Pangaea Logistics Solutions Ltd. - Quarter Report: 2020 September (Form 10-Q)

UNITED STATES SECURITIES AND EXCHANGE COMMISSION

Washington, D.C. 20549

FORM 10-Q

(Mark One)


☒			QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the quarterly period ended September 30, 2020


☐			TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the transition period from to

Commission File Number: 001-36798

PANGAEA LOGISTICS SOLUTIONS LTD.

(Exact name of Registrant as specified in its charter)


Bermuda						98-1205464
(State or other jurisdiction of incorporation or organization)						(I.R.S. Employer Identification No.)

c/o Phoenix Bulk Carriers (US) LLC

109 Long Wharf

Newport, RI 02840

(Address of principal executive offices) (Zip Code)

Registrant’s telephone number, including area code: (401) 846-7790

Securities registered pursuant to Section 12(b) of the Act:


Title of each class	Trading Symbol(s)	Name of each exchange on which registered
Common Stock	PANL	NASDAQ

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 (or for 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 x No ¨

Indicate by check mark whether the registrant has submitted electronically and posted on its corporate website, if any, every Interactive Data File required to be submitted and posted pursuant to Rule 405 of Regulation S-T during the preceding 12 months (or for such shorter period that the registrant was required to submit and post such files). Yes x No ¨

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company or an emerging growth company. See the definitions of “large accelerated filer”, “accelerated filer”, “smaller reporting company”, and “emerging growth company” in Rule 12b-2 of the Exchange Act. (Check one):

Large accelerated Filer

☐

Accelerated Filer

☐

Non-accelerated Filer

☒

Smaller reporting company

☒

Emerging growth company

☐

If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ¨

Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). Yes ☐ No x

Indicate the number of shares outstanding of each of the issuer's classes of common stock, as of the latest practicable date.

Common Stock, par value $0.0001 per share, 45,065,662 shares outstanding as of November 11, 2020.

TABLE OF CONTENTS


		Page
PART I	FINANCIAL INFORMATION

Item 1.	Financial Statements

	Consolidated Balance Sheets as of September 30, 2020 (unaudited) and December 31, 2019	3

	Consolidated Statements of Operations (unaudited) for the three and nine months ended September 30, 2020 and 2019	4

	Consolidated Statements of Stockholders' Equity (unaudited) for the three and nine months ended September 30, 2020 and 2019	5

	Consolidated Statements of Cash Flows (unaudited) for the nine months ended September 30, 2020 and 2019	6

	Notes to Consolidated Financial Statements (unaudited)	8

Item 2.	Management's Discussion and Analysis of Financial Condition and Results of Operations	21

Item 3.	Quantitative and Qualitative Disclosures about Market Risks	30

Item 4.	Controls and Procedures	30

PART II	OTHER INFORMATION
Item 1.	Legal Proceedings	31
Item 1A.	Risk Factors	31
Item 2.	Unregistered Sales of Equity Securities and Use of Proceeds	32
Item 3.	Defaults upon Senior Securities	32
Item 4.	Mine Safety Disclosures	32
Item 5.	Other Information	32
Item 6.	Exhibits	33
Signatures		34

Pangaea Logistics Solutions Ltd.

Consolidated Balance Sheets


	September 30, 2020		December 31, 2019
	(unaudited)
Assets
Current assets
Cash and cash equivalents	$	45,558,951	$	50,555,091
Restricted cash	1,500,000		1,000,000
Accounts receivable (net of allowance of $1,697,961 and $1,908,841 at September 30, 2020 and December 31, 2019, respectively)	19,938,892		28,309,402
Bunker inventory	16,232,580		21,001,010
Advance hire, prepaid expenses and other current assets	22,422,135		18,770,825
Vessel held for sale	—		8,319,152
Total current assets	105,652,558		127,955,480

Restricted cash	1,000,000		1,500,000
Fixed assets, net	275,616,572		281,474,857
Investment in newbuildings in-process	15,390,635		15,357,189
Finance lease right of use assets, net	45,732,947		53,615,305
Total assets	$	443,392,712	$	479,902,831

