CMB.TECH announces Q3 2024 results - new name and eight new vessels

07 Nov 2024 07:20 CET

CMB.TECH ANNOUNCES Q3 2024 RESULTS

NEW NAME AND EIGHT NEW VESSELS

ANTWERP, Belgium, 7 November 2024 – CMB.TECH NV (“CMBT”, “CMB.TECH” or “the
Company”) (NYSE: CMBT & Euronext: CMBT) reported its non-audited financial
results today for the third quarter ended 30 September 2024.

HIGHLIGHTS

Profit of USD 98.1 million in Q3 2024 bringing YTD profit to USD 777.7 million
Name change from Euronav to CMB.TECH effective since 1 October
Delivery of 8 newbuilding vessels
Sale of 2 Suezmaxes Statia & Sapphira
New time charter contract signed bringing contract backlog to USD 2.06 billion
JPNH₂YDRO: Inauguration of the new Hydrogen Engine Research & Development center

For the third quarter of 2024, the company realised a net gain of USD 98.1
million or USD 0.49 per share (third quarter 2023: a net gain of 114.6 USD
million or USD 0.57 per share). EBITDA (a non-IFRS measure) for the same period
was USD 167.9 million (third quarter 2023: USD 209.6 million).

Commenting on the Q3 results, Alexander Saverys (CEO) said:

“We concluded yet another profitable quarter while executing our long-term
strategy. On the 1st of October, our company has been renamed CMB.TECH. This
symbolical milestone completes the transformation of Euronav as a pure play
tanker company into a future-proof and diversified maritime group. In recent
months, we inaugurated our brand-new hydrogen engine R&D center in Japan, we
took delivery of two container vessels, two chemical tankers, three dry bulk
vessels and one crude oil tankers and we sold two of our oldest Suezmax tankers.
Our strategy of decarbonisation, diversification and optimisation of our fleet
is in full swing.”

Key figures

The most important key figures (unaudited) are: to be found in attachment.

TCE
The average daily time charter equivalent rates (TCE, a non IFRS-measure) can be
summarized as follows: to be found in attachment.

CORPORATE UPDATE
Name change

On 1 October 2024 the name change of Euronav NV to CMB.TECH NV, which was
approved by shareholders at the Extraordinary General Meeting of Euronav NV on 2
July 2024, became effective. The company changed its corporate name to reflect
its new strategy focusing on fleet diversification and decarbonisation. CMB.TECH
is a diversified and future-proof maritime group. The group owns and operates
more than 160 seagoing vessels: crude oil tankers, dry bulk vessels, container
ships, chemical tankers, offshore wind vessels, tugboats and ferries. The
Euronav brand remains the brand name of the crude oil tanker and offshore oil
activities. CMB.TECH remains listed on Euronext Brussels and the NYSE under the
ticker symbol CMBT.

Decision Market Court in Belgium & Reopening mandatory bid

In September 2024, the company was informed that the Market Court in Belgium has
largely rejected the claims brought forward by certain funds managed by
FourWorld Capital Management, LLC (“FourWorld”) in connection with CMB NV’s
(“CMB”) mandatory public takeover bid for the shares in the company. However,
the court did find that the pricing of certain vessels sold by Euronav to
Frontline implied certain special indirect benefits to Frontline. The court
calculated these benefits to be USD 0.52 per Euronav share. The bid closed on
March 15, 2024.

In October 2024, the company was informed that CMB announced that, pursuant to
an order of the Belgian Financial Services and Markets Authority (the “FSMA”) of
October 7, 2024, it will make a subsequent additional payment of USD 0.52 (or
EUR 0.47) per share to all shareholders who have transferred their shares to CMB
in the bid that expired on March 15, 2024 and reopen the bid at an adjusted
price of USD 12.66 per share. CMB published a notice in accordance with article
8, §1 of the Belgian Royal Decree of 27 April 2007 on public takeover bids
regarding the subsequent payment and its intention to launch the reopening of
the Bid, which can be found here: https://www.cmb.be/mandatory-bid. The
subsequent payment was made by CMB on 31 October 2024.

