performance Guarantee in respect of the M/V Knightship dated March 29, 2023 between the registrant and Great Something Co., Ltd.(41) 4.43Bareboat Charterparty dated April 24, 2023 between Village Seven Co., Ltd., V7 Fune Inc. and Lord Ocean Navigation Co. for the M/V Lordship* 4.44Addendum No.1 to the Bareboat Charterparty dated April 24, 2023 between Village Seven Co., Ltd., V7 Fune Inc. and Lord Ocean Navigation Co. for the M/V Lordship,dated April 24, 2023* 4.45Guarantee in respect of the M/V Lordship dated April 24, 2023 of the registrant in favor of Village Seven Co., Ltd. and V7 Fune Inc.* 4.46Bareboat Charterparty dated May 9, 2023 between Mi-Das Line S.A. and Titan Ocean Navigation Co. for the M/V Titanship* 4.47Form of Class E Warrant Agency Agreement by and between the registrant and Continental Stock Transfer & Trust Company(42) 4.48Form of Class E Warrant(43) 4.49Form of Technical Management Agreement with Seanergy Shipmanagement Corp. for dry bulk vessels of United Maritime Corporation(44) 4.50Contribution and Conveyance Agreement dated July 5, 2022 between the registrant and United Maritime Corporation(45) 4.51Right of First Refusal and First Offer Agreement between the registrant and United Maritime Corporation(46) 4.52Master Management Agreement dated July 5, 2022 between the registrant and United Maritime Corporation(47) 4.53Commercial Management Agreement dated April 5, 2023 between Seanergy Management Corp. and United Management Corp.* 8.1List of Subsidiaries* 11.1Statement of Company Policy – Trading in the Company’s Securities* 12.1Certificate of Principal Executive Officer pursuant to Rule 13a-14(a) of the Exchange Act* 12.2Certificate of Principal Financial Officer pursuant to Rule 13a-14(a) of the Exchange Act* 13.1Certificate of Principal Executive Officer pursuant to 18 U.S.C. Section 1350 as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002*98Table of Contents13.2Certificate of Principal Financial Officer pursuant to 18 U.S.C. Section 1350 as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002* 15.1Consent of Deloitte Certified Public Accountants S.A.* 15.2Consent of Ernst & Young (Hellas) Certified Auditors Accountants S.A.* 97.1Policy for the Recovery of Erroneously Awarded Incentive Compensation* 101The following financial information from the registrant’s annual report on Form 20-F for the fiscal year ended December 31, 2023, formatted in Inline Extensible BusinessReporting Language (XBRL)*(1) Consolidated Balance Sheets as of December 31, 2023 and 2022;(2) Consolidated Statements of Income/(loss) for the years ended December 31, 2023, 2022 and 2021;(3) Consolidated Statements of Shareholders’ (Deficit) / Equity for the years ended December 31, 2023, 2022 and 2021; and(4) Consolidated Statements of Cash Flows for the years ended December 31, 2023, 2022 and 2021. 104Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101)**Filed herewith(1)Incorporated herein by reference to Exhibit 3.1 to the registrant’s report on Form 6-K filed with the Commission on August 30, 2019.(2)Incorporated herein by reference to Exhibit 3.2 to the registrant’s registration statement on Form F-1 filed with the Commission on February 19, 2021.(3)Incorporated herein by reference to Exhibit 3.8 to the registrant’s report on Form 6-K filed with the Commission on February 15, 2023.(4)Incorporated herein by reference to Exhibit 1.1 to the registrant’s report on Form 6-K furnished to the Commission on December 14, 2023 .(5)Incorporated herein by reference to Exhibit 4.1 to the registrant’s report on Form 6-K filed with the Commission on February 15, 2023.(6)Incorporated herein by reference to Exhibit 3.1 to the registrant’s report on Form 6-K filed with the Commission on July 2, 2021.(7)Incorporated herein by reference to Exhibit 4.1 to the registrant’s report on Form 6-K furnished to the Commission on December 14, 2023.(8)Incorporated herein by reference to Exhibit 99.4 to the registrant’s report on Form 6-K filed with the Commission on December 10, 2021.(9)Incorporated herein by reference to Exhibit 4.6 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(10)Incorporated herein by reference to Exhibit 4.7 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(11)Incorporated herein by reference to Exhibit 4.10 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(12)Incorporated herein by reference to Exhibit 4.11 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(13)Incorporated herein by reference to Exhibit 4.52 to the registrant’s annual report on Form 20-F filed with the Commission on April 21, 2015.99Table of Contents(14)Incorporated herein by reference to Exhibit 4.14 to the registrant’s annual report on Form 20-F filed with the Commission on April 20, 2016.(15)Incorporated herein by reference to Exhibit 4.15 to the registrant’s annual report on Form 20-F filed with the Commission on April 20, 2016.(16)Incorporated herein by reference to Exhibit 4.13 to the registrant’s annual report on Form 20-F filed with the Commission on March 7, 2018.(17)Incorporated herein by reference to Exhibit 4.19 to the registrant’s annual report on Form 20-F filed with the Commission on March 25, 2019.(18)Incorporated herein by reference to Exhibit 4.17 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(19)Incorporated herein by reference to Exhibit 4.58 to the registrant’s annual report on Form 20-F filed with the Commission on April 21, 2015.(20)Incorporated herein by reference to Exhibit 10.89 to the registrant’s registration statement on Form F-1 filed with the Commission on November 8, 2018.(21)Incorporated herein by reference to Exhibit 10.90 to the registrant’s registration statement on Form F-1 filed with the Commission on November 8, 2018.(22)Incorporated herein by reference to Exhibit 4.53 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(23)Incorporated herein by reference to Exhibit 4.54 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(24)Incorporated herein by reference to Exhibit 4.55 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(25)Incorporated herein by reference to Exhibit 4.56 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(26)Incorporated herein by reference to Exhibit 4.57 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(27)Incorporated herein by reference to Exhibit 4.58 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(28)Incorporated herein by reference to Exhibit 4.59 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(29)Incorporated herein by reference to Exhibit 4.60 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(30)Incorporated herein by reference to Exhibit 4.49 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(31)Incorporated herein by reference to Exhibit 4.62 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.100Table of Contents(32)Incorporated herein by reference to Exhibit 4.63 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(33)Incorporated herein by reference to Exhibit 4.64 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2022.(34)Incorporated herein by reference to Exhibit 4.53 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(35)Incorporated herein by reference to Exhibit 4.54 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(36)Incorporated herein by reference to Exhibit 4.56 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(37)Incorporated herein by reference to Exhibit 4.1 to the registrant’s report on Form 6-K filed with the Commission on April 3, 2020.(38)Incorporated herein by reference to Exhibit 4.2 to the registrant’s report on Form 6-K filed with the Commission on April 3, 2020.(39)Incorporated herein by reference to Exhibit 4.59 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(40)Incorporated herein by reference to Exhibit 4.60 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(41)Incorporated herein by reference to Exhibit 4.61 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(42)Incorporated herein by reference to Exhibit 4.1 to the registrant’s report on Form 6-K furnished to the Commission on August 19, 2020.(43)Incorporated herein by reference to Exhibit 4.2 to the registrant’s report on Form 6-K furnished to the Commission on August 19, 2020.(44)Incorporated herein by reference to Exhibit 4.67 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(45)Incorporated herein by reference to Exhibit 4.68 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(46)Incorporated herein by reference to Exhibit 4.69 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.(47)Incorporated herein by reference to Exhibit 4.70 to the registrant’s annual report on Form 20-F filed with the Commission on March 31, 2023.101Table of ContentsSIGNATURESThe registrant hereby certifies that it meets all of the requirements for filing on Form 20-F and that it has duly caused and authorized the undersigned to sign this annual reporton its behalf. SEANERGY MARITIME HOLDINGS CORP. By:/s/ Stamatios Tsantanis Name:Stamatios Tsantanis Title:Chairman & Chief Executive Officer Date: April 3, 2024 102Table of ContentsINDEX TO CONSOLIDATED FINANCIAL STATEMENTS Page Reports of Independent Registered Public Accounting Firm (PCAOB ID 1163)F-2 Reports of Independent Registered Public Accounting Firm (PCAOB ID 1457)F-4 Consolidated Balance Sheets as of December 31, 2023 and 2022F-5 Consolidated Statements of Income for the years ended December 31, 2023, 2022 and 2021F-6 Consolidated Statements of Stockholders’ Equity for the years ended December 31, 2023, 2022 and 2021F-7 Consolidated Statements of Cash Flows for the years ended December 31, 2023, 2022 and 2021F-8 Notes to the Consolidated Financial StatementsF-9F-1Table of ContentsREPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRMTo the Stockholders and the Board of Directors of Seanergy Maritime Holdings Corp.Opinion on the Financial Statements We have audited the accompanying consolidated balance sheets of Seanergy Maritime Holdings Corp. and subsidiaries (the “Company”) as of December 31, 2023 and 2022, the relatedconsolidated statements of income, stockholders’ equity, and cash flows, for each of the two years in the period ended December 31, 2023, and the related notes (collectively referred toas the “financial statements”). In our opinion, the financial statements present fairly, in all material respects, the financial position of the Company as of December 31, 2023 and 2022, andthe results of its operations and its cash flows for each of the two years in the period ended December 31, 2023, in conformity with accounting principles generally accepted in the UnitedStates of America.We have also audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the Company’s internal control over financialreporting as of December 31, 2023, based on criteria established in Internal Control — Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of theTreadway Commission and our report dated April 3, 2024, expressed an unqualified opinion on the Company’s internal control over financial reporting.Basis for OpinionThese financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on the Company’s financial statements based on our audits.We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and theapplicable rules and regulations of the Securities and Exchange Commission and the PCAOB.We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether thefinancial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of thefinancial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included examining, on a test basis, evidence regarding theamounts and disclosures in the financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well asevaluating the overall presentation of the financial statements. We believe that our audits provide a reasonable basis for our opinion.Critical Audit MatterThe critical audit matter communicated below is a matter arising from the current-period audit of the financial statements that was communicated or required to be communicated to theaudit committee and that (1) relates to accounts or disclosures that are material to the financial statements and (2) involved our especially challenging, subjective, or complex judgments.The communication of critical audit matters does not alter in any way our opinion on the financial statements, taken as a whole, and we are not, by communicating the critical audit matterbelow, providing a separate opinion on the critical audit matter or on the accounts or disclosures to which it relates. Impairment of Long-Lived Assets – Future Charter Rates for vessels with impairment indicators – Refer to Note 2 of the consolidated financial statements. Critical Audit Matter Description The Company’s evaluation of its vessels, including the vessel acquired through a finance lease for which the Company has recorded a right of use asset, for impairment involves aninitial assessment of each vessel to determine whether events or changes in circumstances exist that may indicate that the carrying amount of the vessel is greater than its fair value andmay no longer be recoverable. As of December 31, 2023, 4 out of 17 vessels had an impairment indication. F-2Table of ContentsIf indicators of impairment exist for a vessel, the Company determines the recoverable amount by estimating the undiscounted future cash flows associated with the vessel. If thecarrying value of the vessel (plus the unamortized dry-docking costs) exceeds its undiscounted future net cash flows, the carrying value of the vessel is reduced to its fair value. Theundiscounted cash flows incorporate various factors and significant assumptions, including estimated future charter rates for Capesize bulkers. Future charter rates reflect the estimatedcharter revenues which are based on a combination of charter rates estimates for the first calendar year, and the 10-year average historical charter earnings, of similar size vessels,excluding outliers, for the period thereafter up to the end of the estimated useful life of the vessel. The estimated future charter rates are then adjusted for estimated commissions,expected off hires due to scheduled maintenance and estimated unexpected off hires, adding an estimated premium for vessels with installed scrubbers if applicable. We identified future charter rates for vessels with impairment indicators used in the undiscounted future cash flows analysis of vessels with an impairment indication as a critical auditmatter because of the complex judgements made by management to estimate future charter rates and the significant impact they have on undiscounted cash flows expected to begenerated over the remaining useful life of the vessel. This required a high degree of auditor judgment and an increased extent of effort when performing audit procedures to evaluate the reasonableness of management’s projected charterrates. How the Critical Audit Matter Was Addressed in the Audit Our audit procedures related to the future charter rates for vessels with impairment indicators utilized in the undiscounted future cash flows included the following among others: •We tested the effectiveness of controls over management’s review of the impairment analysis, including the future charter rates used within the undiscounted future cash flowsanalysis.•We evaluated the reasonableness of the Company’s estimate of future charter rates by: oEvaluating the Company’s methodology for estimating the future charter rates utilized by using our industry experience. For the first calendar year the Company estimates thedaily future charter rate using the average of three published third-party estimates. For the periods thereafter the Company bases its estimate on a published third party’saverage 10-year historical daily charter earnings of similar size vessels excluding outliers. These future charter rates are then adjusted for estimated commissions, expected offhires due to scheduled maintenance, estimated unscheduled off hires and estimated premium for vessels with installed scrubbers. oComparing the future charter rates utilized in the undiscounted future cash flow analysis to a) historical rate information for Capesize bulkers published by third parties, b) theCompany’s budget, c) other external market sources, including analysts’ reports, d) market reports on spreads on marine fuel (for determination of premium for scrubber fittedvessels), reports on prospective market outlook, and e) the Company’s historical records to assess estimated commissions and off hires. oConsidering the consistency of the assumptions used with evidence obtained in other areas of the audit. This included, among others, 1) internal communications bymanagement to the board of directors, and 2) external communications by management to analysts and investors./s/ Deloitte Certified Public Accountants S.A.Athens, GreeceApril 3, 2024We have served as the Company’s auditor since 2022.F-3Table of ContentsREPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRMTo the Stockholders and the Board of Directors of Seanergy Maritime Holdings Corp.Opinion on the Financial StatementsWe have audited the accompanying consolidated balance sheet of Seanergy Maritime Holdings Corp. (the Company) as of December 31, 2021, the related consolidated statements ofoperations, stockholders’ equity and cash flows for each of the two years in the period ended December 31, 2021, and the related notes (collectively referred to as the “consolidatedfinancial statements”). In our opinion, the consolidated financial statements present fairly, in all material respects, the financial position of the Company at December 31, 2021, and theresults of its operations and its cash flows for each of the two years in the period ended December 31, 2021, in conformity with U.S. generally accepted accounting principles.Basis for OpinionThese financial statements are the responsibility of the Company's management. Our responsibility is to express an opinion on the Company’s financial statements based on our audits.We are a public accounting firm registered with the Public Company Accounting Oversight Board (United States) (PCAOB) and are required to be independent with respect to theCompany in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether thefinancial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of thefinancial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included examining, on a test basis, evidence regarding theamounts and disclosures in the financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well asevaluating the overall presentation of the financial statements. We believe that our audits provide a reasonable basis for our opinion./s/ Ernst & Young (Hellas) Certified Auditors Accountants S.A.We served as the Company’s auditor from 2012 to 2022.Athens, GreeceMarch 31, 2022,except for the retroactive effect of the reverse stock split effected on February 16, 2023, described in Note 1 to the consolidated financial statements, as to which the date isMarch 31, 2023F-4Table of ContentsSeanergy Maritime Holdings Corp.Consolidated Balance SheetsDecember 31, 2023 and 2022(In thousands of US Dollars, except for share and per share data) 2023 2022 ASSETS Current assets: Cash and cash equivalents 4 19,378 26,027 Restricted cash 4, 8 50 1,650 Accounts receivable trade, net 13 896 720 Inventories 5 1,559 1,995 Prepaid expenses 1,238 1,096 Due from related parties 3 308 829 Assets held for sale 6 - 28,252 Other current assets 1,656 1,075 Total current assets 25,085 61,644 Fixed assets: Vessels, net 6 410,476 434,133 Finance lease, right-of-use asset 7 29,562 - Other fixed assets, net 423 412 Total fixed assets 440,461 434,545 Other non-current assets: Deposits assets, non-current - 1,325 Deferred charges and other investments, non-current 2 6,397 10,759 Restricted cash, non-current 4, 8 5,500 4,800 Operating lease, right-of-use asset 11 405 499 Other non-current assets 29 28 TOTAL ASSETS 477,877 513,600 LIABILITIES AND STOCKHOLDERS’ EQUITY Current liabilities: Current portion of long-term debt and other financial liabilities, net of deferred finance costs and debt discounts of$1,175 and $1,856, respectively 8 31,780 35,051 Finance lease liability, current 7 21,778 - Debt related to assets held for sale, net of deferred finance costs of $NIL and $110, respectively 8 - 12,990 Current portion of convertible notes, net of deferred finance costs and debt discounts of $NIL and $332,respectively 9 - 10,833 Liability from contract with related party 3,6 - 12,688 Trade accounts and other payables 5,489 7,826 Accrued liabilities 7,736 8,374 Operating lease liability, current 11 105 108 Deferred revenue 13 2,136 2,232 Other current liabilities 12, 17 491 4,548 Total current liabilities 69,515 94,650 Non-current liabilities: Long-term debt and other financial liabilities, net of current portion and deferred finance costs and debt discounts of$1,746 and $1,871, respectively 8 179,010 196,825 