Good morning, ladies and gentlemen, and thank you all for joining us today for our scheduled conference call. Together with me is Tasos Aslidis, our Chief Financial Officer. The purpose of today's call is to discuss our financial results for the three and six month period ended June 30, 2018. Let's turn to Slide 3. During the second quarter of 2018, we achieved a significant milestone in executing our strategy by completing the spin-off of six of our drybulk vessels into EuroDry Ltd., a shipping company also listed on NASDAQ. We are pleased to see that our shareholders benefited by having the market value of their combined EuroDry and Euroseas holdings increase by more than 40% as a result of the spin-off. The combined price after the spin-off amounted to $3.32 per share compared to $2.24 per share immediately prior to the spin-off, a 48% gain. Euroseas is now the only U.S. listed mainly feeder container Company. We believe the feeder container sector will experience positive demand supply dynamics over the next couple of years, and the low order book and relatively elder fleet profile are expected to keep supply growth under control. At the same time, demand growth should be positively influenced by expected continuing economic growth in most regions of the world. Indeed, during the second quarter of 2018 the container ship market continued its recovery, and although rates have softened a bit since early July, they remain at levels that will allow us to produce profits for our shareholders. We remained focused on growing Euroseas to a significant publicly listed consolidated platform for the feeder container sector. We continuously evaluate investment opportunities of either individual vessels or fleets that could be accretive to our shareholders. Let's turn to Slide 4. The Euroseas fleet is comprised of 11 container vessels with a total cargo capacity of 25,500 TEU approximately. Let's turn to Slide 5, to have a quick look at the balance sheet of the new Euroseas. As of June 30, the Company has about $13 million of cash $31 million of debt, $18 million of preferred equity, and $4 million of book common equity. In reality, the actual NAV of the Company is significantly higher than the book equity implies, at about $26 million to $29 million or $2.4 to $2.6 per share as the market values of the Company vessels are significantly higher than the book values. During the very tough container market years of late 2015 to early 2017, we had been forced to write impairments on most of our vessels. However, with the recovery of the markets, values have been rising towards the historical averages, thus book values no longer reflect reality. The LTV ratio for the Company is about 42%, which further reflects the current strength of our balance sheet. Slide 6, shows the key items of our Q2 income statement. We had net revenues of $9.8 million, adjusted EBITDA of $2.4 million and net income to common shareholders of $1.8 million. This translates to earnings per share basic and diluted of $0.16 per share or adjusted earnings per share of $0.10 per share if we exclude the one-off gain from the sale of the Monica P. It should be noted that the quarter ended up being profitable despite the fact that one of the 11 company vessels, the EM Astoria, was out of service for about 75% of its available days. Moving to Slide 7, for our operational highlights. The Monica P, the only drybulk vessel that had been left in Euroseas was delivered to her new owners on June 25th, as planned. The only drydock we had in the second quarter was the Ninos, which commenced from June 22nd, and was delivered back to her charterers on August the 1st. Idle time included the Akinada Bridge, which was idle for about two days, waiting for employment, and additionally we had 66 technical off-hire days, practically all of which were attributed to the EM Astoria damage. The EM Astoria suffered propeller damage and lost a propeller blade towards the end of April. A new blade has been ordered but due to long delivery times the vessel is expected to be ready to resume its charter by mid September. The repair costs minus about $100,000 deductible are expected to be recovered by insurance, but the loss of hire during the idle period is not. Please turn to Slide 8. Eurobulk, our manager continues to keep our costs low. Our daily cost per vessel for the second quarter of 2018 was in line with our budget similar to previous years. The graph in the page compares daily costs excluding drydocking since 2008 with our peers. Overall, our costs remain among the lowest of the public shipping companies. For the second quarter of 2018, our operational fleet utilization was 93.9%, a major decline to our normal 99.5%. As discussed, this is due to the EM Astoria