On 23 October 2024, CMB has reopened its Belgian public takeover bid on all
shares in CMB.TECH not already owned by CMB or persons affiliated with it, in
accordance with applicable Belgian law, and concurrently commenced a new U.S.
offer in accordance with applicable U.S. federal securities laws (the “New U.S.
Offer”), addressed to U.S. shareholders within the meaning of Rule 14d-1(d)
under the Securities Exchange Act of 1934, as amended (together the
“Reopening”). The acceptance period of the Reopening opened on 23 October 2024
and closes on 21 November 2024 at 4 p.m. (CET) (10 a.m. New York City time). The
bid price of the reopening amounts to USD 12.66 per share, i.e. USD 18.95 per
share (as increased by USD 0.52) reduced by distributions totaling USD 6.29 per
share.

In the supplement to its response memorandum, the supervisory board of CMB.TECH
unanimously recommends that shareholders do not tender their shares in the
reopening.

Inauguration new hydrogen engine R&D center

JPNH₂YDRO, a joint venture between CMB.TECH, TSUNEISHI Facilities & Craft and
Kambara Kisen, held an official ceremony to inaugurate the new hydrogen engine
R&D Center on 4 September 2024. This innovative center is a pioneering hydrogen
test site in Japan, designed to advance hydrogen engine development. Equipped
with an engine test bench featuring precise measurement tools and a hydrogen
station capable of supplying hydrogen to ships, the center’s focus is on
bringing hydrogen engines to the market for ships and land-based heavy-duty
applications. Once fully developed, these engines will, amongst other
applications, be implemented in vessels built by the Tsuneishi Group.

The launch of this R&D center marks a significant step forward in Japan’s
hydrogen engine development. It will also be a key hub for the homologation and
approval of hydrogen dual fuel engines for the Japanese market, reinforcing
JPNH₂YDRO’s position in the push toward cleaner energy solution.

CMB.TECH FLEET DEVELOPMENTS

Sales

Euronav has sold two Suezmax vessels, Statia (2006, 150,205 dwt) & Sapphira
(2008, 150,205 dwt) to a wholly owned subsidiary of CMB NV as part of the fleet
rejuvenation. The sale generated a capital gain of 61.4 million USD. The vessels
were delivered to their new owner on 26 September 2024. The procedure for
transactions among related parties under Belgian law was applied in connection
with the sale. More information can be found in the legal announcement. The
advice of the committee of independent directors is available on the Company’s
website.

Long-term charters

Bochem has concluded a profitable long-term charter for one of its newbuilding
chemical tankers (October 2025 – 26,000 DWT). The vessel has been chartered for
7 years upon delivery from the shipyard to Ultratank.

Newbuilding deliveries

On 5 August 2024, the Newcastlemax Mineral Italia (2024 – 210,000 dwt) was
delivered.

On 6 August 2024, the container vessel CMA CGM Etosha (2024 – 6,000 TEU) was
delivered.

On 8 August 2024, the chemical tanker Bochem New Orleans (2024 – 25,000 dwt) was
delivered.

On 7 October 2024, the Suezmax Helios (2024 - 156,790 dwt) was delivered.

On 8 October 2024, the Newcastlemax Mineral Eire (2024 – 210,000 dwt) was
delivered.

On 15 October 2024, the Newcastlemax Mineral Hellas (2024 - 210,000 dwt) was
delivered.

On 15 October 2024, the chemical tanker Bochem Brisbane (2024 - 25,000 dwt) was
delivered.

On 16 October 2024, the container vessel CMA CGM Dolomites (2024 - 6,000 TEU)
was delivered.

MARKET & OUTLOOK

Euronav – Tanker Markets

The crude oil seaborne freight market is currently influenced by five drivers:
typical seasonal demand patterns, a potential shift in OPEC's strategy from
price targeting to market share, escalating geopolitical tensions in the Middle
East, the Chinese economy and an increase in market share of the grey fleet.

Firstly, increased OPEC production could lead to a reduction in crude prices,
which would likely stimulate demand from key consumers such as China and other
non-OECD nations. This increased demand would, in theory, provide a tailwind for
the tanker market, as higher import volumes generally translate to increased
shipping activity. However, there are downside risks to this scenario. If global
demand proves insufficient to absorb the additional supply, prolonged lower oil
prices may force non-OPEC producers to scale back their output, which could
result in a reduction of ton-mile demand—negatively affecting crude tanker
rates. This dynamic creates a mixed outlook for the tanker market, with both
upside and downside risks. The mixed outlook is strengthened by the geopolitical
tensions in the Middle East. Although the current market sentiment is driven by
geopolitical concerns, these issues are not expected to materially alter the
fundamental dynamics between supply and demand in the long term.