Operating lease liability, non-current 11 300 391 Deferred revenue, non-current 13 254 35 Other liabilities, non-current 8 353 - Total liabilities 249,432 291,901 Commitments and contingencies 11 STOCKHOLDERS’ EQUITY Preferred stock, $0.0001 par value; 25,000,000 shares authorized; 20,000 and 20,000 shares issued and outstanding asat December 31, 2023 and 2022, respectively 12 - - Common stock, $0.0001 par value; 500,000,000 authorized shares as at December 31, 2023 and 2022; 19,636,352 and18,191,614 shares issued and outstanding as at December 31, 2023 and 2022, respectively 12 2 2 Additional paid-in capital 12 590,129 583,691 Accumulated deficit (361,686) (361,994)Total stockholders’ equity 228,445 221,699 TOTAL LIABILITIES AND STOCKHOLDERS’ EQUITY 477,877 513,600 The accompanying notes are an integral part of these consolidated financial statements.F-5Table of ContentsSeanergy Maritime Holdings Corp.Consolidated Statements of IncomeFor the years ended December 31, 2023, 2022 and 2021(In thousands of US Dollars, except for share and per share data) Notes 2023 2022 2021 Vessel revenue, net 13 107,036 122,629 153,108 Fees from related parties 3 3,198 2,391 - Revenue, net 110,234 125,020 153,108 Expenses: Voyage expenses 13 (2,851) (4,293) (16,469)Vessel operating expenses (42,260) (43,550) (36,332)Management fees (700) (1,368) (1,435)General and administration expenses 16 (22,149) (17,412) (13,739)Amortization of deferred dry-docking costs 2 (4,155) (4,880) (2,793)Depreciation and amortization 6 (24,676) (23,417) (17,151)Gain on sale of vessel, net (including $8,094, $NIL and $NIL, to related party for the years endedDecember 31, 2023, 2022 and 2021, respectively - Note 3) 3, 6 8,094 - 697 (Loss) / gain on forward freight agreements, net (188) (417) 24 Operating income 21,349 29,683 65,910 Other income / (expenses), net: Interest and finance costs 14 (20,694) (15,332) (17,779)Loss on extinguishment of debt 8 (540) (1,291) (6,863)Interest and other income 3 2,443 1,361 161 Gain on spin-off of United Maritime Corporation 3 - 2,800 - Foreign currency exchange losses, net (276) (10) (81)Total other expenses, net (19,067) (12,472) (24,562)Net income before income taxes 2,282 17,211 41,348 Income taxes - 28 - Net income 2,282 17,239 41,348 Net income per common share, basic 15 0.12 0.97 2.70 Net income per common share, diluted 15 0.12 0.96 2.50 Weighted average common shares outstanding, basic 15 18,394,419 17,439,033 15,332,191 Weighted average common shares outstanding, diluted 15 18,442,688 17,684,048 19,133,753 The accompanying notes are an integral part of these consolidated financial statements.F-6Table of ContentsSeanergy Maritime Holdings Corp.Consolidated Statements of Stockholders’ EquityFor the years ended December 31, 2023, 2022 and 2021 (In thousands of US Dollars, except for share data) Preferred Stock Series B Common stock Additional Total # of Shares ParValue # of Shares ParValue paid-incapital Accumulateddeficit stockholders’equity Balance, January 1, 2021 - - 6,831,499 1 490,290 (394,597) 95,694 Issuance of common stock(including the exercise ofwarrants) (Note 12) - - 9,238,754 1 98,217 - 98,218 Issuance of common stockand warrants for repaymentof subordinated long-termdebt (Note 8) - - 428,571 - 3,000 - 3,000 Issuance of common stockupon conversion ofconvertible notes (Note 9) - - 300,000 - 3,600 - 3,600 Issuance of preferred sharesto related party (Note 12) 20,000 - - - 250 - 250 Stock based compensation(Note 16) - - 670,000 - 5,097 - 5,097 Repurchase of common stock(Note 12) - - (170,210) - (1,708) - (1,708)Repurchase of warrants(Note 12) - - - - (1,023) - (1,023)Net income - - - - - 41,348 41,348 Balance, December 31, 2021 20,000 - 17,298,614 2 597,723 (353,249) 244,476 Cumulative adjustment dueto adoption of ASU 2020-06 (Note 9) - - - - (21,165) 10,216 (10,949)Issuance of common stock(including the exercise ofwarrants) (Note 12) - - 10,000 - 70 - 70 Stock based compensation(Note 16) - - 883,000 - 7,185 - 7,185 Repurchase of warrants(Note 12) - - - - (122) - (122)Dividends ($1.25 per share)(Note 12) - - - - - (22,472) (22,472)United Maritime Corporationspin-off (Note 3) - - - - - (13,728) (13,728)Net income - - - - - 17,239 17,239 Balance, December 31, 2022 20,000 - 18,191,614 2 583,691 (361,994) 221,699 ATM offering (Note 12) - - 1,099 - (191) - (191)Stock based compensation(Note 16) - - 1,823,467 - 9,147 - 9,147 Dividends ($0.10 per share)(Note 12) - - - - - (1,974) (1,974)Warrants buyback (Note 12) - - - - (816) - (816)Share buyback (Note 12) - - (375,531) - (1,679) - (1,679)Redemption of fractionalshares due to reverse stocksplit - - (4,297) - (23) - (23)Net income - - - - - 2,282 2,282 Balance, December 31, 2023 20,000 - 19,636,352 2 590,129 (361,686) 228,445 The accompanying notes are an integral part of these consolidated financial statements.F-7Table of ContentsSeanergy Maritime Holdings Corp.Consolidated Statements of Cash FlowsFor the years ended December 31, 2023, 2022 and 2021(In thousands of US Dollars) 2023 2022 2021 Cash flows from operating activities: Net income 2,282 17,239 41,348 Adjustments to reconcile net income to net cash provided by operating activities: Depreciation and amortization 24,676 23,417 17,151 Amortization of deferred dry-docking costs 4,155 4,880 2,793 Amortization of deferred finance costs and debt discounts 2,241 2,859 3,659 Amortization of convertible note beneficial conversion feature - - 2,887 Stock based compensation 9,147 7,185 5,097 Loss on extinguishment of debt 540 1,291 6,863 Gain on spin-off of United Maritime Corporation - (2,800) - Gain on sale of vessel, net (8,094) - (697)Changes in operating assets and liabilities: Accounts receivable trade, net (176) (839) 801 Inventories 219 (840) 3,202 Prepaid expenses (141) 22 22 Other current assets (581) (641) 240 Deferred voyage expenses - - 621 Deferred charges, non-current (211) (9,494) (6,433)Other non-current assets (1) 2 2 Trade accounts and other payables (2,222) (589) 348 Accrued liabilities (1,155) 2,155 2,187 Due from related parties 521 (595) - Deferred revenue (96) (5,463) 3,225 Deferred revenue, non-current 219 (503) (2,236)Other liabilities, non-current - - (320)Net cash provided by operating activities 31,323 37,286 80,760 Cash flows from investing activities: Proceeds from sale of vessels/assets held for sale 23,910 - - Vessels acquisitions and improvements (314) (70,321) (197,214)Finance lease prepayments and other initial direct costs (7,000) - - Deposits assets, non-current 1,325 - - Advances from related party from sale of vessels - 12,688 12,600 Investment in Series C preferred shares - (10,000) - Proceeds from redemption of Series C preferred shares - 10,000 - Term deposits - 1,500 100 Purchase of other fixed assets (176) (130) (106)Net cash provided by / (used in) investing activities 17,745 (56,263) (184,620)Cash flows from financing activities: Proceeds from issuance of common stock and warrants, net of underwriters fees and commissions 8 70 98,302 Proceeds from long-term debt and other financial liabilities 53,750 124,800 180,320 Proceeds from issuance of preferred stock - - 250 Repayments of long-term debt and other financial liabilities (88,742) (89,698) (132,058)Repayments of convertible notes (11,165) (10,000) (13,950)Payments for repurchase of common stock (1,679) - (1,708)Payments for repurchase of warrants (808) - (1,023)Dividends paid (6,031) (17,924) - Payments of financing and stock issuance costs (1,318) (1,420) (2,698)Payments of finance lease liabilities (609) - - Payments of fractional shares due to reverse stock split (23) - - Net cash (used in) / provided by financing activities (56,617) 5,828 127,435 Net (decrease) / increase in cash and cash equivalents and restricted cash (7,549) (13,149) 23,575 Cash and cash equivalents and restricted cash at beginning of period 32,477 45,626 22,051 Cash and cash equivalents and restricted cash at end of period 24,928 32,477 45,626 SUPPLEMENTAL CASH FLOW INFORMATION Cash paid during the period for: Interest 18,429 11,710 11,166 Noncash investing activities: Vessels acquisitions and improvements - 1,015 837 Finance lease, right-of use assets and initial direct costs 22,997 - - Noncash financing activities: Dividends declared but not paid (Note 12) 491 4,548 - Financing and stock issuance costs 562 - - Units issued for repayment of subordinated long-term debt (Note 8) - - 3,000 Repayment of subordinated long-term debt by issuance of units (Note 8) - - (3,000)Common shares issued by conversion of notes - - 3,600 Notes reduction via conversion - - (3,600)The accompanying notes are an integral part of these consolidated financial statements. F-8Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)1.Basis of Presentation and General Information: Seanergy Maritime Holdings Corp. (the “Company” or “Seanergy”) was formed under the laws of the Republic of the Marshall Islands on January 4, 2008, with executive offices locatedin Glyfada, Greece. The Company provides global transportation solutions in the dry bulk shipping sector through its subsidiaries. The accompanying consolidated financial statements include the accounts of Seanergy Maritime Holdings Corp. and its subsidiaries (collectively, the “Company” or “Seanergy”).On January 20, 2022, United Maritime Corporation (“United”) was incorporated by Seanergy (the “Parent”), under the laws of the Republic of the Marshall Islands to serve as theholding company of the vessel-owning subsidiary of the Gloriuship (“United Maritime Predecessor” or the “Predecessor”) upon effectiveness of the Spin-Off (described below). OnJuly 5, 2022, the Company completed the spin-off of its wholly-owned subsidiary, United. United’s shares commenced trading on the Nasdaq Capital Market on July 6, 2022 under thesymbol “USEA” (Note 3).On February 16, 2023, the Company’s common stock began trading on a split-adjusted basis, following the approval from the Company’s board of directors on February 9, 2023 toreverse split the Company’s common stock at a ratio of one-for-ten (Note 12). All share and per share amounts disclosed in the consolidated financial statements and notes give effect tothis reverse stock split retroactively, for all periods presented. No fractional shares were issued in connection with the reverse split. Shareholders who would otherwise hold a fractionalshare of the Company’s common stock received a cash payment in lieu of such fractional share.At December 31, 2023, the Company had a working capital deficit of $44,430, which includes an amount of $2,136 relating to pre-collected revenue and is included in deferred revenue inthe accompanying consolidated balance sheets. This amount represents current liabilities that do not require future cash settlement. The working capital deficit is mainly attributable tothe repayments due under the long-term debt, the other financial liabilities and the finance lease liabilities. For the year ended December 31, 2023, the Company realized a net income of$2,282 and generated cash flow from operations of $31,323. The Company is currently evaluating financing alternatives to finance the future commitments (Note 17) and the purchaseoption under its finance lease liability and has a signed term-sheet with one existing financier for one out of the two future commitments. The Company considered the terms in thesigned term sheet with the financier mentioned above, the amount of time that the Company has available to finance the other future commitment and the finance lease liability, thecurrent market conditions and market outlook, management’s network of lenders and financiers and the past history of successful financing. Based on the above, the Company believesit has the ability to finance its existing obligations and future commitments to acquire vessels as they come due via cash from operations and financing options and thus continue as agoing concern over the next twelve months following the date of the issuance of these consolidated financial statements.Consequently, the consolidated financial statements have been prepared on a going concern basis, which contemplates the realization of assets and satisfaction of liabilities in thenormal course of business.F-9Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)a. Subsidiaries in Consolidation: Seanergy’s subsidiaries included in these consolidated financial statements: Company Country ofIncorporation Vessel name Date of Delivery Date ofSale/DisposalSeanergy Management Corp. (1)(2) Marshall Islands N/A N/A N/ASeanergy Shipmanagement Corp. (1)(2) Marshall Islands N/A N/A N/AEmperor Holding Ltd. (1) Marshall Islands N/A N/A N/APembroke Chartering Services Limited (1)(3)(4) Malta N/A N/A N/ASea Genius Shipping Co. (1) Marshall Islands Geniuship October 13, 2015 N/ASea Glorius Shipping Co. (6) Marshall Islands Gloriuship November 3, 2015 July 5, 2022Premier Marine Co. (1) Marshall Islands Premiership September 11, 2015 N/ASquire Ocean Navigation Co. (1) Liberia Squireship November 10, 2015 N/ALord Ocean Navigation Co. (1)(5) Liberia Lordship November 30, 2016 April 28, 2023Champion Marine Co. (1) Marshall Islands Championship November 7, 2018 N/AFellow Shipping Co. (1) Marshall Islands Fellowship November 22, 2018 N/AFriend Ocean Navigation Co. (1) Liberia Friendship July 27, 2021 N/AWorld Shipping Co. (1) Marshall Islands Worldship August 30, 2021 N/ADuke Shipping Co. (1) Marshall Islands Dukeship November 26, 2021 N/APartner Marine Co. (1)(5) Marshall Islands Partnership March 9, 2022 N/AHonor Shipping Co. (1) Marshall Islands Honorship June 27, 2022 N/AParos Ocean Navigation Co. (1) Liberia Paroship December 27, 2022 N/AKnight Ocean Navigation Co. (1)(5) Liberia Knightship December 13, 2016 April 6, 2023Flag Marine Co. (1)(5) Marshall Islands Flagship May 6, 2021 May 11, 2021Hellas Ocean Navigation Co. (1)(5) Liberia Hellasship May 6, 2021 June 28, 2021Patriot Shipping Co. (1)(5) Marshall Islands Patriotship June 1, 2021 June 28, 2021Good Ocean Navigation Co. (1)(4)(Note 6) Liberia Goodship August 7, 2020 February 10, 2023Traders Shipping Co. (1)(4)(Note 6) Marshall Islands Tradership June 9, 2021 February 28, 2023Gladiator Shipping Co. (1)(7) Marshall Islands N/A N/A N/APartner Shipping Co. Limited (1)(4) Malta Partnership May 31, 2017 March 9, 2022Titan Ocean Navigation Co. (1)(5) Liberia Titanship October 24, 2023 N/AMartinique International Corp. (1)(7) British Virgin Islands N/A N/A N/AHarbour Business International Corp. (1)(7) British Virgin Islands N/A N/A N/A(1)Subsidiaries wholly owned(2)Management companies(3)Chartering services company(4)Dormant companies(5)Bareboat charterers(6)Subsidiary and vessel contributed to United following the Spin-off on July 5, 2022(7)Dormant companies which no longer own a vessel since 2018F-10Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)2.Significant Accounting Policies:(a)Principles of ConsolidationThe accompanying consolidated financial statements have been prepared in accordance with generally accepted accounting principles in the United States of America (U.S. GAAP) andinclude the accounts and operating results of Seanergy and its wholly-owned subsidiaries where Seanergy has control. Control is presumed to exist when Seanergy, through direct orindirect ownership, retains the majority of the voting interest. In addition, Seanergy evaluates its relationships with other entities to identify whether they are variable interest entitiesand to assess whether it is the primary beneficiary of such entities. If the determination is made that the Company is the primary beneficiary, then that entity is included in theconsolidated financial statements. When the Company does not have a controlling interest in an entity, but exerts a significant influence over the entity, the Company applies the equitymethod of accounting. All intercompany balances and transactions have been eliminated on consolidation. The Company deconsolidates a subsidiary or derecognizes a group of assets when the Company no longer controls the subsidiary or group of assets specified in Accounting StandardsCodification (ASC or Codification) 810-10-40-3A. When control is lost, the Company derecognizes the assets and liabilities of the qualifying subsidiary or group of assets.(b)Use of EstimatesThe preparation of financial statements in conformity with U.S. GAAP requires management to make estimates and assumptions that affect the reported amounts of assets and liabilitiesand disclosure of contingent assets and liabilities at the date of the consolidated financial statements and the reported amounts of revenues and expenses during the reporting period.Actual results could differ from those estimates. Significant items subject to such estimates could include evaluation of relationships with other entities to identify whether they arevariable interest entities, determination of vessel useful lives, allocation of purchase price in a business combination, determination of vessels’ impairment and determination of goodwillimpairment. (c)Foreign Currency TranslationSeanergy’s functional currency is the United States dollar since the Company’s vessels operate in international shipping markets and therefore primarily transact business in U.S.Dollars. The Company’s books of accounts are maintained in U.S. Dollars. Transactions involving other currencies are translated into the United States dollar using exchange rates thatare in effect at the time of the transaction. At the balance sheet dates, monetary assets and liabilities, which are denominated in other currencies, are translated to United States dollars atthe foreign exchange rate prevailing at year-end. Gains or losses resulting from foreign currency translation are reflected in the consolidated statements of income. (d)Concentration of Credit RiskFinancial instruments, which potentially subject the Company to significant concentrations of credit risk, consist principally of cash and cash equivalents and trade accounts receivable.The Company places its cash and cash equivalents, consisting mostly of deposits, with high credit qualified financial institutions. The Company performs periodic evaluations of therelative credit standing of the financial institutions in which it places its deposits. The Company limits its credit risk with accounts receivable by performing ongoing credit evaluations ofthe financial condition of its customers, receives charter hires in advance and generally does not require collateral for its accounts receivable. (e)Cash and Cash EquivalentsSeanergy considers time deposits and all highly liquid investments with an original maturity of three months or less to be cash equivalents.(f)Term DepositsSeanergy classifies time deposits and all highly liquid investments with an original maturity of more than three months as Term Deposits. F-11Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(g)Restricted CashRestricted cash is excluded from cash and cash equivalents. Restricted cash represents minimum cash deposits or cash collateral deposits required to be maintained with certain banksunder the Company’s borrowing arrangements or in relation to bank guarantees issued on behalf of the Company, which are legally restricted as to withdrawal or use. In the event thatthe obligation relating to such deposits is expected to be terminated within the next twelve months, these deposits are classified as current assets; otherwise they are classified as non-current assets. (h)Accounts Receivable Trade, NetAccounts receivable trade, net, include receivables from charterers, net of a provision for doubtful accounts. At each balance sheet date, all potentially uncollectible accounts areassessed individually for the purposes of determining the appropriate provision for doubtful accounts. The Company also assessed the provisions of ASC 326, Financial Instruments—Credit Losses, by assessing the counterparties’ credit worthiness and concluded that there is no material impact in the Company’s consolidated financial statements. No provision fordoubtful accounts was established as of December 31, 2023 and 2022.