incident. Our commercial fleet utilization was 99.8%. Let's move to Slide 9, to view our employments chart. We have currently about 53% coverage for the remainder of 2018, we have been able to fix all our vessels at profitable rates and our strategy has been to accept the best rate possible for periods between 3 to 12 months, always keeping in mind to have the various ships opening up in a staggered fashion so as to minimize volatility, which can be significant in this market, but also to be able to take advantage of a still improving market. Slide 10, shows the Q2 container ship market highlights. Time charter rates in Q2 for feeder and intermediate size vessels ranging from 1000 TEU to 5000 TEU have all risen about 15% to 40% on average, with bigger increases in the above 4000 TEU sizes. The 1700 TEU geared vessel rose from an average of $9700 per day in Q1 to $10800 in Q2, and currently stands at $10400. The 2500 TEU geared vessel rose from an average of $9800 in Q1 to $11700 in Q2, and currently stands at around $12000. Average second hand prices for older than 15 year old vessels rose about 20% on average in Q2. However, for younger vessels of about 10 years old and younger, the rises were about 10% to 15%. Newbuilding prices also rose about $1.5 million to $2 million for vessels of 1700 TEU to 2500 TEU. The idle fleet was about 250,000 TEUs at the end of June, but has now increased to around 350,000 TEUs. Scraping was very slow in Q2, only 9,000 TEU was scraped amidst very firm scrap prices, but in anticipation of a better market, owners avoided scrapping their vessels. But our fleet grew by 4.1% year-to-date without accounting for idle vessels, reactivation, and idling. In July 2018, rates have declined a bit especially for larger ships between 4000 TEU to 8000 TEU. We can see in the first context corrections in a long time and these corrections are on average about 5% to 10% from the recent highs. Let's turn to Slide 11, the left side of the Slide shows the evolution of time charter rates for containers of 1700 TEU since 2001. Container rates for vessels of our size have recovered strongly from their all time lows, and are currently hovering close to their historical levels. The right hand side of the Slide shows vessel values in relation to historical prices. Container ship values are still below the historical values, and those are below their expected newbuild depreciated values. We believe the current valuation still does not reflect the long-term revenue capacity of the ships. Please turn to Slide 12, the IMF projected world GDP growth in 2018 is still expected to be 3.9% unchanged from the previous quarter despite the recent trade war fears. China is expected by the IMF to grow by a healthy 6.6% again unchanged from the previous quarter while India’s growth projection has been slightly lower to still very satisfactory level of 7.3%. The U.S. is projected to grow by 2.9%, the same as the previous quarter. Brazil is the only country which has been significantly downgraded from the previous quarter to 1.8% growth in 2018, this is 0.5% lower than the previous quarter estimate. Turning onto the container trade, according to Clarksons the trade is now projected to grow by 4.8% this year up 0.2% from the previous quarter estimate. Please turn to Slide 13, the container delivery schedule at the beginning of 2018 stood at 4.8% and is still dominated by the larger vessels. Here again cancelation of slippages will result in less deliveries then originally predicted and the order book drops a bit in 2019 to 4.5%. For the smaller feeder vessels where we are active, we can see that the order book looking forward is – smaller than the overall order book and it stands at around 10% all together. On to Slide 14, we expect the supply, demand balance to be slightly positive in 2018, this has already led to rates rising significantly especially for smaller vessels for which rates are around historical average levels. But the fundamentals for the sub-5,000 TEU vessels are actually better than for the other container fleets. Both the trade rate is increasing faster and also the deliveries are less than in the bigger ships. The order book for 2019 and 2020 is a low suggesting that 2019 can be a very good year if demand holds out. But of course lately there are increasing concerns of the trade war that the U.S. government seems to be triggering might result in lower demand for shipping especially if it escalates. On the other hand environmental regulations coming into effect in 2020 could result in further slow steaming which in turn will require more ships improve the demand supply balance and likely lead to high charter rates. I will now pass the floor to our CFO, Tasos Aslidis to go over our financial highlights.