Secondly, shipping markets have come to rely heavily upon Chinese demand over
the past four decades as China has played an increasingly large role in global
trade. An estimated 76% of all global crude oil transportation is by seaborne
trade – and China is the second largest oil consumer and biggest crude oil
importer. The recent slowdown in China has seen its oil consumption declining
year-over-year (y-o-y) for a fourth consecutive month in July, by 280 kb/d.

This stands in marked contrast to the 1 mb/d average pace of growth over the
preceding 12 months, or the post-Covid surge of 1.5 mb/d in 2023. (Source: IEA)
The country’s oil demand is now set to expand by only 180 kb/d in 2024.
Therefore, the outlook for Chinese oil demand remains cautious due to several
structural challenges.

Demographically, the country has been experiencing population decline since
2022, which is weighing on domestic consumption and energy demand. Moreover,
China is making a push towards cleaner energy alternatives, including the rapid
adoption of LNG trucks and electric vehicles. In September 2024, 53% of car
sales were new-energy vehicles. (Source: CPCA) Natural gas trucks made up 42% of
China’s heavy-duty truck sales from January to August. (Source: CV World) These
changes are expected to displace approximately 300 kb/d of oil demand in 2024,
marking a significant shift in energy consumption patterns. Additionally, the
expansion of China’s high-speed rail network is pressuring domestic air travel,
a key driver of jet fuel demand, further dampening oil consumption.

Yet, India is a bright spot (GDP +6.7% y-o-y in 2024), with oil demand forecast
to grow by 200 kb/d in 2024, surpassing China’s incremental demand growth this
year. (Source: Morgan Stanley) It is believed that this shift in oil demand
towards non-OECD Asia will be a critical factor in balancing the global energy
market. In addition, Irani crude exports have surged in recent years. From
0.8-1.0 mb/d in 2021/22, to recent crude and condensate exports of ~1.6 mb/d. It
has to be noted that the incremental volume almost all ends up in China.
Recently, ~80-90% of this volume has been taken on VLCCs, mostly controlled and
operated by the grey fleet. A switch from grey to white fleet operated vessels,
would equate to ~277 cargoes a year (for 1.6mb/d), which could trigger demand
for 32 – 37x VLCCs, or a boost of the fleet utilization by ~3%. (Source:
Vortexa, Pareto Securities)

Although near-term headwinds in China and the Middle East challenge oil demand
growth, the company remains cautiously optimistic given longer-term structural
factors looming in non-OECD Asia, especially India.

OPEC+’s shift towards boosting production and the potential for economic
stabilisation in China provide upside to demand forecasts. However, geopolitical
risks in the Middle East, especially around the Strait of Hormuz, will remain a
key watchpoint. Overall, the CMB.TECH fleet is well-positioned to navigate these
evolving global market conditions.

From a supply-side perspective, the outlook for the tanker fleet remains
generally favourable for Very Large Crude Carriers (VLCCs), where the
orderbook-to-fleet (OB/F) ratio stands at a manageable 8.0%. However, caution is
warranted for the Suezmax segment, where the order book has grown significantly,
now totaling 108 vessels with an OB/F ratio of 16.3%.

Q4 2024 spot rates to-date: so far 57% fixed at 36,722 USD per day for VLCCs and
56% fixed at 38,220 USD for Suezmaxes.

Bocimar – Dry-Bulk Market

The Capesize/Newcastlemax seaborne freight market is currently influenced by
four drivers: typical seasonal demand patterns, Chinese steel production and
consumption, iron export forecasts of the big mining companies, and increasing
Bauxite export volumes from Guinea.

Next to oil, China is the biggest importer of iron ore, which accounts for
around two-thirds of all global imports. In addition, China produces more than
half of all steel produced globally. (Source: BRS) The ongoing housing crisis,
which has severely impacted the construction sector since 2021, continues to be
a drag on demand for steel, cement, and related commodities. During Q2 and Q3,
iron ore demand was primarily driven by a restocking cycle, with inventory
levels rising to approximately 150 million tons, following historical lows and
favourable pricing conditions. Additionally, Chinese steel exports saw a
significant year-on-year increase of 20.6%, with total exports on track to
exceed 100 million tons, indicating robust international demand for Chinese
steel products. Importantly, Chinese steel mills transitioned from negative
margins to positive territory, enhancing the sector’s profitability outlook in
the near term. Mysteel’s 247 mills survey now shows the majority of Chinese
steel mills as profitable for the first time since June. (Source: Goldman Sachs)