(i)InventoriesInventories consist of lubricants and bunkers, which are measured at the lower of cost or net realizable value. Net realizable value is defined as estimated selling prices in the ordinarycourse of business, less reasonably predictable costs of completion, disposal and transportation. Cost is determined by the first in, first out method. (j)Insurance ClaimsThe Company records insurance claim recoveries for insured losses incurred on damage to fixed assets and for insured crew medical expenses and for legal fees covered by directors’and officers’ liability insurance. Insurance claim recoveries are recorded, net of any deductible amounts, at the time the Company’s fixed assets suffer insured damages or when crewmedical expenses are incurred, or when liabilities are incurred by the Company’s directors and officers in their capacities as officers and directors, recovery is probable under the relatedinsurance policies, the claim is not subject to litigation and the Company can make an estimate of the amount to be reimbursed. The classification of the insurance claims into current andnon-current assets is based on management’s expectations as to their collection dates. No provision for credit losses was recorded as of December 31, 2023 and 2022 pursuant to theprovisions of ASC 326. (k)VesselsVessels acquired as a part of a business combination are recorded at fair market value on the date of acquisition. Vessels acquired as asset acquisitions are stated at historical cost, whichconsists of the contract price less discounts, plus any material expenses incurred upon acquisition (delivery expenses and other expenditures to prepare for the vessel’s initial voyage).Subsequent expenditures for conversions and major improvements are capitalized when they appreciably extend the life, increase the earning capacity or improve the efficiency or safetyof the vessels. Expenditures for routine maintenance and repairs are expensed as incurred. In addition, other long-term investments, relating to vessels’ equipment not yet installed, are included in “Deferred charges and other-long term investments, non-current” in theconsolidated balance sheets. Amounts paid for this equipment are included in “Vessels acquisitions and improvements” under “Cash flows from investing activities” in the consolidatedstatements of cash flows. (l)Vessel DepreciationDepreciation is computed using the straight-line method over the estimated useful life of the vessels (25 years from the date of their initial delivery from the shipyard), after consideringthe estimated salvage value. Salvage value is estimated by the Company by taking the cost of steel times the weight of the ship noted in lightweight ton. Salvage values are periodicallyreviewed and revised to recognize changes in conditions, new regulations or for other reasons. Revisions of salvage values affect the depreciable amount of the vessels and affectdepreciation expense in the period of the revision and future periods. F-12Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(m)Impairment of Long-Lived Assets (Vessels) and Right-of-use asset (finance lease)The Company reviews its long-lived assets (Vessels) and right-of-use asset for impairment whenever events or changes in circumstances, such as prevailing market conditions,obsolesce or damage to the asset, business plans to dispose a vessel earlier than the end of its useful life and other business plans, indicate that the carrying amount of the assets, plusany unamortized dry-docking costs, may not be recoverable. The volatile market conditions in the dry bulk market with decreased charter rates and decreased vessel market values areconditions that the Company considers to be indicators of a potential impairment for its vessels and right-of-use asset. If indicators of impairment are present the Company determines undiscounted projected operating cash flows for each related vessel and right-of-use asset and compares it to thevessel’s or right-of-use asset’s carrying value, plus any unamortized dry-docking costs. When the undiscounted projected operating cash flows expected to be generated by the use ofthe vessel and/or its eventual disposition are less than the vessel’s or right-of-use asset’s carrying value, plus any unamortized dry-docking costs, the Company impairs the carryingamount of the vessel or right-of-use asset. Measurement of the impairment loss is based on the fair value of the asset as determined by independent valuators and use of availablemarket data. The undiscounted projected operating cash inflows are determined by considering the charter revenues from existing time charters for the fixed fleet days and an estimateddaily time charter equivalent for the non-fixed days (based on a combination of one year charter rates estimates and the average of the trailing 10-year historical charter rates, excludingoutliers) adjusted for commissions, expected off hires due to scheduled maintenance and estimated unexpected breakdown off hires, along with an estimate of an additional dailyrevenue for each scrubber-fitted vessel, as applicable. The undiscounted projected operating cash outflows are determined by applying various assumptions regarding vessel operatingexpenses and scheduled maintenance.For the year ended December 31, 2023, indicators of impairment existed for four of the Company’s vessels as their carrying value plus any unamortized dry-docking costs was higher thantheir market value. The carrying value of the Company’s vessels plus any unamortized dry-docking costs for which impairment indicators existed as at December 31, 2023, was $121,577.From the impairment exercise performed, the undiscounted projected operating cash flows expected to be generated by the use of these four vessels were higher than the vessels’carrying value, plus any unamortized dry-docking costs, and thus the Company concluded that no impairment charge should be recorded.(n)Assets held for saleThe Company classifies a vessel along with associated inventories as being held for sale when all of the criteria under ASC 360, Property, Plant and Equipment, are met: (i) managementhas committed to a plan to sell the vessel; (ii) the vessel is available for immediate sale in its present condition; (iii) an active program to locate a buyer and other actions required tocomplete the plan to sell the vessel have been initiated; (iv) the sale of the vessel is probable, and transfer of the asset is expected to qualify for recognition as a completed sale withinone year; (v) the vessel is being actively marketed for sale at a price that is reasonable in relation to its current fair value; and (vi) actions required to complete the plan indicate that it isunlikely that significant changes to the plan will be made or that the plan will be withdrawn.Vessels classified as held for sale are measured at the lower of their carrying amount or fair value less cost to sell. The resulting difference, if any, is recorded under “Impairment loss” inthe consolidated statements of income. The vessels are not depreciated once they meet the criteria to be classified as held for sale.(o)Dry-Docking and Special Survey CostsThe Company follows the deferral method of accounting for dry-docking costs and special survey costs whereby actual costs incurred are deferred and are amortized on a straight-linebasis over the period through the date the next survey is scheduled to become due. Dry-docking costs which are not fully amortized by the next dry-docking period are expensed.Amounts are included in “Deferred charges and other investments, non-current”. (p)Commitments and ContingenciesLiabilities for loss contingencies, arising from claims, assessments, litigation, fines and penalties, environmental and remediation obligations and other sources are recorded when it isprobable that a liability has been incurred and the amount of the loss can be reasonably estimated.F-13Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(q)Revenue RecognitionRevenues are generated from time charters, bareboat charters and spot charters. A time charter is a contract for the use of a vessel as well as vessel operations for a specific period oftime and a specified daily charter hire rate, which is generally payable in advance. A bareboat charter is a contract in which the vessel is provided to the charterer for a fixed period of timeat a specified daily rate, which is generally payable in advance. Spot charter agreements are charter hires, where a contract is made in the spot market for the use of a vessel for a specificvoyage at a specified charter rate per ton of cargo or for a lump sum amount.The Company accounts for its time charter contracts as operating leases pursuant to ASC 842 “Leases”. The Company has determined that the non-lease component in its time chartercontracts relates to services for the operation of the vessel, which comprise of crew, technical and safety services, among others. The Company further elected to adopt a practicalexpedient that provides it with the discretion to recognize lease revenue as a combined single lease component for all time charter contracts (operating leases) since it determined that therelated lease component and non-lease component have the same timing and pattern of transfer and the predominant component is the lease. The Company qualitatively assessed thatmore value is ascribed to the use of the asset (i.e., the vessel) rather than to the services provided under the time charter agreements. Time charter revenue is recorded over the term ofthe charter agreement as the service is provided and collection of the related revenue is reasonably assured.The Company accounts for its spot charter contracts following the provisions of ASC 606, Revenue from contracts with customers. The Company has determined that its spot charteragreements do not contain a lease because the charterer under such contracts does not have the right to control the use of the vessel since the Company retains control over theoperations of the vessel, provided also that the terms of the spot charter are predetermined, and any change requires the Company’s consent and are therefore considered servicecontracts. Spot charter revenue is recognized on a pro-rata basis over the duration of the voyage from loading to discharge, when a voyage agreement exists, the price is fixed ordeterminable, service is provided and the collection of the related revenue is reasonably assured. For voyage charters, the Company satisfies its single performance obligation to transfercargo under the contract over the voyage period. The Company has taken the practical expedient not to disclose the value of unsatisfied performance obligations for contracts with anoriginal expected length of one year or less.Demurrage income, which is considered a form of variable consideration and is recognized as the performance obligation is satisfied, is included in Vessel revenue, net and representspayments by the charterer to the vessel owner when loading or discharging time exceeds the stipulated time in the voyage charter agreements.Despatch expense, which is considered a form of variable consideration and is recognized as the performance obligation is satisfied, is included in Vessel revenue, net and representspayments to the charterer by the vessel owner when loading or discharging time is faster than the stipulated time in the voyage charter agreements.Deferred revenue represents cash received in advance of performance under the contract prior to the balance sheet date and is realized when the associated revenue is recognized underthe contract in periods after such date.(r)LeasesOffice leaseIn April 2018, the Company moved into new office spaces. Under ASC 842, the lease is classified as an operating lease and a lease liability and right-of-use asset based on the presentvalue of future minimum lease payments have been recognized on the balance sheet. The monthly rent expense is recorded in general and administration expenses. The Company hasassessed the right-of-use asset for impairment, and since no impairment indicators existed, no impairment charge was recorded. F-14Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(s)Sale and Leaseback TransactionsIn accordance with ASC 842, the Company, as seller-lessee, determines whether the transfer of an asset should be accounted for as a sale in accordance with ASC 606. The existence ofan option for the seller-lessee to repurchase the asset precludes the accounting for the transfer of the asset as a sale unless both of the following criteria are met: (1) the exercise price ofthe option is the fair value of the asset at the time the option is exercised and (2) there are alternative assets, substantially the same as the transferred asset, readily available in themarketplace; and the classification of the leaseback as a finance lease or a sales-type lease, precludes the buyer-lessor from obtaining control of the asset. If the transfer of the assetmeets the criteria of sale, the Company, as seller-lessee recognizes the transaction price for the sale when the buyer-lessor obtains control of the asset, derecognizes the carrying amountof the underlying asset and accounts for the lease in accordance with ASC 842. If the transfer does not meet the criteria of sale, the Company does not derecognize the transferred asset,accounts for any amounts received as a financing arrangement and recognizes the difference between the amount of consideration received and the amount of consideration to be paidas interest.(t)CommissionsCommissions, which include address and brokerage commissions, are recognized in the same period as the respective charter revenues. Address commissions are payable to thecharterer and are included in “Vessel revenue, net” while brokerage commissions to third parties are included in “Voyage expenses”. For the years ended December 31, 2023 and 2022, anamount of $3,869 and $4,554, respectively, was included in “Vessel revenue, net” related to commission to third parties.(u)Vessel Voyage ExpensesVessel voyage expenses primarily consist of port, canal, bunker expenses and brokerage commissions expenses that are unique to a particular charter. Under time charter agreements andbareboat charters, the Company incurs and pays only for brokerage commissions. Under a spot charter, the Company incurs and pays for certain voyage expenses, primarily consistingof bunkers consumption, brokerage commissions, port and canal costs. Under ASC 606 and after implementation of ASC 340-40 “Other assets and deferred costs” for contract costs,incremental costs of obtaining a contract with a customer, and contract fulfillment costs, are capitalized and amortized as the performance obligation is satisfied, if certain criteria are met.The Company has adopted the practical expedient not to capitalize incremental costs when the amortization period (voyage period) is less than one year. Costs to fulfill the contract priorto arriving at the load port primarily consist of bunkers which are deferred and amortized during the voyage period. Voyage costs arising as performance obligation are expensed asincurred.(v)Vessel Operating ExpensesVessel operating expenses are expensed in the period incurred. Vessel operating expenses comprise costs for crewing, insurance, lubricants, spare parts, provisions, stores, repairs andmaintenance, including major overhauling and underwater inspection, and other minor miscellaneous expenses.(w)Finance CostsUnderwriting, legal and other direct costs incurred with the issuance of long-term debt or to refinance existing debt or convertible notes are deferred and amortized to interest expenseover the life of the related debt using the effective interest method. The Company presents unamortized deferred finance costs as a reduction of long-term debt in the accompanyingbalance sheets. For the accounting of the unamortized deferred finance costs following debt extinguishment, see below (Note 2(ac)).(x)Income TaxesIncome taxes are accounted for under the asset and liability method. Recognized income tax positions are measured at the largest amount that is greater than 50% likely of being realized.Changes in recognition or measurement are reflected in the period in which the change in judgment occurs. The Company records interest related to unrecognized tax benefits in interestexpense and penalties in general and administration expenses.F-15Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Seanergy Management Corp. (“Seanergy Management”), the Company’s management company, established in Greece under Greek Law 89/67 (as amended to date), is subject to anannual contribution calculated on the total amount of foreign exchange annually imported and converted to Euros. The contribution to be paid in 2024 by Seanergy Management for 2023is estimated at $103 and is included in “General and administration expenses”. The contribution paid in the years ended December 2023 and 2022 was $110 and $97, respectively.Seanergy Shipmanagement Corp. (“Seanergy Shipmanagement”), the Company’s second management company, established in Greece under Greek Law 89/67 (as amended to date), issubject to an annual contribution calculated on the total amount of foreign exchange annually imported and converted to Euros. The contribution to be paid in 2024 by SeanergyShipmanagement for 2023 is estimated at $NIL. No contribution was paid by Seanergy Shipmanagement in the years ended December 2023 and 2022.One of the Company’s previous vessel-owning subsidiaries was registered in Malta since May 23, 2018. This subsidiary was subject to a corporate flat tax in Malta. No tax expense hasbeen recognized for the years presented in these consolidated financial statements.Pursuant to the Internal Revenue Code of the United States (the “Code”), U.S. source income from the international operations of ships is generally exempt from U.S. tax if the companyoperating the ships meets both of the following requirements: (a) the Company is organized in a foreign country that grants an equivalent exception to corporations organized in theUnited States and (b) either (i) more than 50% of the value of the Company’s stock is owned, directly or indirectly, by individuals who are “residents” of the Company’s country oforganization or of another foreign country that grants an “equivalent exemption” to corporations organized in the United States (50% Ownership Test) or (ii) the Company’s stock is“primarily and regularly traded on an established securities market” in its country of organization, in another country that grants an “equivalent exemption” to United Statescorporations, or in the United States (Publicly-Traded Test).Notwithstanding the foregoing, the regulations provide, in pertinent part, that each class of the Company’s stock will not be considered to be “regularly traded” on an establishedsecurities market for any taxable year in which 50% or more of the vote and value of the outstanding shares of such class are owned, actually or constructively under specified stockattribution rules, on more than half the days during the taxable year by persons who each own 5% or more of the value of such class of the Company’s outstanding stock (“5 PercentOverride Rule”).Based on the Company’s analysis of its shareholdings during 2023, the Publicly-Traded Test for the entire 2023 year has been satisfied in that less than 50% of the Company’s issuedand outstanding shares were held by persons who each own directly or indirectly 5% or more of the vote and value of such class of stock for more than half the days during the 2023taxable year. Effectively, the Company and each of its subsidiaries qualify for this statutory tax exemption for the 2023 taxable year.Certain charterparties of the Company contain clauses that permit the Company to seek reimbursement from charterers of any U.S. tax paid. The Company has in the past soughtreimbursement and has secured payment from most of its charterers. The Company’s U.S. federal income tax based on its U.S. source shipping income for 2023, 2022 and 2021, taking intoconsideration charterers’ reimbursement, was $NIL, $NIL and $NIL, respectively.(y)Stock-based CompensationStock-based compensation represents vested and non-vested common stock granted to directors and employees for their services as well as to non-employees. The Company calculatesstock-based compensation expense for the award based on its fair value on the grant date and recognizes it on an accelerated basis over the vesting period. The Company accounts forforfeitures when incurred. (z)Earnings per ShareBasic earnings per common share are computed by dividing net income available to Seanergy’s shareholders by the weighted average number of common shares outstanding during theperiod. Unvested shares granted under the Company’s Equity Incentive Plan, or other, are entitled to receive dividends which are not refundable, even if such shares are forfeited, andtherefore are considered participating securities for basic earnings per share calculation purposes, using the two-class method. Diluted earnings per share reflects the potential dilutionthat could occur if securities or other contracts to issue common stock were exercised or converted at the beginning of the periods presented, or issuance date, if later. The treasurystock method is used to compute the dilutive effect of warrants and shares issued under the Equity Incentive Plan. The if-converted method is used to compute the dilutive effect ofshares which could be issued upon conversion of the convertible notes. Potential common shares that have an anti-dilutive effect (i.e., those that increase income per share or decreaseloss per share) are excluded from the calculation of diluted earnings per share.F-16Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(aa)Segment ReportingSeanergy reports financial information and evaluates its operations by total charter revenues and not by the length of vessel employment, customer, or type of charter. As a result,management, including the chief operating decision maker, reviews operating results solely by revenue per day and operating results of the fleet and thus, Seanergy has determined thatit operates under one reportable segment. Furthermore, when Seanergy charters a vessel to a charterer, the charterer is free to trade the vessel worldwide and, as a result, disclosure ofgeographic information is impracticable.