The last quarter of 2025 for d'Amico International Shipping (DIS), active through d'Amico Tankers in the of the Handysize product tanker vessels, MR and LR1, was the sixth quarterly period of significant decrease in the value of revenues that amounted to $82.4 million in the quarter, down -20.2% on the fourth quarter of 2024. It was however, the reduction in the value of basic revenues alone was less marked time charters which totaled 66.7 million (-8.0%). EBITDA and EBIT decreased by -4.6% and -1.3% respectively dropping to 40.2 million and 27.9 million. Net profit, on the other hand, marked an increase of +1.0% having been equal to 25.6 million dollars.

In the whole of 2025, revenues amounted to €346.5 million (-29.0% on 2024), of which 263.3 million on a time charter basis (-28,3%). EBITDA was €152.7 million (-41.5%), EBIT of $98.9 million (-51.1%) and net income of $88.4 million (-53,1%).

Commenting on the market scenario in which the company operates, the CEO of d'Amico International Shipping, Carlos Balestra di Mottola, explained that "during 2025 the geopolitical developments continued to have a significant impact on the energy and maritime transport market. Conflicts, regimes and a strengthening of controls and of the application of sanctions have substantially changed the trade flows for the transport of crude oil and refined products. In particular, the war in Ukraine and the regime sanctions aimed at hitting Russian interests have structurally redirected Russian exports to more while Europe has replaced these supplies sourcing from the United States, the Middle East and Asia. These changes - Balestra di Mottola pointed out - have generally led to an increase in the distances traveled by the and therefore of demand, measured in terms of ton-miles. At the same time, the expansion of sanctions and their stricter application by the United States, European Union and United Kingdom, aimed at hitting ships involved in illicit trafficking in Russian oil, has reduced the effective fleet availability, contributing to a strengthening of the freight market".

"In the Atlantic basin - continued the CEO of the DIS i recent political developments in Venezuela, accompanied by a gradual easing sanctions against this country, supporting demand for tankers complying with the and could further contribute to demand for these ships in the years to come, with the expected growth of the production and exports from Venezuela. In the Middle East, instability in the Red Sea and the risks associated with the navigation along important maritime routes have periodically disrupted traditional transit corridors, often forcing ships to circumnavigate the Cape of Good Hope and thus increasing the distances traveled. If these critical issues have supported the in the first half of 2024, their impact is subsequently more heterogeneous, since the changes in refining margins and transportation costs increased the share of volumes east of Suez traded on routes shorter regional elections. More recently, tensions geopolitical issues involving Iran have stimulated freight rates and further increased uncertainty in energy markets global. The Strait of Hormuz - through which it transits about 20% of the world's oil supply - remains a step and disruptions to maritime traffic along this corridor are having significant implications on the trade flows of oil tankers, with the freight rates for these ships have reached record levels on some routes. The consequences economic aspects of these developments remain, however, difficult to be assessed and will depend on duration and geographical extent ongoing conflicts, as well as any developments on the political level".

Balestra di Mottola specified that, "although in the geopolitical developments have influenced the significantly on freight markets, our sector continues to to be supported also by solid fundamentals".