Yet, several factors could provide further support to seaborne commodities
demand in the short to medium term. Notably, the People's Bank of China (Source:
PBoC) signaled strong commitment to stimulating economic activity with
significant monetary measures announced on September 24th. These actions are
expected to bolster consumer confidence and drive domestic consumption,
providing some relief to commodity markets. The stabilisation of China’s
property market should also support demand for raw materials, particularly
steel, as new projects come online. In addition, investment in saturated
property and infrastructure will reduce overtime, to be replaced by technology
intensive manufacturing and measures that will encourage consumption. In 2019,
the real estate sector consumed 36.2% of the Chinese steel products, whilst in
2023 the dependence of the steel sector on real estate reduced to 18.8%.
(Source: Arctic) Despite these positive stimulus indicators, sustainability of
future growth should remain cautious, especially with rising protectionism in
key steel-importing regions.

Over the past several months, an increasing number of countries, including
Vietnam, South Korea, Turkey, Indonesia, Brazil, Saudi Arabia, Malaysia, and
India, have either initiated or are considering anti-dumping investigations into
Chinese steel imports. These protectionist measures could pose risks to the
growth of Chinese steel exports, potentially impacting future demand for iron
ore.

Notably, the announced increases in iron ore exports from major producers like
Rio Tinto, BHP, and Vale are expected to further support the dry bulk shipping
market, as prices remain sufficiently elevated for continued strong export
activity. The 62%Fe benchmark index stood at USD 104/t – being still 17% higher
than before China announced monetary stimulus on September 24. (Source: Goldman
Sachs) In terms of industrial commodities, strong growth potential is also
expected. Iron ore demand is expected to increase at a steady 2% CAGR over the
next five years, driven largely by India’s expanding industrial base. Bauxite
export volumes from Guinea are also expected to continue growing, further
supporting global commodity markets for Capesize/Newcastlemaxes.

From a supply-side perspective, the outlook for the Capesize fleet remains very
favourable, where the orderbook-to-fleet (OB/F) ratio stands at a low 7.3%, and
at 6% for Newcastlemax specifically (from a OB/F the most interesting shipping
segment to be exposed to). In the long-run, supply side dynamics do heavily
impact charter rates going forward.

Q4 2024 spot rate so far: 63% fixed 31,032 USD per day.

Delphis – Container Markets

The container shipping market experienced significant gains in 2024, with both
freight and charter rates reaching levels that were surpassed only during the
post-COVID-19 boom. However, after peaking in the summer, freight rates have
since softened, while charter rates remain firm. The elevated freight rates
throughout 2024 were largely driven by the ongoing disruptions in the Red Sea
and inefficiencies caused by U.S. East Coast (USEC) port strikes, both of which
created logistical bottlenecks and supported market tightness.

Looking ahead, freight rates are expected to remain elevated for the remainder
of 2024, as the industry continues to grapple with rerouting due to the Red Sea
disruptions and after-wave inefficiencies at USEC ports. However, projections
for 2025 indicate a more challenging year for the container shipping market,
particularly if disruptions in the Red Sea ease. As trade routes normalise and
operational inefficiencies are resolved, freight rates may face downward
pressure. In total, the SCFI has dropped 43% during the third quarter, the
largest Q3 drop in a year not affected by the COVID pandemic (2020-2023) since
the SCFI was launched in October 2009. (Source: BIMCO)

The key risk to the container shipping market in 2025 lies in capacity
management. The fleet is set to grow substantially, with cumulative supply
expected to expand by approximately 25% by the end of 2025 compared to the
beginning of 2023. This surge in vessel deliveries, coupled with normalising
demand, could lead to oversupply in the market, making it difficult for
operators to manage capacity effectively. This could place significant pressure
on freight and charter rates as supply outpaces demand growth.

CMB.TECH’s 6,000 and 1,400 TEU container vessels are all employed under 10 to
15-year time charter contract.

Bochem – Chemical Markets

The chemical tanker market was facing near-term headwinds due to lingering
summer seasonality, ongoing refinery maintenance in the Atlantic Basin, and slow
economic activity in key regions. These factors have collectively contributed to
muted trading activity and softening spot rates across the sector. Meanwhile a
modest rebound in demand and rates during Q4 2024 is expected.