(ab)Fair Value MeasurementsThe Company follows the provisions of ASC 820, Fair Value Measurement, which defines fair value and provides guidance for using fair value to measure assets and liabilities. Theguidance creates a fair value hierarchy of measurement and describes fair value as the price that would be received to sell an asset or paid to transfer a liability in an orderly transactionbetween market participants in the market in which the reporting entity transacts.(ac)Debt Modifications and ExtinguishmentsCosts associated with new loans or debt modifications, including fees paid to lenders or required to be paid to third parties on the lender’s behalf for obtaining new loans or refinancingexisting loans, are recorded as deferred charges. Costs paid directly to third parties are expensed as incurred. Deferred finance costs are presented as a deduction from the correspondingliability. Such fees are deferred and amortized to interest and finance costs during the life of the related debt using the effective interest method. Unamortized fees relating to loans repaidor refinanced, meeting the criteria of debt extinguishment, are expensed in the period the repayment or refinancing is made. In particular, ASC 470-50-40-2 indicates that forextinguishments of debt, the difference between the reacquisition price and the net carrying amount of the extinguished debt (which includes any deferred debt finance costs) should berecognized as a gain or loss when the debt is extinguished and identified as a separate item.(ad)Convertible Notes and related Beneficial Conversion FeaturesThe convertible notes were accounted for in accordance with ASC 470-20 “Debt with Conversion and Other Options” until December 31, 2021. Under the provisions of ASC 470-20, theterms of each convertible note included an embedded conversion feature which provided for a conversion at the option of the holder into shares of common stock at a predeterminedrate. The Company determined that the conversion features were beneficial conversion features (“BCF”) pursuant to ASC 470-20. The Company considered the BCF guidance only afterdetermining that the features did not need to be bifurcated under ASC 815 “Derivatives and Hedging” or separately accounted for under the cash conversion literature of ASC 470-20.Accounting for an embedded BCF in a convertible instrument under ASC 470-20 required that the BCF be recognized separately at issuance by allocating a portion of the proceeds equalto the intrinsic value of the BCF to additional paid-in capital, resulting in a discount on the convertible instrument. As from January 1, 2022, the Company follows the provisions of ASUNo. 2020-06 and convertible notes are reported as a single liability instrument and the interest rate is the coupon interest rate.(ae)Derivatives – Forward Freight AgreementsFrom time to time, the Company may take positions in derivative instruments including forward freight agreements, or FFAs. Generally, FFAs and other derivative instruments may beused to hedge a vessel owner’s exposure to the charter market for a specified route and period of time. Upon settlement, if the contracted charter rate is less than the average of the ratesfor the specified route and time period, as reported by an identified index, the seller of the FFA is required to pay the buyer the settlement sum, being an amount equal to the differencebetween the contracted rate and the settlement rate, multiplied by the number of days in the specified period covered by the FFA. Conversely, if the contracted rate is greater than thesettlement rate, the buyer is required to pay the seller the settlement sum. The FFAs are not intended to serve as an economic hedge for the Company’s vessels that are being charteredin the spot market, but are assumed across all dry bulk vessel sectors based on the Company’s views of the underlying markets and short-term outlook. The Company measures the fairvalue of all open positions at each reporting date on this basis (Level 1). There were no open positions as of December 31, 2023 and 2022. The Company’s FFAs do not qualify for hedgeaccounting and therefore gains or losses are recognized in the consolidated statements of income under “Gain on forward freight agreements, net” and in the consolidated statements ofcash flows in changes in operating assets and liabilities.F-17Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(af)Share and warrant repurchasesThe Company records the repurchase of its common shares and warrants at cost. The Company’s common shares repurchased for retirement are immediately cancelled and theCompany’s common stock is accordingly reduced. Any excess of the cost of the shares over their par value is allocated in additional paid-in capital, in accordance with ASC 505-30-30,Treasury Stock. For warrants repurchased, if the instrument is classified as equity, any cash paid in the settlement is recorded as an offset to additional paid-in capital. The Company’swarrants are all classified as equity.(ag)Non-monetary transactionsUnder ASC “845-10-30-10 Nonmonetary Transactions, Nonreciprocal Transfers with Owners” and ASC 505-60 “Spinoffs and Reverse Spinoffs”, a pro-rata spin-off of a consolidatedsubsidiary or equity method investee that meets the definition of a business under ASC 805 Business Combinations (ASC 805) is recognized at the carrying amount (after reduction, ifapplicable, of impairment) of the nonmonetary assets distributed within equity and no gain or loss is recognized. If the pro-rata spin-off of a consolidated subsidiary or equity methodinvestee does not meet the definition of a business under ASC 805, the nonreciprocal transfer of nonmonetary assets is accounted for at fair value, if the fair value of the nonmonetaryasset distributed is objectively measurable and would be clearly realizable to the distributing entity in an outright sale at or near the time of the distribution, and the spinnor recognizes again or loss for the difference between the fair value and book value of the spinnee. A transaction is considered pro rata if each owner receives an ownership interest in the transferee inproportion to its existing ownership interest in the transferor (even if the transferor retains an ownership interest in the transferee). In accordance with ASC 805, if substantially all of thefair value of the gross assets distributed in a spin-off are concentrated in a single identifiable asset or group of similar identifiable assets, then the spin-off of a consolidated subsidiarydoes not meet the definition of a business. The Company evaluated the Spin-off (Note 3) and concluded that it was a pro rata distribution to the owners of the Company of shares of aconsolidated subsidiary that does not meet the definition of a business under ASC 805, as the fair value of the gross assets contributed to United was concentrated in a group of similaridentifiable assets, the vessel. The Company also assessed that the fair value of the nonmonetary assets transferred to United was objectively measurable and clearly realizable to thetransferor in an outright sale at or near the time of the distribution, and thus the Spin-off was measured at fair value and a gain for the difference between the fair value and book value ofthe assets contributed to United was recognized.(ah)Finance Lease Liabilities & Right-of-Use AssetsBareboat charter-in agreements that the Company may enter into are accounted for pursuant to ASC 842 and are classified as finance leases if they involve a purchase obligation or apurchase option that is reasonably certain, at inception, that will be exercised, among other factors. At the commencement date of the finance lease, a lessee initially measures the leaseliability at the present value, using the discount rate determined on the commencement, of the lease payments to be made over the lease term, including any amount for the purchase thevessel, if applicable. Subsequently, the lease liability is increased by the interest on the lease liability and decreased by the lease payments during the period. The interest on the leaseliability is determined in each period during the lease term as the amount that produces a constant periodic discount rate on the remaining balance of the liability, taking intoconsideration the reassessment requirements.A lessee initially measures the finance right-of-use asset at cost which consists of the amount of the initial measurement of the lease liability; any lease payments made to the lessor at orbefore the commencement date, less any lease incentives received; and any initial direct costs incurred by the lessee. Subsequently, the finance right-of-use asset is measured at costless any accumulated amortization and any accumulated impairment losses, taking into consideration the reassessment requirements. A lessee shall amortize the finance right-of-useasset on a straight-line basis (unless another systematic basis better represents the pattern in which the lessee expects to consume the right-of-use asset’s future economic benefits)from the commencement date to the earlier of the end of the useful life of the finance right-of-use asset or the end of the lease term. However, if the lease transfers ownership of theunderlying asset to the lessee or the lessee is reasonably certain to exercise an option to purchase the underlying asset, the lessee shall amortize the right-of-use asset to the end of theuseful life of the underlying asset. The Company elected the practical expedient on not separating lease components from nonlease components in accordance with ASC 842-10-15-37.F-18Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Recent Accounting Pronouncements AdoptedThe Company has adopted ASU 2020-04, Reference Rate Reform (Topic 848), as amended by ASU 2022-06 Reference Rate Reform (Topic 848): Deferral of the Sunset Date of Topic 848:Facilitation of the Effects of Reference Rate Reform on Financial Reporting, which provides optional expedients and exceptions for applying GAAP to contracts, hedging relationships,and other transactions affected by reference rate reform. ASU 2020-04 applies to contracts that reference LIBOR or another reference rate expected to be terminated because of referencerate reform. The amendments in this Update are effective for all entities as of March 12, 2020 through December 31, 2022. The adoption of ASU No. 2020-04 did not have any effect in theCompany’s consolidated financial statements and disclosures.Recent Accounting PronouncementsIn November 2023, the FASB issued ASU 2023-07, which requires the disclosure of significant segment expenses that are part of an entity’s segment measure of profit or loss andregularly provided to the chief operating decision maker. In addition, it adds or makes clarifications to other segment-related disclosures, such as clarifying that the disclosurerequirements in ASC 280 are required for entities with a single reportable segment and that an entity may disclose multiple measures of segment profit and loss. ASU 2023-07 is effectivefor fiscal years beginning after December 15, 2023 and interim periods beginning after December 15, 2024. Early adoption is permitted. The amendments should be adoptedretrospectively. The Company does not believe that the adoption of this accounting standard will have a material effect on the consolidated financial statements and related disclosures.There are no other recent accounting pronouncements the adoption of which is expected to have a material effect on the Company’s consolidated financial statements in the current orany future periods.3.Transactions with Related Parties:On July 5, 2022, the Company completed the spin-off of its previously wholly-owned subsidiary, United (the “Spin-Off”). The Company’s shareholders received one common share ofUnited for every 11.8 common shares of Seanergy held at the close of business on June 28, 2022, so that such holders maintained the same proportionate interest in the Parent and inUnited both immediately before and immediately after the Spin-Off. In addition, the Company’s Chief Executive Officer, being the holder of all of Seanergy’s issued and outstandingSeries B preferred shares, received 40,000 of United’s Series B Preferred Shares par value $0.0001 (the “Series B Preferred Shares”).On July 5, 2022, Seanergy entered into a Contribution and Conveyance Agreement with United. Pursuant to the Contribution and Conveyance Agreement, Seanergy, immediately prior tothe Spin-Off, contributed (i) all of the Predecessor’s shares to United as a capital contribution, and (ii) an aggregate of $5,000 in cash as working capital, in exchange for the issuance of5,000 of United’s 6.5% Series C Cumulative Convertible Preferred Shares (“Series C Preferred Shares”) to Seanergy, the cancellation of the 500 registered shares of United, thenoutstanding, and the issuance of 1,512,004 common shares of United to Seanergy and 40,000 of United’s Series B Preferred Shares to the holder of all Seanergy’s issued and outstandingSeries B preferred shares (together, the “Distribution Shares”). Seanergy distributed the Distribution Shares to its shareholders on a pro rata basis as a special dividend. Additionally,Seanergy agreed to indemnify United for any and all obligations and other liabilities arising from or relating to the operation, management or employment of the Gloriuship prior to theeffective date of the Spin-Off (July 5, 2022), except for the July 2020 EnTrust Facility.On July 5, 2022, Seanergy entered into a Right of First Refusal Agreement with United. Pursuant to the agreement, Seanergy has a right of first refusal with respect to any opportunityavailable to United to sell, acquire or charter-in any Capesize vessel as well as with respect to chartering opportunities, other than short-term charters with a term of 13 months or less,available to United for Capesize vessels. In addition, United has a right of first offer with respect to any Capesize vessel sales by Seanergy. United exercised such right with respect tothe sale of the Goodship and the Tradership (Note 6). Upon a change of control of United or Seanergy occurring, such rights terminate immediately.F-19Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)As detailed in Note 2(ah), the Company evaluated the Spin-Off under ASC 505-60 Spinoffs and Reverse Spinoffs, ASC 805 Business Combinations, referring to the definition of abusiness, and ASC 845-10-30-10 Nonreciprocal Transfers with Owners and concluded that the transaction is a pro rata spin-off of a consolidated subsidiary that does not meet thedefinition of a business under ASC 805, thus the transaction was accounted as a nonreciprocal transfer with owners at fair value, since the criteria imposed by ASC 845 were met. Theaggregate fair value of $18,500 of the vessel contributed to the United was determined through Level 2 inputs of the fair value hierarchy by taking into consideration two third partyvaluations obtained for the vessel. The fair value of other assets contributed to the United, comprising the value of the time charter attached amounted to $308 for the Gloriuship whichwas accounted for, using the current time charter rates at the time of the Spin-off. The fair value of liabilities assumed, comprised loan and loan related fees amounted to $5,080. The netassets of $13,728 have been recorded as dividends in the accompanying consolidated balance sheets.During the year ended December 31, 2022, “Gain on Spin-off of United Maritime Corporation” amounted to $2,800 represents the difference between the fair value of the assetscontributed (i.e., the vessel and the attached time charter) and their carrying value. Carrying value consisting of vessel cost amounted to $12,902, unamortized deferred chargesamounted to $3,058 and other costs amounted to $48.On July 26, 2022, United issued 5,000 additional Series C Preferred Shares to Seanergy in exchange for $5,000 cash.On November 28, 2022, United redeemed its outstanding 10,000 Series C Preferred Shares held by Seanergy at a price equal to 105% of the original issue price, resulting in a cash inflowof $10,500. As of December 31, 2022, dividends received in respect with the Series C Preferred Shares amounted to $243 and the difference between the redemption price and the originalprice of Series C preferred Shares amounted to $500 and are included in “Interest and other income” in the accompanying statements of income.Management Agreements:Master Management AgreementOn July 5, 2022, Seanergy entered into a master management agreement with United for the provision of technical, administrative, commercial, brokerage and certain other services.Certain of these services are being contracted directly with Seanergy’s wholly owned subsidiaries, Seanergy Shipmanagement Corp. (“Seanergy Shipmanagement”) and SeanergyManagement. In consideration of Seanergy providing such services, United pays a fixed administration fee of $325 per vessel per day to Seanergy. The initial term of the mastermanagement agreement with United will expire on December 31, 2024. Unless three months’ notice of non-renewal is given by either party prior to the end of the then current term, thisagreement will automatically extend for additional 12-month periods. The master management agreement may be terminated immediately only for cause and at any time by either partywith three months’ prior notice, and no termination fee will be payable.Technical Management AgreementIn relation to the technical management, Seanergy Shipmanagement is responsible for arranging (directly or by subcontracting) for the day-to-day operations, inspections, maintenance,repairs, drydocking, purchasing, insurance and claims handling for five of United’s vessels. Pursuant to the management agreements, Seanergy Shipmanagement earns a fixedmanagement fee of $10 per month for such services for one vessel and a fixed management fee of $14 per month for the remaining four vessels.Commercial Management AgreementSeanergy Management had entered into a commercial management agreement with United pursuant to which Seanergy Management acted as agent for United’s subsidiaries (directly orthrough subcontracting) for the commercial management of their vessels, including chartering, monitoring thereof, freight collection, and sale and purchase up until March 31, 2023,except for one tanker vessel for which such agreement was in effect up until her sale to her new owners in August 2023. United was paying to Seanergy Management a fee equal to1.25% of the gross freight, demurrage and charter hire collected from the employment of United’s vessels, except for any vessels that were chartered-out to Seanergy. SeanergyManagement also earned a fee equal to 1% of the contract price of any vessel bought or sold by them on United’s behalf, except for any vessels bought or sold from or to Seanergy, or inrespect of any vessel sale relating to a sale and leaseback transaction.F-20Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Effective as of April 1, 2023, Seanergy Management has entered into a new commercial management agreement with United’s subsidiary, United Management Corp. (“UnitedManagement”) pursuant to which Seanergy Management acts as agent for United’s subsidiaries for the commercial management of United’s vessels, including voyage monitoring,freight collection, postfixing, sale, purchase and bareboat chartering. United agreed to pay to Seanergy Management a fee equal to 0.75% of the gross freight, demurrage and charter hirecollected from the employment of United’s vessels. In addition, Seanergy Management earns a fee equal to 1% of the contract price of any vessel bought, sold or bareboat chartered bythem on United’s behalf (not including any vessels bought, sold or bareboat chartered from or to Seanergy, or any vessel sale relating to a sale and leaseback transaction).During the years ended December 31, 2023 and 2022, fees charged from Seanergy to United in relation to the above-mentioned services amounted to $3,198 and $2,391, respectively andare presented in “Fees from related parties” in the accompanying statements of income.As of December 31, 2023 and 2022, balance due from United amounted to $308 and $829, respectively and is included in “Due from related parties” in the accompanying consolidatedbalance sheets.On December 27, 2022, Seanergy entered into two memoranda of agreement to sell two Capesize vessels to United for an aggregate purchase price of $36,250 (Note 6). On December 28,2022, the Company received an advance of $12,688 in cash, according to the terms of the agreements, which is separately presented as “Liability from contract with related party” in theaccompanying consolidated balance sheets. Both vessels were delivered to United in February 2023. As of December 31, 2023, a gain on sale of vessel, net of sale expenses, amountingto $8,094 was recognized and is presented as “Gain on sale of vessels, net” in the consolidated statements of income (Note 6).4.Cash and Cash Equivalents and Restricted Cash:The following table provides a reconciliation of cash and cash equivalents and restricted cash reported within the consolidated balance sheets that sum to the total of the same suchamounts shown in the consolidated statements of cash flows: December 31,2023 December 31,2022 Cash and cash equivalents 19,378 26,027 Restricted cash 50 1,650 Restricted cash, non-current 5,500 4,800 Cash and cash equivalents and restricted cash 24,928 32,477 Restricted cash as of December 31, 2023 includes $2,000 of minimum liquidity requirements as per the Piraeus Bank Loan Facility (Note 8), $2,000 of minimum liquidity requirements as perthe October 2022 Danish Ship Finance Loan Facility (Note 8), $500 of minimum liquidity requirements as per the August 2021 Alpha Bank Loan Facility (Note 8), $500 of minimumliquidity requirements as per the June 2022 Alpha Bank Loan Facility (Note 8), $500 of minimum liquidity requirements as per the December 2022 Alpha Bank Loan Facility (Note 8), and$50 of restricted deposits pledged as collateral regarding credit cards balances with one of the Company’s financial institutions. Minimum liquidity, not legally restricted, as of December31, 2023, of $9,600 as per the Company’s credit facilities’ covenants, is included in “Cash and cash equivalents”.Restricted cash as of December 31, 2022 includes $2,000 of minimum liquidity requirements as per the June 2022 Piraeus Bank Loan Facility (Note 8), $1,300 of minimum liquidityrequirements as per the October 2022 Danish Ship Finance Loan Facility, $500 of minimum liquidity requirements as per the August 2021 Alpha Bank Loan Facility (Note 8), $500 ofminimum liquidity requirements as per the June 2022 Alpha Bank Loan Facility (Note 8), $500 of minimum liquidity requirements as per the December 2022 Alpha Bank Loan Facility (Note8), $1,600 of minimum liquidity requirement as per the Championship Cargill Sale and Leaseback (Note 8) and $50 of restricted deposits pledged as collateral regarding credit cardsbalances with one of the Company’s financial institutions. Minimum liquidity, not legally restricted, as of December 31, 2022, of $10,700 as per the Company’s credit facilities’ covenants,is included in “Cash and cash equivalents”.F-21Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)5.Inventories:The amounts in the accompanying consolidated balance sheets are analyzed as follows: December 31,2023 December 31,2022 Bunkers - 392 Lubricants 1,559 1,603 Total 1,559 1,995 6.Vessels, Net: The amounts in the accompanying consolidated balance sheets are analyzed as follows: December 31,2023 December 31,2022 Cost: Beginning balance 511,516 488,049 - Additions 419 71,224 - Vessel contributed to United Maritime Corporation - (17,948)- Transfer to “Assets held for sale” - (29,809)Ending balance 511,935 511,516 Accumulated depreciation: Beginning balance (77,383) (61,987)- Depreciation for the period (24,076) (23,294)- Vessel contributed to United Maritime Corporation - 5,046 - Transfer to “Assets held for sale” - 2,852 Ending balance (101,459) (77,383) Net book value 410,476 434,133 Vessel contributionOn July 5, 2022, the Company contributed the Predecessor and the Gloriuship to United (Note 3).AcquisitionsOn November 9, 2022, the Company entered into an agreement with an unaffiliated third party for the purchase of a secondhand Capesize vessel, the Paroship, for a gross purchase priceof $31,000. The vessel was delivered to the Company on December 27, 2022. The acquisition of the vessel was financed with cash on hand and through the December 2022 Alpha BankLoan (Note 8).On May 25, 2022, the Company entered into an agreement with an unaffiliated third party for the purchase of a secondhand Capesize vessel, the Honorship, for a gross purchase price of$34,600. The vessel was delivered to the Company on June 27, 2022. The acquisition of the vessel was financed with cash on hand and through the June 2022 Piraeus Bank Loan Facility(Note 8). During the years ended December 31, 2023 and 2022, amounts of $419 and $5,624, respectively, of improvements were capitalized that concern improvements on vessels performance andmeeting environmental standards mainly due to installation of ballast water treatment systems and other energy saving devices. The cost of these additions was accounted as majorimprovement and were capitalized over the vessels’ cost and will be depreciated over the remaining useful life of each vessel. Amounts paid within the year for the additions areincluded in “Vessels acquisitions and improvements” under “Cash flows from investing activities” in the consolidated statement of cash flows.F-22Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)As of December 31, 2023, all vessels, except for the Knightship, the Lordship, the Flagship, the Partnership, the Hellasship and the Patriotship that are financed through other financialliabilities (sale and leaseback agreements), are mortgaged to secure loans of the Company (Note 8).Gain on sale of vessels, netOn December 27, 2022, the Company entered into an agreement with United for the sale of a secondhand Capesize vessel, the Goodship, for a gross purchase price of $17,500. The vesselwas delivered to her new owners on February 10, 2023. As of December 31, 2022, the vessel along with the associated inventories were classified in current assets as “Assets held forsale” in the consolidated balance sheet, according to the provisions of ASC 360, as all the criteria for this classification were met. The specific vessel was not impaired as of December 31,2022, since its carrying amount plus unamortized dry-dock costs as at the balance sheet date was lower than its sale price less cost to sell. As of December 31, 2022, an advance paymentof $6,125 was received in cash (Note 3) according to the terms of the agreement, which is separately presented as “Liability from contract with related party” in the consolidated balancesheet. The vessel was delivered to her new owners on February 10, 2023. As of December 31, 2023, a gain on sale of vessel, net of sale expenses, amounting to $4,887 was recognized andis presented as “Gain on sale of vessels, net” in the consolidated statements of income. On December 27, 2022, the Company entered into an agreement with United for the sale of a secondhand Capesize vessel, the Tradership, for a gross purchase price of $18,750. Thevessel was delivered to her new owners on February 28, 2023. As of December 31, 2022, the vessel along with the associated inventories were classified in current assets as “Assets heldfor sale” in the consolidated balance sheet, according to the provisions of ASC 360, as all the criteria for this classification were met. The specific vessel was not impaired as of December31, 2022, since its carrying amount plus unamortized dry-dock costs as at the balance sheet date was lower than its sale price less cost to sell. As of December 31, 2022, an advancepayment of $6,563 was received in cash (Note 3) according to the terms of the agreement, which is separately presented as “Liability from contract with related party” in the consolidatedbalance sheet. The vessel was delivered to her new owners on February 28, 2023. As of December 31, 2023, a gain on sale of vessel, net of sale expenses, amounting to $3,207 wasrecognized and is presented as “Gain on sale of vessels, net” in the consolidated statements of income.7.Finance Lease, Right-of-use Assets and Finance Lease Liabilities:On May 9, 2023, the Company entered into a twelve-month bareboat charter agreement with an unaffiliated third party for a secondhand Newcastlemax vessel, which was renamedTitanship. The Company advanced a down payment of $3,500 which was paid upon signing of the agreement and another down payment of $3,500 upon delivery of the vessel to theCompany, which took place on October 24, 2023. The Company will be paying a daily bareboat rate of $9 over the period of the twelve-month bareboat charter. At the end of the bareboatperiod, the Company has an option to purchase the vessel for $20,210, which the Company expects to exercise. The Company has classified the above transaction as a finance lease. Atthe commencement date, the Company recognized a finance lease liability equal to the present value of lease payments during the bareboat charter period using an incrementalborrowing rate of 5.4%. The Company recognized a finance lease liability of $22,388 and a corresponding right-of-use asset of $29,998 which also includes $610 of initial direct costs. Theamount of the right-of-use-assets is amortized on a straight-line method based on the estimated useful life of the vessel. During the year ended December 31, 2023, the amortization of theright-of-use asset amounted to $436 and is presented in the Company’s consolidated statements of income under “Depreciation and amortization”. Interest expense on the finance leaseliability for the same period amounted to $219 (Note 14). As of December 31, 2023, the right-of-use amounted to $29,562 and is presented under “Finance lease, right-of-use asset” in theaccompanying consolidated balance sheets. The weighted average remaining lease term for the bareboat charter was 0.81 years as of December 31, 2023.The annual lease payments under the Titanship bareboat charter agreement are as follows:Twelve month periods ending December 31, Amount 2024 22,676 Total undiscounted lease payments 22,676 Less: Discount based on incremental borrowing rate (898)Present value of finance lease liabilities 21,778 Finance lease liability, current 21,778 Finance lease liability, non-current - Present value of finance lease liabilities 21,778 F-23Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)8.Long-Term Debt and Other Financial Liabilities: The amounts in the accompanying consolidated balance sheets are analyzed as follows: December 31,2023 December 31,2022 Long-term debt and other financial liabilities 213,711 235,603 Less: Deferred finance costs and debt discounts (2,921) (3,727)Total 210,790 231,876 Less - current portion (31,780) (35,051)Long-term portion 179,010 196,825 Debt related to assets held for sale - 13,100 Less: Deferred finance costs - (110)Total - 12,990 Total debt net of deferred finance costs and debt discounts 210,790 244,866 Senior long-term debtLoan Facilities amended during the year ended December 31, 2023October 2022 Danish Ship Finance Loan FacilityOn October 10, 2022, the Company entered into a facility agreement with Danish Shipping Finance A/S for a $28,000 term loan for the purpose of refinancing the existing UniCredit BankLoan Facility, which was secured by the Premiership and the Fellowship. The October 2022 Danish Ship Finance Loan Facility was divided in two equal tranches, bears interest of SOFRplus a margin of 2.50% and has a term of five years. The repayment schedule of each tranche comprises six quarterly installments of $780 followed by fourteen quarterly installments of$518 and a final balloon of $2,100 payable together with the twentieth installment. Each borrower is required to maintain minimum liquidity of $650 in its retention account.On April 18, 2023, the Company amended and restated the loan facility with Danish Ship Finance entered in October 2022 to refinance the Championship Cargill Sale and Leaseback. Theamended and restated facility includes a new tranche (Tranche C) of $15,750 secured by the Championship, while a sustainability adjustment mechanism was introduced in respect of theunderlying interest rate of the facility. The new tranche has a five-year term and the repayment schedule comprises eight quarterly installments of $725 followed by twelve quarterlyinstallments of $585 and a final balloon of $2,930 payable together with the final installment. The interest rate is 2.65% over 3-month term SOFR per annum, which can be increased ordecreased by 0.05% based on certain emission reduction thresholds. For the new tranche secured by the Championship, the borrower is required to maintain a minimum liquidity amountof $700, while each of the borrowers under the Premiership and Fellowship tranches are still required to maintain minimum liquidity of $650 in their respective retention accounts. Inaddition, the Company is required to maintain a security cover ratio (as defined therein) of not less than 133%, at any time when the corporate leverage ratio (as defined therein) is equalto or less than 65%. If the corporate leverage ratio is higher than 65%, the Company is required to maintain a security cover (as defined therein) of not less than 143%. As of December31, 2023, the amount outstanding under the facility was $36,060.June 2022 Piraeus Bank Loan FacilityOn June 22, 2022, the Company entered into a facility agreement with Piraeus Bank S.A. for a $38,000 sustainability-linked loan for the purpose of (i) refinancing the pre-existingNovember 2021 Piraeus Bank Loan Facility, which was secured by the Worldship and (ii) partly financing the acquisition cost of the Honorship. On July 3, 2023, the Company enteredinto an overriding agreement to replace the LIBOR with term SOFR as reference rate which is effective as of July 27, 2023. The loan bears interest of SOFR plus a margin of 3.00% and acredit adjustment spread (as defined therein). The margin is subject to a sustainability pricing adjustment whereby it may be decreased by up to 0.10% upon meeting certain emissionreduction targets during the term of the facility. The term is five years and the repayment schedule comprises four quarterly installments of $2,000, followed by two quarterly installmentsof $1,500, followed by fourteen quarterly installments of $750 and a final balloon of $16,500 payable together with the final installment. As per the supplemental agreement entered into onJuly 3, 2023, the leverage ratio (as defined in the facility agreement) required by the Company was reduced from 85% to 70% effective from June 30, 2023 until the maturity of the loan. Inaddition, the Company is required to maintain a security cover ratio (as defined therein) of not less than 125% until December 24, 2023 and 130% thereafter until the maturity of the loan.The June 2022 Piraeus Bank Loan Facility was assessed based on provisions of ASC 470-50 and was treated as debt modification. As of December 31, 2023, the amount outstandingunder the facility was $27,000.F-24Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)August 2021 Alpha Bank Loan FacilityOn August 9, 2021, the Company entered into a facility agreement with Alpha Bank S.A. for a $44,120 term loan for the purpose of (i) refinancing a pre-existing Alpha Bank loan facilitywhich was secured by the Leadership, the Squireship and the Lordship and (ii) financing the previously unencumbered Friendship. Originally, the loan was divided into two tranches asfollows: Tranche A, corresponding to the Squireship and the Lordship and Tranche B, corresponding to the Friendship. The facility agreement was assessed based on provisions ofASC 470-50 and was treated as debt modification of the pre-existing Alpha Bank loan facility. On April 28, 2023, the Company prepaid $8,506 of Tranche A and $3,470 of Tranche B usingthe proceeds from the Village Seven Sale and Leaseback (described below) and as a result all the securities regarding the Lordship were irrevocably and unconditionally released.Following the prepayment of the Lordship, the amortization schedule of the remaining tranches was amended whereby Tranche A is repayable through seven quarterly installments of$601 each and a final balloon of $10,284 payable together with the final installment and Tranche B is repayable through eight quarterly installments of $258 each and a final balloon of$3,918 payable together with the final installment. The repayment of installments for both tranches commenced in November 2023. The borrower owning the Squireship is required tomaintain an average quarterly minimum free liquidity of $500, whereas the borrower owning the Friendship is required to maintain $500 at all times. In addition, the borrowers shall ensurethat the market value of the vessels plus any additional security shall not be less than 125% of the aggregate outstanding loan amount. On June 30, 2022, the Company entered into asupplemental agreement to the facility pursuant to which, the August 2021 Alpha Bank Loan Facility was cross collateralized with the June 2022 Alpha Bank Loan Facility discussedbelow. Furthermore, on November 10, 2023, the Company entered into the second supplemental agreement pursuant to which, inter alia, the LIBOR was replaced with term SOFR asreference rate with retrospective effect from May 23, 2023. Following such transition, Tranche A bears interest at term SOFR plus a margin of 3.55% and Tranche B bears interest at termSOFR plus a margin of 3.30%. The August 2021 Alpha Bank Loan Facility is cross collateralized with the June 2022 Alpha Bank Loan Facility discussed below. As of December 31, 2023,the amount outstanding under the facility was $19,615.Sinopac Loan FacilityOn December 20, 2021, the Company entered into a $15,000 loan facility with Sinopac Capital International (HK) Limited to refinance the Tranche B of the July 2020 Entrust Facilitysecured by, inter alia, the Geniuship. On August 25, 2023 the Company entered into an overriding agreement to replace the LIBOR with term SOFR as reference rate which is effective asof September 12, 2023. The interest rate is Term SOFR plus a margin of 3.5%. The principal will be repaid over a five-year term, through four quarterly installments of $530 followed by 16quarterly installments of $385 and a final balloon payment of $6,720 payable together with the last installment. The borrower is required to ensure that the market value of the vessel plusany additional security shall be not less than 130% of the aggregate outstanding loan amount. As of December 31, 2023, the amount outstanding under the facility was $11,340.Pre – Existing Loan FacilitiesJune 2022 Alpha Bank Loan FacilityOn June 21, 2022, the Company entered into a facility agreement with Alpha Bank S.A. for a $21,000 term loan secured by the Dukeship. The loan bears interest of SOFR plus a margin of2.95% and the term is four years. The repayment schedule comprises four quarterly installments of $1,000 followed by twelve quarterly installments of $500 and a final balloon of $11,000payable together with the sixteenth installment. In addition, the Company is required to maintain a security requirement ratio (as defined therein) not less than 125%. The borrower isrequired to maintain minimum liquidity of $500 in its operating account. The June 2022 Alpha Bank Loan Facility is cross collateralized with the August 2021 Alpha Bank Loan Facility.As of December 31, 2023, the amount outstanding under the facility was $16,000.December 2022 Alpha Bank Loan FacilityOn December 15, 2022, the Company entered into a facility agreement with Alpha Bank S.A. for a $16,500 term loan for the purpose of partly financing the acquisition cost of theParoship. The interest rate of the facility is equal to term SOFR plus a margin of 2.90% and the term is four years. The repayment schedule comprises four quarterly installments of $525followed by twelve quarterly installments of $400 and a final balloon of $9,600 payable together with the sixteenth installment. In addition, the Company is required to maintain a securityrequirement (as defined therein) of not less than 125%. The borrower is required to maintain minimum liquidity of $500 in its operating account. As of December 31, 2023, the amountoutstanding under the facility was $14,400.As of December 31, 2023, each of the facilities mentioned above was secured by a first priority mortgage over the respective vessel, general assignments covering the respective vessel’searnings, charter parties, insurances and requisition compensation, account pledge agreements covering the vessel’s earnings accounts (excluding the Sinopac Loan Facility), technicaland commercial managers’ undertakings, pledge agreements covering the shares of the applicable vessel-owning subsidiaries and a corporate guarantee