The chemical tanker trade is closely correlated with global GDP growth – and the
chemical market is seen as a bellwether for the strength of the wider economy.
Monthly macroeconomic indicators suggest broadly stable global growth; however,
global trade continues to experience a sluggish recovery, particularly in the
goods trade segment. This is not expected to improve significantly in the near
term, reflecting ongoing challenges in the broader trade environment.

In terms of regional economies, the U.S. macroeconomic outlook remains mixed,
with some positive data points offset by ongoing concerns around inflation and
consumer demand. In China, the long-term effects of the government’s
introduction of stimulus measures remains to be seen. Meanwhile, economic
activity in the Euro Area remains subdued, further dampening global trade flows
and constraining the demand for chemical tankers.

From a supply-side perspective, newbuilding orders for stainless steel chemical
tankers have increased, with the order book growing to 203 vessels – resulting
in an orderbook-to-fleet (OB/F) ratio of 13.7%. Many of the new deliveries are
not expected to come online until 2026 or later, potentially tightening supply
in the near term as older vessels potentially exit the market.

Q4 2024 spot (pool) forecast: 25,000 USD per day.

CMB.TECH’s 25,000 DWT chemical tankers are employed under a 10-year time charter
(4 vessels), under a 7-year time charter (2 vessels), and in the spot pool (2
vessels). The bitumen tankers will be employed under a 10-year time charter as
from delivery in 2026.

Windcat – Offshore (Wind) Markets

Offshore market sentiment remains broadly positive, driven by multi-year
supply-side rebalancing and consistent incremental demand growth. Capital
expenditures (CAPEX) for offshore wind projects are forecasted to hit a record
USD 60 billion in 2024, up from USD 28 billion year-to-date, and are expected to
reach USD 75 billion in 2025. Meanwhile, the offshore oil and gas sector
continues to benefit from a favorable investment climate, with USD 54 billion
sanctioned in 2024 so far.

Key vessel segments across the offshore wind and oil & gas industries are
currently operating at nearly full utilisation, driven by strong demand in both
sectors. Day rates for all offshore segments reached record highs in the summer
of 2024, and a similar trend is emerging for 2025. As is typical for this time
of year, there is a seasonal dip in winter work rates. This dip is especially
pronounced for vessel owners who already have long-term commitments stretching
into 2025, as they seek to fill short-term gaps in availability. However, vessel
owners are becoming less focused on maintaining utilisation at any price,
signaling a shift towards more strategic fleet management.

In the Crew Transfer Vessel (CTV) segment, it is not expected that a significant
number of new inquiries will come to market for the remainder of 2024. Charter
hire rates have started to come down from their summer peaks, and the charter
rates for work in the winter months are lower than what has been seen in the
past one to two years. Despite this, CTVs have achieved a strong performance,
with 92.5% utilization in Q3 2024.

Q4 2024 CTV rates so far: 2,879 USD per day.

The global order book for Commissioning Service Operation Vessels (CSOVs)
currently stands at 58 vessels, aligning with growing demand for these
specialised "walk-to-work" assets. In 2024, 19 newbuild orders have been placed
worldwide.

CONFERENCE CALL
The call will be a webcast with an accompanying slideshow. You can find details
of this conference call below and on the “Investor Relations” page of the
website.

The presentation for the earnings call will be available in our presentation
section.

Webcast Information

Event Type:

Audio webcast with user-controlled slide presentation

Event Date:

7 November 2024

Event Time:

9 a.m. EST / 2 p.m. CET

Event Title:

“Q3 2024 Earnings Conference Call”

Event Site/URL:

https://events.teams.microsoft.com/event/0682020b-1fa6-4f84-bbc2-d70a255a7fe4@d0
b2b045-83aa-4027-8cf2-ea360b91d5e4

To attend this conference call, please register via the following link.

Telephone participants located who are unable to pre-register may dial in to the
respective number of their location (to be found here). The Phone conference ID
is the following: 312 887 86#

The recording & a transcript of the call will be uploaded onto our website in
our investor section.

The condensed consolidated statements (unaudited) are: to be found in
attachment.

Contact

CMB.TECH

Katrien Hennin

Head of Marketing and Communications CMB.TECH

+32 499 39 34 70

katrien.hennin@cmb.tech

Joris Daman

Head of Investor Relations

Tel: +32 498617111

joris.daman@cmb.tech

Announcement Q4 results – Change of announcement date to 27 February 2025

About CMB.TECH

CMB.TECH (all capitals) is a diversified and future-proof maritime group. We own
and operate more than 160 seagoing vessels: crude oil tankers, dry bulk vessels,
container ships, chemical tankers, offshore wind vessels, tugboats and ferries.