by the Company. In addition,certain of these loan facilities were secured by specific charterparty assignments, for charterparties exceeding 12 or 13 months in duration and hedging assignment agreements.F-25Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Loan Facilities repaid during the years ended December 31, 2023 and 2022November 2021 Piraeus Bank Loan FacilityOn November 12, 2021, the Company entered into a $16,850 sustainability-linked loan facility with Piraeus Bank S.A. to finance part of the acquisition cost of the Worldship. The interestrate was LIBOR plus a margin of 3.05%, which could be decreased to 2.95% based on certain emission reduction thresholds (as described therein). The principal was scheduled to berepaid over a five-year term, through four installments of $1,000, followed by two installments of $750, followed by 14 installments of $375, followed by a balloon of $6,100 payabletogether with the last installment. On June 22, 2022, the Company refinanced the facility using the proceeds from the June 2022 Piraeus Bank Loan Facility.UniCredit Bank Loan FacilityOn September 11, 2015, the Company entered into a facility agreement with UniCredit Bank AG, for a secured loan facility of $52,705 to partially finance the acquisition of thePremiership, Gladiatorship and Guardianship. On November 22, 2018 following the sale of the Gladiatorship and Guardianship, the Company entered into an amendment andrestatement of the facility in order to (i) release the respective vessel-owning subsidiaries of the Gladiatorship and the Guardianship as borrowers and (ii) include as replacementborrower the vessel-owning subsidiary of the Fellowship. On July 3, 2019, the Company entered into a supplemental agreement pursuant to which: (i) $2,208 of installments originallyfalling due within 2019 were deferred to the balloon installment on December 28, 2020, (ii) the applicable margin was increased from 3.20% to 4.20% with effect from March 26, 2019 untilDecember 27, 2019 inclusive and reinstated to the original levels subsequently and (iii) the requirement for each borrower to hold minimum liquidity of $500 cash was cancelled. OnFebruary 8, 2021, the Company entered into a supplemental agreement to the facility pursuant to which: (i) the quarterly installments were reduced from $1,550 to $1,200, effective as ofthe December 2020 installment, (ii) the applicable margin was increased from 3.2% to 3.5% with effect as of December 29, 2020 until the maturity of the facility, (iii) the maturity of the loanwas extended to December 29, 2022 from December 29, 2020 initially, and (iv) several of its financial covenants were waived with retrospective effect from June 2020 onwards. On October13, 2022, the facility was refinanced in full by the October 2022 Danish Ship Finance Loan Facility.February 2019 ATB Loan FacilityOn February 13, 2019, the Company entered into a new loan facility with ATB, or the February 2019 ATB Loan Facility, in order to (i) refinance the existing indebtedness over thePartnership under the May 2017 ATB Loan Facility and (ii) finance of installation of open loop scrubber systems on the Squireship and Premiership. The interest rate of the facility wasequal to LIBOR plus a margin of 4.65%. The February 2019 ATB Loan Facility was divided in Tranche A, relating to the refinancing of the Partnership, and Tranches B and C for thefinancing of the scrubber systems on the Squireship and the Premiership, respectively. Pursuant to the terms of the facility, Tranche A was repayable in sixteen equal quarterlyinstallments of $200 and a balloon payment of $13,190 payable on November 27, 2022 and each of Tranche B and C was repayable in twelve quarterly installments of $189.8 until August26, 2022. On February 12, 2021, the Company entered into a supplemental agreement to the facility to amend several of its financial covenants. On December 9, 2021, the Companyentered into a supplemental letter to the facility pursuant to which: the lender (i) provided its consent for the prepayment of the Third JDH Note secured by the Partnership which wassubject to an intercreditor agreement entered into between the Company, ATB and the holder of the convertible note, (ii) waived a breach of the borrower concerning the repayment ofcertain subordinated liabilities (as defined therein) in the amount of $1,080 and (iii) waived the borrower’s obligation to make an additional repayment (as defined therein) in the amountof $1,080. An amendment fee of $50 was paid in respect of the supplemental letter. On February 28, 2022, the outstanding balance of $15,129 was repaid in full with cash on hand andsubsequently refinanced by the Chugoku Bank Sale and Leaseback.July 2020 Entrust FacilityOn July 15, 2020, the Company entered into a secured loan facility of $22,500 with Lucid Agency Services Limited and Lucid Trustee Services Limited, as facility agent and security agent,respectively, and certain nominees of EnTrust Global as lenders, the proceeds of which were used for the refinancing of a loan facility with Hamburg Commercial Bank AG secured by theGloriuship and the Geniuship. The interest rate of the facility was equal to a fixed rate of 10.50%. The Company drew down the $22,500 on July 16, 2020. In addition, the July 2020Entrust Facility was cross collateralized with a pre-existing facility with Entrust. The cross-collateral security structure was released following the full prepayment of the pre-existingfacility that was subsequently financed by a loan facility with Alpha Bank repaid in 2021. On December 20, 2021, the Company repaid the balance of $14,618 related to Tranche B securedby the Geniuship. On the date of repayment, $438 of unamortized debt discounts were written off according to the debt extinguishment guidance of ASC 470-50 “Debt Modifications andExtinguishments”. The outstanding balance of the loan, amounting to $4,950, was transferred to United following completion of the Spin-Off.F-26Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)ABB Loan FacilityOn April 22, 2021, the Company entered into a facility agreement with Aegean Baltic Bank S.A. for a $15,500 term loan for the financing of the Goodship and the Tradership. The loanwas divided into two tranches: (i) Tranche A of $7,500 for the Goodship, drawn down on April 26, 2021, and (ii) Tranche B of $8,000 for the Tradership, drawn down on June 14, 2021. Theloan bore interest of LIBOR plus a margin of 4%. Tranche A was repayable in 18 quarterly installments of $200 each, with the last installment, together with a balloon installment of $3,900,payable in October 2025. Tranche B was repayable in 18 quarterly installments of $200 each, with the last installment being payable together with a balloon installment of $4,400. OnFebruary 9, 2023, in connection with the disposal of the Goodship, the Company fully prepaid the outstanding loan amount of Tranche A of $6,100 under the facility. On February 24,2023, in connection with the disposal of the Tradership, the Company fully prepaid the remaining outstanding loan amount of Tranche B of $6,800. Following the full prepayment of theABB Loan Facility, all securities created in favor of ABB were irrevocably and unconditionally released.Other Financial Liabilities - Sale and Leaseback TransactionsNew Sale and Leaseback Activities during the year ended December 31, 2023Evahline Sale and LeasebackOn March 29, 2023, we entered into a $19,000 sale and leaseback agreement with a subsidiary of Evahline Inc. (“Evahline”) for the refinancing of the Hanchen Sale and Leaseback. Theagreement became effective on April 6, 2023, upon the delivery of the Knightship to the lessor. Under ASC 842-40, the transaction was accounted for as a financial liability, as controlremains with the Company and the Knightship will continue to be recorded as an asset on the Company’s balance sheet. The Company sold and chartered back the vessel from Evahlineon a bareboat basis for a six-year period. The applicable interest rate is 3-month term SOFR plus 2.80% per annum. Following the second anniversary of the bareboat charter, theCompany has continuous options to repurchase the vessel at predetermined prices as set forth in the agreement. At the end of the six-year bareboat period, the ownership of the vesselwill be transferred to the Company at no additional cost. The Company is required to maintain a minimum value (as defined therein) of at least 120% of the charterhire principal. Thecharterhire principal amortizes in seventy-two consecutive monthly installments paid in advance averaging at $264. The charterhire principal as of December 31, 2023 was $16,625.Village Seven Sale and LeasebackOn April 24, 2023, we entered into a $19,000 sale and leaseback agreement for the Lordship with Village Seven Co., Ltd and V7 Fune Inc. (collectively, “Village Seven”) to partiallyrefinance the August 2021 Alpha Bank Loan Facility. Under ASC 842-40, the transaction was accounted for as a financial liability, as control remains with the Company andthe Lordship will continue to be recorded as an asset on the Company’s balance sheet. The Company sold and chartered back the vessel from Village Seven on a bareboat basis for aperiod of four years and five months. The applicable interest rate is 3-month term SOFR plus 3.00% per annum. Following the second anniversary of the bareboat charter, the Companyhas continuous options to repurchase the vessel at predetermined prices as set forth in the agreement. At the end of the bareboat period, the Company has the option to repurchase thevessel at $7,811, which the Company expects to exercise. The sale and leaseback agreement does not include any financial covenants or security value maintenance provisions. Thecharterhire principal amortizes in fifty-three consecutive monthly installments paid in advance averaging at $211. The charterhire principal as of December 31, 2023 was $17,091.Sale and Leaseback Activities amended during the year ended December 31, 2023CMB Financial Leasing Co., Ltd. (“CMBFL”) Sale and LeasebackOn June 22, 2021, the Company entered into sale and leaseback agreements for the Hellasship and the Patriotship in the total amount of a $30,900 with CMBFL for the purpose offinancing the outstanding acquisition price of both vessels. The Company sold and chartered back the vessels from two affiliates of CMBFL on a bareboat basis for a five-year period.On September 25, 2023, the Company entered into an amendment and restatement pursuant to which, inter alia, the LIBOR was replaced with term SOFR as reference rate, withretrospective effect from June 28, 2023. Following such transaction, the financings bear interest at term SOFR plus a margin of 3.5%. The Company is required to maintain a corporateleverage ratio (as defined therein) that will not be higher than 85% until the maturity. Additionally, each bareboat Charterer is required to maintain minimum liquidity of $550 in itsearnings account. The bareboat charterers are also required to maintain a value maintenance ratio of at least 120% of the charterhire principal. The Company has the option to buy backthe vessels between the end of the second year until the end of the fifth year at predetermined prices as defined in the agreement. Under ASC 842-40, the transaction was accounted foras a financial liability, as control remains with the Company and the two vessels will continue to be recorded as an asset on the Company’s balance sheet. The charterhire principalamortizes in twenty quarterly installments of $780 each along with a balloon payment of $15,300 at maturity. The charterhire principal as of December 31, 2023, was $23,100.F-27Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Existing Sale and Leaseback AgreementsChugoku Bank Sale and LeasebackOn February 25, 2022, the Company entered into a sale and leaseback transaction with Chugoku Bank, Ltd. to refinance the Partnership which was previously financed by the February2019 ATB Loan Facility and the Second JDH Loan secured through first and second priority mortgages respectively. The drawdown of the funds under the sale and leaseback agreementoccurred on March 9, 2022. Under ASC 842-40, the transaction was accounted for as a financial liability, as control remains with the Company and the Partnership will continue to berecorded as an asset on the Company’s balance sheet. The financing amount is $21,300 and the interest rate is 2.9% plus SOFR per annum. The principal will be repaid over an eight-yearterm, through 32 quarterly installments averaging at approximately $590, followed by a purchase option of $2,388 at the expiration of the bareboat, which the Company expects toexercise. Following the second anniversary of the bareboat charter, the Company has continuous options to repurchase the vessel at predetermined prices as set forth in the agreement.The charterhire principal as of December 31, 2023 was $17,259.Flagship Cargill Sale and LeasebackOn May 11, 2021, the Company entered into a $20,500 sale and leaseback agreement with Cargill for the purpose of financing part of the acquisition cost of the Flagship. The Companysold and chartered back the vessel from Cargill on a bareboat basis for a five-year period, having a purchase obligation at the end of the fifth year. Under ASC 842-40, the transaction wasaccounted for as a financial liability, as control remains with the Company and the Flagship will continue to be recorded as an asset on the Company’s consolidated balance sheet. Theimplied average applicable interest rate is equivalent to 2% per annum. The sale and leaseback agreement does not include any financial covenants or security value maintenanceprovisions. The Company has continuous options to buy back the vessel during the whole five-year sale and leaseback period at predetermined prices as set forth in the agreement andat the end of such period it has a purchase obligation at $10,000. Additionally, at the time of repurchase, if the market value of the vessel is greater than certain threshold prices, as setforth in the agreement, the Company will pay to Cargill 15% of the difference between the market price and such threshold prices (the “Asset Upside Amount”). The Companyrecognized a participation liability of $353 as of December 31, 2023 and is included under Other liabilities – non-current in the consolidated balance sheets. No participation liability wasrecognized as of December 31, 2022, as the estimated market value did not exceed the threshold prices. The charterhire principal amortizes in sixty monthly installments averagingapproximately $175 each along with a balloon payment of $10,000, at maturity on May 10, 2026. The charterhire principal as of December 31, 2023, was $15,221.Sale and Leasebacks Agreements repaid during the year ended December 31, 2023Hanchen Sale and LeasebackOn June 28, 2018, the Company entered into a $26,500 sale and leaseback agreement for the Knightship with Hanchen Limited (“Hanchen”), an affiliate of AVIC International Leasing Co.,Ltd.. The Company’s wholly-owned subsidiary, Knight Ocean Navigation Co. (“Knight” or the “Charterer”) sold and chartered back the vessel on a bareboat basis for an eight yearperiod, having a purchase obligation at the end of the eighth year. The charterhire principal bore interest at LIBOR plus a margin of 4%. Under ASC 842-40, the transaction wasaccounted for as a financial liability. Of the $26,500, $18,550 were cash proceeds, $6,625 was withheld by Hanchen as an upfront charterhire upon the delivery of the vessel, and anamount of $1,325, or Charterer’s Deposit, which was given as a deposit by Knight to Hanchen upon the delivery of the vessel in order to secure the due observance and performance byKnight of its obligations and undertakings as per the sale and leaseback agreement. The Charterer’s Deposit could be set off against the balloon payment at maturity. The Company hadcontinuous options to buy back the Knightship at any time following the second anniversary of the bareboat charter and a purchase obligation of $5,299 at the end of the leasebackperiod. The charterhire principal was repayable in thirty-two consecutive equal quarterly installments of approximately $456 along with a balloon payment of $5,299 payable together withthe final installment. On April 6, 2023, the facility was refinanced by the Evahline Sale and Leaseback and the outstanding charterhire principal of $11,221 was repaid in full.F-28Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Championship Cargill Sale and Leaseback On November 7, 2018, the Company entered into a $23,500 sale and leaseback agreement for the Championship with Cargill International SA (“Cargill”) for the purpose of refinancing theoutstanding indebtedness of the Championship under a previous loan facility. The Company sold and chartered back the vessel from Cargill on a bareboat basis for a five-year period,having a purchase obligation at the end of the fifth year. The implied average applicable interest rate was equivalent to 4.71% per annum. Under ASC 842-40, the transaction wasaccounted for as a financial liability. The Company was required to maintain an amount of $1,600 as a security deposit which was set-off against the vessel repurchase price. Moreover,under the subject sale and leaseback agreement, an additional tranche was provided to the Company for an amount of up to $2,750 for the purpose of financing the cost associated withthe acquisition and installation on board the Championship of an open loop scrubber system which was fully drawn. The sale and leaseback agreement did not include any financialcovenants or security value maintenance provisions. Moreover, as part of the transaction, the Company issued 750 of its common shares to Cargill which were subject to customarystatutory registration requirements. The fair market value of the shares on the date issued to Cargill was $1,541 and amortized over the lease term using the effective interest method. Theunamortized balance was accounted for as a deferred finance cost and is classified in other financial liabilities on the consolidated balance sheets. The Company had continuous optionsto buy back the vessel during the whole five-year sale and leaseback period at predetermined prices as set forth in the agreement and at the end of which period it had a purchaseobligation at $14,051. Additionally, at the time of repurchase, if the market value of the vessel was greater than certain threshold prices, as set forth in the agreement, the Company wouldpay to Cargill 20% of the difference between the market price and such threshold prices (the “Profit Share Amount”). Additionally, upon the repurchase of the vessel, the Company wasobliged to pay an amount for the remaining period of the initial charterhire based on the Baltic Capesize Index FFA curve and a discount rate on the BCI as per the sale and leasebackagreement (the “Washout Amount”). The charterhire principal was repayable in sixty monthly installments averaging approximately $167 each along with a balloon payment of $14,051,including the additional scrubber tranche, at maturity. On November 15, 2022, the Company exercised its option to purchase the Championship. On April 24, 2023, the Company paid (i)an amount of $793, accounting for the Profit Share Amount, (ii) an amount of $113 for the Washout Amount and (iii) the purchase option price of $15,678 by using the proceeds fromthe October 2022 Danish Ship Finance Loan Facility. All of the Company’s secured facilities (i.e., long-term debt and other financial liabilities) bear floating interest at SOFR plus a margin or fixed interest.Certain of the Company’s long-term debt and other financial liabilities contain financial covenants and undertakings requiring the Company to maintain various financial ratios, including:•a minimum borrower’s liquidity;•a minimum guarantor’s liquidity;•a security coverage requirement; and•a leverage ratio.As of December 31, 2023, the Company was in compliance with all covenants relating to its loan facilities as at that date.As of December 31, 2023, ten of the Company’s owned vessels, having a net carrying value of $270,022, were subject to first and second priority mortgages as collaterals to their long-term debt facilities. In addition, the Company’s six bareboat chartered vessels, having a net carrying value of $140,454 as of December 31, 2023, have been financed through sale andleaseback agreements. As is in typical leaseback agreements, the title of ownership is held by the relevant lenders.Subordinated long-term debtF-29Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Second JDH Loan (originally entered into in May 2017) In February 2021, the Company prepaid $100 of the outstanding balance of the Second Jelco Delta Holding Corp., or JDH, Loan, using proceeds from (i) Class E warrants exercises during2021 (Note 12) and (ii) its February 2021 registered direct offering (Note 12). On April 26, 2021, JDH exercised its option to purchase 428,571 additional Units (with each unit consisting ofone common share of the Company, or, at JDH’s option, one pre-funded warrant in lieu of such common share, and ten warrant to purchase one common share at an exercise price of $7.0per share) at a price of $7.0 per Unit in exchange for the settlement of principal under the Second JDH Loan in an amount of $3,000 (i.e., an amount equal to the aggregate purchase priceof the units). The issuance of units to JDH and associated reduction in debt balance took place on May 6, 2021. On the same date, the Company fully amortized the unamortized balanceof $424 of the fair value of the option to purchase the 428,571 Units, in accordance with its original conversion terms and recognized such amount in “Interest and Finance costs”.On February 28, 2022, the Company voluntarily prepaid the remaining balance of $1,850 of the Second JDH Loan using cash on hand. All obligations under the Second JDH Loan wereirrevocably and unconditionally discharged pursuant to the deed of release dated February 28, 2022.The annual principal payments required to be made after December 31, 2023 for all long-term debt and other financial liabilities, are as follows:Twelve-month periods ending December 31, Amount 2024 32,955 2025 44,433 2026 76,786 2027 43,657 Thereafter 15,880 Total 213,711 9.Convertible Notes:The amounts in the accompanying consolidated balance sheets are analyzed as follows: December 31,2023 December 31,2022 Convertible notes - 11,165 Less: Deferred finance costs - (9)Less: Change in fair value of conversion option - (323)Total - 10,833 Less – current portion - (10,833)Long-term portion - - F-30Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)September 7, 2015 - $21,165 Revolving Convertible Note (Second JDH Note)On January 26, 2022, the Company voluntarily prepaid $5,000 of the outstanding balance of the Second JDH Note using cash on hand (Note 8). In connection with this prepayment theCompany’s cash sweep obligations for 2022 under the then outstanding JDH loans and JDH convertible notes were waived pursuant to a waiver letter signed on January 19, 2022. OnMarch 10, 2022, the Company voluntarily prepaid another $5,000 of the outstanding balance of the Second JDH Note using cash on hand (Note 8). As of December 31, 2022, $11,165 wasoutstanding under the Second JDH Note.Upon adoption of ASU No. 2020-06 on January 1, 2022, the Second JDH Note increased by $10,949, representing the net impact of two adjustments: (1) the $21,165 value of beneficialconversion feature (“BCF”), previously classified in additional paid-in-capital in stockholders’ equity, and (2) a $10,216 decrease to accumulated deficit for the cumulative effect ofadoption related to the recorded amortization expense of BCF (Note 2). The Company could, by giving five business days prior written notice to JDH at any time, had prepaid the whole or any part of the Second JDH Note in cash or, subject to JDH’s priorwritten agreement on the price per share, in a number of fully paid and nonassessable shares of the Company equal to the amount of the note(s) being prepaid divided by the agreedprice per share. At JDH’s option, the Company’s obligation to repay the principal amount under the Second JDH Note or any part thereof could have been paid in common shares at aconversion price of $12.00 per share. JDH had also received customary registration rights with respect to any shares to have been received upon conversion of the Second JDH Note.On January 3, 2023, the Company paid $8,000 of the outstanding balance of the Second JDH Note. The total remaining outstanding balance of $3,165 was fully repaid on December 29,2023. As of December 31, 2023, there was no outstanding balance under the Second JDH Note.10.Financial Instruments: The guidance for fair value measurements applies to all assets and liabilities that are being measured and reported on a fair value basis. This guidance enables the reader of the financialstatements to assess the inputs used to develop those measurements by establishing a hierarchy for ranking the quality and reliability of the information used to determine fair values.The same guidance requires that assets and liabilities carried at fair value should be classified and disclosed in one of the following three categories based on the inputs used todetermine its fair value:•Level 1: Quoted market prices in active markets for identical assets or liabilities;•Level 2: Observable market-based inputs or unobservable inputs that are corroborated by market data;•Level 3: Unobservable inputs that are not corroborated by market data.(a)Significant Risks and Uncertainties, including Business and Credit ConcentrationThe Company places its temporary cash investments, consisting mostly of deposits, primarily with high credit qualified financial institutions. The Company performs periodicevaluations of the relative credit standing of those financial institutions that are considered in the Company’s investment strategy. The Company limits its credit risk with accountsreceivable by performing ongoing credit evaluations of its customers’ financial condition and generally does not require collateral for its accounts receivable and does not have anyagreements to mitigate credit risk.(b)Fair Value of Financial InstrumentsThe fair values of the financial instruments shown in the consolidated balance sheets as of December 31, 2023 and 2022, represent management’s best estimate of the amounts that wouldbe received to sell those assets or that would be paid to transfer those liabilities in an orderly transaction between market participants at that date.Those fair value measurements maximize the use of observable inputs. However, in situations where there is little, if any, market activity for the asset or liability at the measurement date,the fair value measurement reflects the Company’s own judgments about the assumptions that market participants would use in pricing the asset or liability. Those judgments aredeveloped by the Company based on the best information available in the circumstances.F-31Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)The following methods and assumptions were used to estimate the fair value of each class of financial instruments:a.Cash and cash equivalents, restricted cash, accounts receivable trade, other current assets and trade accounts and other payables: the carrying amounts approximate fair valuebecause of the short maturity of these instruments. Cash and cash equivalents and restricted cash, current are considered Level 1 items as they represent liquid assets with short-term maturities. The carrying value approximates the fair market value for interest bearing cash classified as restricted cash, non-current and are considered Level 1 item of the fairvalue hierarchy.b.Long-term debt and other financial liabilities: The carrying value of long-term debt and other financial liabilities with variable interest rates approximates the fair market value as thelong-term debt and other financial liabilities bear interest at floating interest rate. The fair value of fixed interest long-term debt is estimated using prevailing market rates as of theperiod end. The Company believes the terms of its fixed interest long-term debt are similar to those that could be procured as of December 31, 2023, and the carrying value of $15,221is 4% higher than the fair market value of $14,613. The fair value of the fixed interest long-term debt has been obtained through Level 2 inputs of the fair value hierarchy.11.Commitments and Contingencies:ContingenciesVarious claims, lawsuits, and complaints, including those involving government regulations and product liability, arise in the ordinary course of the shipping business. In addition, lossesmay arise from disputes with charterers, agents, insurance and other claims with suppliers relating to the operations of the Company’s vessels. On March 6, 2024, Sphinx InvestmentCorp., a purported shareholder of the Company, submitted a complaint in the High Court of the Republic of the Marshall Islands naming the Company and the members of its board ofdirectors as defendants. The complaint alleges, among other things, violations of fiduciary duties in connection with the issuance of the Series B Preferred Shares in December 2021. TheCompany believes it has substantial defenses and intends to vigorously defend against the lawsuit. As of December 31, 2023, management is not aware of any material claims orcontingent liabilities, which have not been disclosed, or for which a provision has not been established in the accompanying consolidated financial statements. The Company accrues for the cost of environmental liabilities when management becomes aware that a liability is probable and is able to reasonably estimate the probable exposure.Currently, management is not aware of any such claims or contingent liabilities that should be disclosed, or for which a provision should be established in the accompanyingconsolidated financial statements. The Company is covered for liabilities associated with the individual vessels’ actions to the maximum limits as provided by Protection and Indemnity(P&I) Clubs, members of the International Group of P&I Clubs.CommitmentsThe Company operates certain of its vessels under lease agreements. Time charters typically may provide for charterers’ options to extend the lease terms and termination clauses. TheCompany’s time charters range from 9 to 62 months and extension periods vary from 2 to 27 months. In addition, the time charters contain termination clauses which protect either theCompany or the charterers from material adverse events. Variable lease payments in the Company’s time charters vary based on changes in the freight market index. The Company hasthe option to convert some of these variable lease payments to fixed based on the prevailing Capesize forward freight agreement rates.The following table sets forth the Company’s future minimum contractual charter revenue based on vessels committed to non-cancelable time charter contracts as at December 31, 2023.For index-linked time charter contracts the calculation was made using the initial charter rates (these amounts do not include any assumed off-hire).Twelve-month periods ending December 31, Amount 2024 113,058 2025 29,954 2026 5,321 Total 148,333 F-32Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)Lease payments – office spaceIn April 2018, the Company moved into its new office spaces under a five-year lease term, with a Company’s option to extend the lease term for another five-year term. On September 16,2020, the lease term was amended and set for ten years (i.e., April 2028), with a Company’s option to extend the lease term for two consecutive five-year terms thereafter. The monthlyrent was set at Euro 12,747 and after the prepayment of Euro 250,000, on September 22, 2020 resulted in a reduced monthly rent of Euro 10,000 or ($11.1 based on the Euro/U.S. dollarexchange rate of €1.0000: $1.105 as of December 31, 2023). Under ASC 842, the lease is classified as an operating lease and an “operating lease liability” and an “operating lease, right-of-use asset” based on the present value of future minimum lease payments have been recognized on the balance sheet. The monthly rent expense is recorded in general and administrationexpenses. The rent expense for the years ended December 31, 2023, 2022 and 2021 was $166, $161 and $179, respectively.The weighted average discount rate that was used for the recognition of these leases, which was the Company’s incremental borrowing rate at lease commencement, is approximately6.24%. The following table sets forth the Company’s undiscounted office rental obligations as at December 31, 2023:Twelve-month periods ending December 31, Amount 2024 133 2025 133 2026 133 2027 133 Thereafter 32 Total 564 Less: discount based on incremental borrowing rate (159)Present value of operating lease liability 405 Operating lease liability, current 105 Operating lease liability, non-current 300 Present value of operating lease liability 405 12.Capital Structure:(a)Preferred Stock The Company is authorized to issue up to 25,000,000 registered shares of preferred stock with a par value of $0.0001. The board of directors of the Company is expressly granted theauthority to issue preferred shares and to establish such series of preferred shares with such designations, preferences and relative participating, rights, qualifications, limitations orrestrictions as it determines. As at December 31, 2023 and 2022, the Company had 20,000 series B preferred shares issued and outstanding with par value $0.0001 per share. The series Bpreferred shares were issued on December 10, 2021, to the Company’s Chief Executive Officer, considered a related party, for a total cash consideration of $250. The issuance of the SeriesB preferred shares was approved by a special independent committee of the board of directors of the Company which obtained a fairness opinion from an independent financial advisorregarding the value of the preferred shares. Each series B preferred shares entitle the holder to 25,000 votes per share on all matters submitted to a vote of the shareholders of theCompany, provided however, that no holder of series B preferred shares may exercise voting rights pursuant to series B preferred shares that would result in the aggregate voting powerof any beneficial owner of such shares and its affiliates to exceed 49.99% of the total number of votes eligible to be cast on any matter submitted to a vote of shareholders of theCompany. The holder of series B preferred shares shall have no special voting or consent rights and shall vote together as one class with the holders of the common shares on allmatters put before the shareholders. The series B preferred shares are not convertible into common shares or any other security, are not redeemable, are not transferable and have nodividend rights. Upon any liquidation, dissolution or winding up of the Company, the series B preferred shares will rank pari-passu with the common shareholders and shall be entitled toreceive a payment equal to the par value of $0.0001 per share. The Series B preferred holder has no other rights to distributions upon any liquidation, dissolution or winding up of theCompany.F-33Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)(b)Common Stock i)NASDAQ Notifications – Effect of reverse stock splitOn August 1, 2022, the Company received written notification from The Nasdaq Stock Market (“Nasdaq”), indicating that because the closing bid price of the Company’s common stockfor 30 consecutive business days, from June 16, 2022, to July 29, 2022, was below the minimum $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market,the Company was not in compliance with Nasdaq Listing Rule 5550(a)(2). Pursuant to the Nasdaq Listing Rule 5810(c)(3)(A), the applicable grace period to regain compliance was 180days, or until January 30, 2023. The Company could cure this deficiency if the closing bid price of its common stock was $1.00 per share or higher for at least ten consecutive businessdays during the grace period. On January 31, 2023, the Company received written notification from NASDAQ, indicating that the Company was granted an additional 180-day graceperiod, until July 31, 2023, to cure its non-compliance with Nasdaq Listing Rule 5550(a)(2). At the opening of trading on February 16, 2023, following the approval from the Company’sBoard of Directors on February 9, 2023, the Company effected a one-for-ten reverse stock split of the Company’s common stock. On March 3, 2023, the Company received writtennotification from Nasdaq that the Company regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bid price of the Company’s common stock (Note 1).On January 26, 2022, the Company received written notification from Nasdaq, indicating that because the closing bid price of the Company’s common stock for 30 consecutive businessdays, from December 13, 2021 to January 25, 2022, was below the minimum, $1.00 per share bid price requirement for continued listing on the Nasdaq Capital Market, the Company wasnot in compliance with Nasdaq Listing Rule 5550(a)(2). On February 14, 2022, the Company received written notification from Nasdaq that the Company regained compliance with NasdaqListing Rule 5550(a)(2) concerning the minimum bid price of the Company’s common stock. The compliance was regained organically, as the closing bid price of the Company’s commonstock had been at $1.00 per share or greater for at least 10 consecutive business days.On February 11, 2021, the Company received written notification from Nasdaq that the Company regained compliance with Nasdaq Listing Rule 5550(a)(2) concerning the minimum bidprice of the Company’s common stock, following the minimum bid price requirement originally communicated to the Company on September 30, 2020. The compliance was regainedorganically, as the closing bid price of the Company’s common stock had been at $1.00 per share or greater for at least 10 consecutive business days. ii)DividendsOn November 14, 2023, the Company announced a regular quarterly dividend of $0.025 per share for the third quarter of 2023 which was paid on January 10, 2024 to all shareholders ofrecord as of December 22, 2023 (Note 17). The dividend declared on November 13, 2023 amounting to $491 is included in “Other current liabilities” as of December 31, 2023 in theaccompanying consolidated balance sheet.On August 2, 2023, the Company announced a regular quarterly dividend of $0.025 per share for the second quarter of 2023 to the shareholders of record as of September 22, 2023. Thequarterly dividend of $492 for the second quarter of 2023 was paid on October 6, 2023.On May 25, 2023, the Company announced a regular quarterly dividend of $0.025 per share for the first quarter of 2023 to the shareholders of record as of June 22, 2023. The quarterlydividend of $491 for the second quarter of 2023 was paid on July 6, 2023.On March 14, 2023, the Company announced a regular quarterly dividend of $0.025 per share for the fourth quarter of 2022 to the shareholders of record as of March 31, 2023. Thequarterly dividend of $500 for the fourth quarter of 2022 was paid on April 25, 2023.On November 30, 2022, the Company announced a regular quarterly dividend of $0.25 per share for the third quarter of 2022 which was paid on January 30, 2023 to the shareholders ofrecord as of December 28, 2022. The dividend declared on November 29, 2022 amounting to $4,548 is included in “Other current liabilities” as of December 31, 2022 in the accompanyingconsolidated balance sheet and were paid to the shareholders of record on January 30, 2023.On August 4, 2022, the Company announced a regular quarterly dividend of $0.25 per share for the second quarter of 2022 to the shareholders of record as of September 25, 2022. Thequarterly dividend of $4,548 for the second quarter of 2022 was paid on October 11, 2022.F-34Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)On May 31, 2022, the Company announced a regular quarterly dividend of $0.25 per share for the first quarter of 2022 to the shareholders of record as of June 28, 2022. The quarterlydividend of $4,460 for the first quarter of 2022 was paid on July 14, 2022.On March 10, 2022, the Company announced a regular quarterly dividend of $0.25 per share as well as a special dividend of $0.25 per share for the fourth quarter of 2021 to allshareholders of record as of March 25, 2022. The quarterly dividend for the fourth quarter of 2021 of $4,458 and the special dividend of $4,458 were paid on April 5, 2022.Total dividends declared in the years ended December 31, 2023 and December 31, 2022 amounted to $1,974 and $22,472, respectively.iii)Common stock issuancesOn December 14, 2023, the Company entered into an “at the market” offering program with B. Riley Securities, Inc., as sales agent (the “Sales Agent”). In accordance with the terms ofthe at-the-market sale agreement with the Sales Agent, the Company may offer and sell a number of its common shares, having an aggregate offering price of up to $30,000 at any timeand from time to time through the Sales Agent, as agent or principal. The Company intends to use the net proceeds from any sales under the “at the market” offering program for generalcorporate purposes, which may include buybacks of common shares, additions to working capital, capital expenditures, repayment of debt, financing of possible vessel acquisitions andother investments, or a combination thereof. As of December 31, 2023, 1,099 shares have been sold from the Company for gross proceeds of $8 under the offering program and are shownin the consolidated statements of stockholders’ equity, net of $199 offering expenses.On July 2, 2021, the Company’s board of directors declared a dividend of one preferred share purchase right (a “Right”) for each of the Company’s outstanding common shares andadopted a shareholder rights plan. On December 13, 2023, the Company’s board of directors approved an amendment and restatement of the Rights Agreement to make certain technicalor ministerial changes (the “Shareholders Rights Agreement”). The dividend was payable on July 19, 2021 to the shareholders of record on July 2, 2021. Each Right will allow its holder topurchase from the Company one one-thousandth of a Series A Participating Preferred Share (a “Preferred Share”) for $30.00 (the “Exercise Price”), once the Rights become exercisable.This portion of a Preferred Share will give the shareholder approximately the same dividend, voting and liquidation rights as would one common share. Prior to exercise, the Right doesnot give its holder any dividend, voting, or liquidation rights. The Rights will not be exercisable until ten days after the public announcement that a person or group has become an“Acquiring Person” by obtaining beneficial ownership of 10% (15% in the case of a passive institutional investor) or more of the Company’s outstanding common shares. The AcquiringPerson will not be entitled to exercise these Rights. If an Acquiring Person obtains beneficial ownership of 10% (15% in the case of a passive institutional investor) or more of theCompany’s common shares, then each Right will entitle the holder to purchase for the Exercise Price, in lieu of one one-thousandth of a share of Series A Preferred Stock, a number ofcommon shares having a then-current market value of twice the Exercise Price. In addition, if after an Acquiring Person obtains 10% (15% in the case of a passive institutional investor)or more of the Company’s common shares, (i) the Company merges into another entity; (ii) an acquiring entity merges into the Company; or (iii) the Company sells or transfers 50% ormore of its assets, cash flow or earning power, then each Right will entitle the holder to purchase, for the Exercise Price, a number of common shares of the person engaging in thetransaction having a then-current market value of twice the Exercise Price. The board of directors may redeem the Rights for $0.0001 per Right under certain circumstances. The Rightsexpire on the earliest of (i) December 14, 2026; or (ii) the redemption or exchange of the Rights. As at December 31, 2023, 2022 and 2021, no Rights were exercised.On April 26, 2021, JDH exercised its option to purchase 428,571 additional Units (with each unit consisting of one common share of the Company, or, at JDH’s option, one pre-fundedwarrant in lieu of such common share, and ten warrants to purchase one common share at an exercise price of $7.00 per share) at a price of $7.00 per Unit in exchange for the settlement ofprincipal under the Second JDH Loan in an amount of $3,000 (i.e., an amount equal to the aggregate purchase price of the units) (Note 8). 