We also offer hydrogen and ammonia fuel to customers, through own production or
third-party producers. The company is headquartered in Antwerp, Belgium, and has
offices across Europe, Asia and Africa.

CMB.TECH is listed on Euronext Brussels and the NYSE under the ticker symbol
CMBT.

More information can be found at https://cmb.tech

Forward-Looking Statements

Matters discussed in this press release may constitute forward-looking
statements. The Private Securities Litigation Reform Act of 1995 provides safe
harbour protections for forward-looking statements in order to encourage
companies to provide prospective information about their business.
Forward-looking statements include statements concerning plans, objectives,
goals, strategies, future events or performance, and underlying assumptions and
other statements, which are other than statements of historical facts. The
Company desires to take advantage of the safe harbour provisions of the Private
Securities Litigation Reform Act of 1995 and is including this cautionary
statement in connection with this safe harbour legislation. The words "believe",
"anticipate", "intends", "estimate", "forecast", "project", "plan", "potential",
"may", "should", "expect", "pending" and similar expressions identify
forward-looking statements.

The forward-looking statements in this press release are based upon various
assumptions, many of which are based, in turn, upon further assumptions,
including without limitation, our management's examination of historical
operating trends, data contained in our records and other data available from
third parties. Although we believe that these assumptions were reasonable when
made, because these assumptions are inherently subject to significant
uncertainties and contingencies which are difficult or impossible to predict and
are beyond our control, we cannot assure you that we will achieve or accomplish
these expectations, beliefs or projections.

In addition to these important factors, other important factors that, in our
view, could cause actual results to differ materially from those discussed in
the forward-looking statements include the failure of counterparties to fully
perform their contracts with us, the strength of world economies and currencies,
general market conditions, including fluctuations in charter rates and vessel
values, changes in demand for tanker vessel capacity, changes in our operating
expenses, including bunker prices, dry-docking and insurance costs, the market
for our vessels, availability of financing and refinancing, charter counterparty
performance, ability to obtain financing and comply with covenants in such
financing arrangements, changes in governmental rules and regulations or actions
taken by regulatory authorities, potential liability from pending or future
litigation, general domestic and international political conditions, potential
disruption of shipping routes due to accidents or political events, vessels
breakdowns and instances of off-hires and other factors. Please see our filings
with the United States Securities and Exchange Commission for a more complete
discussion of these and other risks and uncertainties.

Important information for U.S. shareholders about the New U.S. Offer

This press release is provided for informational purposes only and is neither an
offer to purchase, nor a solicitation of an offer to sell any ordinary shares of
CMB.TECH or any other securities. CMB has filed a Tender Offer Statement on
Schedule TO containing an offer to purchase, a form of letter of transmittal and
other documents, and CMB.TECH has filed a Solicitation/Recommendation Statement
on Schedule 14D-9, with the U.S. Securities and Exchange Commission (the “SEC”)
with respect to the New U.S. Offer.

THE TENDER OFFER MATERIALS (INCLUDING AN OFFER TO PURCHASE, A RELATED LETTER OF
TRANSMITTAL AND CERTAIN OTHER TENDER OFFER DOCUMENTS) AND THE
SOLICITATION/RECOMMENDATION STATEMENT ON SCHEDULE 14D-9 CONTAIN IMPORTANT
INFORMATION. U.S. SHAREHOLDERS OF CMB.TECH ARE URGED TO READ THESE DOCUMENTS
CAREFULLY BECAUSE THEY WILL CONTAIN IMPORTANT INFORMATION THAT SUCH HOLDERS
SHOULD CONSIDER BEFORE MAKING ANY DECISION REGARDING TENDERING THEIR ORDINARY
SHARES.

Holders may obtain a free copy of these documents, and other documents filed by
CMB and CMB.TECH with the SEC, at the SEC’s website at www.sec.gov, or by
contacting Georgeson LLC, the information agent for the New U.S. Offer via
telephone by calling +1 (888) 815-4069 for U.S. Holders or via +1 (781) 896-6948
for shareholders outside the U.S., or via email to CMB.TECH@georgeson.com.

More information:
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