428,571 common shares were issued to JDH inthis transaction.On February 19, 2021, the Company sold 4,415,000 common shares under a registered direct offering at a price of $17 per common share, in exchange for gross proceeds of $75,055, or netproceeds of approximately $69,971.F-35Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated) iv)BuybacksOn June 28, 2022, the Board of Directors of the Company authorized a share repurchase plan (“June 2022 Repurchase Plan”) under which the Company would repurchase up to $5,000 ofits outstanding common shares, convertible note or warrants. On November 28, 2022, the Company’s Board of Directors authorized the extension of the June 2022 Repurchase Plan untilDecember 31, 2023. On December 13, 2023, the Board of Directors of the Company terminated the June 2022 Repurchase Plan and authorized a new share repurchase plan (“December2023 Repurchase Plan”) under which the Company may repurchase up to $25,000 of its outstanding common shares, convertible note or warrants.During 2023, the Company repurchased 375,531 of its outstanding common shares at an average price of approximately $4.45 per share pursuant to its share repurchase programs for atotal of $1,679, inclusive of commissions and fees. All the repurchased shares were cancelled as of December 31, 2023.No repurchases have been made during the year 2022.During the fourth quarter of 2021, the Company repurchased 170,210 of its outstanding common shares at an average price of approximately $9.93 pursuant to its share repurchaseprogram for a total of $1,708, inclusive of commissions and fees. All the repurchased shares were cancelled as of December 31, 2021.(c) WarrantsAll warrants are classified in equity, according to the Company’s accounting policy (Note 2).Class E WarrantsOn January 10, 2023, the Company completed its tender offer to purchase all outstanding Class E Warrants at a price of $0.20 per warrant. The total number of warrants tendered was4,038,114 warrants, representing approximately 47% of the outstanding Class E Warrants at the time of the tender offer. During the year ended December 31, 2023, no shares were issuedfrom Class E warrants exercises. As of December 31, 2023, 4,494,599 of Class E warrants remain outstanding at an exercise price of $4.915 per share.During the year ended December 31, 2022, 10,000 shares were issued from 100,000 Class E warrants exercised, for proceeds of $70. As of December 31, 2022, 8,532,713 of Class E warrantsremained outstanding.Class D WarrantsAs of December 31, 2023, the number of remaining Class D Warrants outstanding is 4,368,750 at an exercise price of $13.915 per share.Representative WarrantsThe Company’s previously issued Representative Warrants expired according to their terms in April 2023.Class B WarrantsThe Company’s previously issued Class B Warrants, trading under the symbol SHIPZ, expired according to their terms on May 13, 2022. Pursuant to such expiration trading of the ClassB Warrants was terminated. The Class B Warrants were the last class of the Company’s warrants that were listed for trading.As of December 31, 2023, the number of common shares that can potentially be issued under each outstanding warrant are:Warrant Shares to be issuedupon exercise ofremaining warrants Class D 27,304 Class E 449,459 Total 476,763 F-36Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)13.Vessel Revenue and Voyage Expenses:Revenue RecognitionDemurrage income for the years ended December 31, 2023, 2022 and 2021 was $NIL, $NIL and $800, respectively.Despatch expense for the years ended December 31, 2023, 2022 and 2021 was $NIL, $NIL and $110, respectively.Disaggregation of RevenueThe following table presents the Company’s statements of income figures derived from spot charters and time charters for the years ended December 31, 2023, 2022 and 2021: Year ended December 31, 2023 2022 2021 Vessel revenues from spot charters, net of commissions - - 28,264 Vessel revenues from time charters, net of commissions 107,036 122,629 124,844 Total 107,036 122,629 153,108 The Company disaggregates its revenue from contracts with customers by the type of charter (time and spot charters). As of December 31, 2023 and 2022, the trade accounts receivablewas $896 and $720, respectively, and related to time charters.The current portion of Deferred revenue as of December 31, 2023 was $2,136 and relates to cash received in advance of performance under operating leases and to premiums for energydevices (i.e. increased daily hire rates provided for by the chartering agreements) for specific equipment installed in the vessels. The non-current portion of Deferred revenue as ofDecember 31, 2023 and 2022 was $254 and $35 and relates to cash received in advance of performance under operating leases and to premiums for energy devices (i.e. increased daily hirerates provided for by the chartering agreements) for specific equipment installed in the vessels. The Deferred revenue is allocated on a straight-line basis over the minimum duration ofeach charter party, except for unearned revenue, which represents cash received in advance of services which have not yet been provided.Charterers individually accounting for more than 10% of revenues during the years ended December 31, 2023, 2022 and 2021 were:Customer 2023 2022 2021 A 28% 24% 15%B 25% 17% 23%C 18% 18% 13%D 12% 15% 11%E - - 10%Total 83% 74% 72%Voyage ExpensesThe following table presents the Company’s statements of income figures derived from spot charters and time charters for the years ended December 31, 2023, 2022 and 2021: Year ended December 31, 2023 2022 2021 Voyage expenses from spot charters - - 13,465 Voyage expenses from time charters 2,851 4,293 3,004 Total 2,851 4,293 16,469 F-37Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)14.Interest and Finance Costs:Interest and finance costs are analyzed as follows: Year ended December 31, 2023 2022 2021 Interest on long-term debt and other financial liabilities 17,864 11,609 8,766 Interest on finance lease liability 219 - - Convertible notes interest expense 178 694 2,067 Amortization of deferred finance costs and debt discounts 2,155 2,575 3,333 Amortization of deferred finance costs and debt discounts (shares issued to third party - non-cash) 86 284 326 Amortization of convertible note beneficial conversion feature (non-cash) - - 2,887 Other 192 170 400 Total 20,694 15,332 17,779 15.Earnings per Share:The calculation of net income per common share is summarized below: For the years ended December 31, 2023 2022 2021 Net income $2,282 $17,239 $41,348 Less: Dividends to non-vested participating securities (61) (227) - Less: Undistributed earnings to non-vested participating securities (10) (105) - Net income attributable to common shareholders, basic $2,211 $16,907 $41,348 Undistributed earnings to non-vested participating securities $10 $105 $- Undistributed earnings reallocated to non-vested participating securities (10) (51) - Interest effect of convertible notes - - 6,473 Net income attributable to common shareholders, diluted $2,211 $16,961 $47,821 Weighted average common shares outstanding, basic 18,394,419 17,439,033 15,332,191 Effect of dilutive securities: Warrants 48,269 245,015 541,009 Non-vested participating securities - - 169,522 Convertible notes shares - - 3,091,031 Weighted average common shares outstanding, diluted 18,442,688 17,684,048 19,133,753 Net income per share attributable to common shareholders, basic $0.12 $0.97 $2.70 Net income per share attributable to common shareholders, diluted $0.12 $0.96 $2.50 F-38Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)As of December 31, 2023, 607,580 non-vested participating shares under the Company’s Equity Incentive Plan were excluded from the computation of diluted shares as their effect wasalready considered under the more dilutive two-class method used above (Note 16). Additionally, securities that could potentially dilute basic EPS in the future that were not included inthe computation of diluted EPS as of December 31, 2023, because to do so would have anti-dilutive effect, are any incremental shares of unexercised warrants that are out-of-the moneyas of the reporting date (Note 12), calculated with the treasury stock method, as well as shares assumed to be converted with respect to the convertible notes (Note 9) calculated with theif-converted method.As of December 31, 2022, non-vested participating shares under the Company’s Equity Incentive Plan of 294,231 were excluded from the computation of diluted shares as their effect wasalready considered under the more dilutive two-class method used above (Note 16). As of December 31, 2022, securities that could potentially dilute basic EPS in the future that were notincluded in the computation of diluted EPS, because to do so would have anti-dilutive effect, are 38,332 incremental shares of unexercised warrants that are out-of-the money as of thereporting date (Note 12), calculated with the treasury stock method, as well as 930,416 shares assumed to be converted with respect to the convertible notes (Note 9) calculated with theif-converted method.As of December 31, 2021, securities that could potentially dilute basic EPS in the future that were not included in the computation of diluted EPS, because to do so would have anti-dilutive effect, were 81,230 potentially issuable shares of unexercised warrants that were out-of-the money as of December 31, 2021.16.Equity Incentive Plan:On March 27, 2023, the Compensation Committee granted an aggregate of 1,823,800 restricted shares of common stock pursuant to the Equity Incentive Plan. Of the total 1,823,800 sharesissued on March 27, 2023, 1,330,000 shares were granted to the non-executive members of the Board of Directors and to the executive officers and 493,800 shares were granted to certainof the Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of each share on the grant date was $5.22.607,974 shares vested on the date of the issuance, March 27, 2023, 607,913 shares vested on October 1, 2023 and 607,580 shares will vest on October 1, 2024, taking into consideration333 forfeited shares.On July 8, 2022, the Company’s Equity Incentive Plan, as previously amended, was further amended and restated to increase the aggregate number of shares of the common stockreserved for issuance under the Plan to 400,000 shares. The same date, the Compensation Committee granted an aggregate of 350,000 restricted shares of common stock pursuant to theEquity Incentive Plan. Of the total 350,000 shares issued on July 12, 2022, 245,000 shares were granted to the non-executive members of the board of directors and to the executiveofficers and 105,000 shares were granted to certain of the Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fairvalue of each share on the grant date was $6.90. 116,670 shares vested on the date of the issuance, July 12, 2022, 116,665 shares vested on October 1, 2022 and 116,665 shares vested onOctober 1, 2023.On January 12, 2022, the Company’s Equity Incentive Plan, as previously amended, was further amended and restated to increase the aggregate number of shares of the common stockreserved for issuance under the Plan to 550,000 shares. On the same date, the Compensation Committee granted an aggregate of 533,700 restricted shares of common stock pursuant tothe Equity Incentive Plan. Of the total 533,700 shares issued, 330,000 shares were granted to the non-executive members of the board of directors and to the executive officers and203,700 shares were granted to certain of the Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of eachshare on the grant date was $9.10. 177,902 shares vested on the grant date, 177,566 shares vested on October 1, 2022 and 177,566 shares vested on October 1, 2023, taking intoconsideration 666 forfeited shares.On August 2, 2021, the Company’s Equity Incentive Plan was amended and restated to increase the aggregate number of shares of the common stock reserved for issuance under thePlan to 350,000 shares. On the same date, the Compensation Committee granted an aggregate of 310,000 restricted shares of common stock pursuant to the Equity Incentive Plan. Of thetotal 310,000 shares issued, 218,500 shares were granted to the non-executive members of the board of directors and to the executive officers and 91,500 shares were granted to certain ofthe Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee and another non-employee. The fair value of each share on thegrant date was $10.20. 103,335 shares vested on the grant date, 103,333 shares vested on October 1, 2021 and 103,332 shares vested on October 1, 2022.On January 18, 2021, the Company’s Equity Incentive Plan was amended and restated to increase the aggregate number of shares of the common stock reserved for issuance under thePlan to 400,000 shares. On the same date, the Compensation Committee granted an aggregate of 360,000 restricted shares of common stock pursuant to the Equity Incentive Plan. Of thetotal 360,000 shares issued, 235,000 shares were granted to the non-executive members of the board of directors and to the executive officers and 125,000 shares were granted to certainof the Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of each share on the grant date was $8.10.120,003 shares vested on the grant date, 119,999 shares vested on October 1, 2021 and 119,998 shares vested on October 1, 2022.F-39Table of ContentsSeanergy Maritime Holdings Corp.Notes To The Consolidated Financial Statements(All amounts in footnotes in thousands of US Dollars, except for share and per share and warrants data, unless otherwise stated)The related expense for shares granted to the Company’s board of directors and certain of its employees for the years ended December 31, 2023, 2022 and 2021, amounted to $8,852,$6,973 and $4,907, respectively, and is included under general and administration expenses. The related expense for shares granted to non-employees for the years ended December 31,2023, 2022 and 2021, amounted to $295, $212 and $190, respectively, and is included under voyage expenses.Restricted shares during 2023, 2022 and 2021 are analyzed as follows: Numberof Shares WeightedAverage GrantDate Price Outstanding at December 31, 2021 223,330 $7.88 Granted 883,700 8.23 Vested (812,133) 8.46 Forfeited (666) 9.10 Outstanding at December 31, 2022 294,231 $7.32 Granted 1,823,800 5.22 Vested (1,510,118) 5.81 Forfeited (333) 5.22 Outstanding at December 31, 2023 607,580 $4.78 The unrecognized cost for the non-vested shares granted to the Company’s board of directors and certain of its employees as of December 31, 2023 and 2022 amounted to $1,572 and$1,200, respectively. On December 31, 2023, the weighted-average period over which the total compensation cost related to non-vested awards granted to the Company’s board ofdirectors and its other employees not yet recognized is expected to be recognized is 0.75 years. 17.Subsequent EventsOn January 10, 2024, the Company paid a regular quarterly cash dividend of $0.025 per share for the third quarter of 2023 to all shareholders of record as of December 22, 2023 (Note 12).On February 5, 2024, the Company agreed to acquire the 181,392 dwt Capesize bulk carrier, built in 2013 in Japan, which will be renamed Iconship. The purchase price of $33,660 isexpected to be funded through a combination of cash on hand and debt financing. The Iconship is expected to be delivered to the Company between April to June 2024.On March 5, 2024, the Company declared a regular quarterly cash dividend of $0.025 per share for the fourth quarter of 2023 payable on or about April 10, 2024 to all shareholders ofrecord as of March 22, 2024. In addition, the Company declared a special dividend of $0.075 per share payable on or about April 10, 2024 to all shareholders of record as of March 22,2024.On March 18, 2024, the Company entered into an agreement with an unaffiliated third party for the purchase of a secondhand Capesize vessel built in 2012 at a Japanese shipyard, at agross purchase price of $35,600. The vessel is expected to be delivered between July and October 2024. The amount of $4,450 has been paid as advance payment.During 2024 and as of the date of the issuance of these consolidated financial statements, 1,800,000 of the Class E warrants (Note 12) have been exercised for gross proceeds of $885.2,694,599 Class E warrants remain outstanding.During 2024 and as of the date of the issuance of these consolidated financial statements, 308,535 shares have been sold from the Company for gross proceeds of $2,503, under the “at-the-market” offering program.During 2024 and as of the date of the issuance of these consolidated financial statements, 115,312 shares have been repurchased from the Company for gross amount of $843, under theDecember 2023 Repurchase Plan. All these shares are cancelled and removed from the Company’s share capital as of the date of issuance of these consolidated financial statements.On March 27, 2024, the Company’s Equity Incentive Plan was amended and restated to increase the aggregate number of shares of the common stock reserved for issuance under thePlan to 550,000 shares. The same date, the Compensation Committee granted an aggregate of 502,500 restricted shares of common stock pursuant to the Plan. Of the total 502,500 sharesissued on March 27, 2024, 285,000 shares were granted to the non-executive members of the board of directors and to the executive officers and 217,500 shares were granted to certain ofthe Company’s non-executive employees and to the sole director of the Company’s commercial manager, a non-employee. The fair value of each share on the grant date was $8.42.107,250 shares vested on the date of the issuance, March 27, 2024, 143,250 shares will vest on September 27, 2024, 108,000 shares will vest on March 27, 2025 and 144,000 shares will veston September 26, 2025.F-40

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