Liabilities and stockholders' equity
Current liabilities
Accounts payable, accrued expenses and other current liabilities	$	39,092,634	$	39,973,635
Related party debt	242,852		332,987
Deferred revenue	10,387,175		14,376,394
Current portion of secured long-term debt	31,619,969		22,990,674
Current portion of finance lease liabilities	6,952,635		12,549,208
Dividend payable	99,127		631,961
Total current liabilities	88,394,392		90,854,859

Secured long-term debt, net	65,513,329		83,649,717
Finance lease liabilities, net	52,277,654		57,498,217
Long-term liabilities - other - Note 8	10,062,268		4,828,364

Commitments and contingencies - Note 7

Stockholders' equity:
Preferred stock, $0.0001 par value, 1,000,000 shares authorized and no shares issued or outstanding	—		—
Common stock, $0.0001 par value, 100,000,000 shares authorized; 45,065,662 shares issued and outstanding at September 30, 2020; 44,886,122 shares issued and outstanding at December 31, 2019	4,507		4,489
Additional paid-in capital	159,265,939		157,504,895
Retained earnings	16,498,626		12,736,580
Total Pangaea Logistics Solutions Ltd. equity	175,769,072		170,245,964
Non-controlling interests	51,375,997		72,825,710
Total stockholders' equity	227,145,069		243,071,674
Total liabilities and stockholders' equity	$	443,392,712	$	479,902,831

The accompanying notes are an integral part of these consolidated financial statements

Pangaea Logistics Solutions Ltd.

Consolidated Statements of Income

(unaudited)


	Three Months Ended September 30,				Nine Months Ended September 30,
	2020		2019		2020		2019

Revenues:
Voyage revenue	$	98,120,344	$	103,806,391	$	251,501,401	$	247,087,805
Charter revenue	5,646,214		15,079,005		18,541,264		34,632,391
Total revenue	103,766,558		118,885,396		270,042,665		281,720,196
Expenses:
Voyage expense	40,729,271		45,102,602		120,283,093		114,501,121
Charter hire expense	34,969,551		41,980,065		82,498,729		85,244,779
Vessel operating expense	9,699,890		11,331,770		28,958,812		32,160,692
General and administrative	3,691,963		2,768,253		11,557,594		12,160,924
Depreciation and amortization	4,230,302		4,652,563		12,818,260		13,521,078
Loss on impairment of vessels	—		—		1,801,039		—
Loss on sale of vessels	485,580		—		705,065		—
Total expenses	93,806,557		105,835,253		258,622,592		257,588,594

Income from operations	9,960,001		13,050,143		11,420,073		24,131,602

Other (expense) income:
Interest expense, net	(1,956,729)		(2,499,617)		(6,073,599)		(6,807,837)
Interest expense on related party debt	—		(10,902)		—		(48,938)
Unrealized gain (loss) on derivative instruments, net	(18,098)		(301,058)		(1,530,875)		2,203,899
Other income	301,543		180,194		996,734		580,106
Total other (expense), net	(1,673,284)		(2,631,383)		(6,607,740)		(4,072,770)

Net income	8,286,717		10,418,760		4,812,333		20,058,832
Income attributable to non-controlling interests	(734,472)		(2,097,200)		(1,050,287)		(4,002,217)
Net income attributable to Pangaea Logistics Solutions Ltd.	$	7,552,245	$	8,321,560	$	3,762,046	$	16,056,615

Earnings per common share:
Basic	$	0.17	$	0.19	$	0.09	$	0.38
Diluted	$	0.17	$	0.19	$	0.09	$	0.37

Weighted average shares used to compute earnings per common share:
Basic	43,488,241		42,817,933		43,393,764		42,729,775
Diluted	43,510,961		43,354,742		43,398,472		43,247,417

The accompanying notes are an integral part of these consolidated financial statements

Pangaea Logistics Solutions Ltd.

Consolidated Statements of Stockholders' Equity

(unaudited)


	Common Stock		Additional Paid-in Capital		Retained Earnings		Total Pangaea Logistics Solutions Ltd. Equity		Non-Controlling Interest		Total Stockholders' Equity
		Shares											Amount
Balance at June 30, 2020		45,065,662	$	4,507	$	158,874,237	$	8,946,381	$	167,825,125	$	73,141,525		$	240,966,650
Share-based compensation		—	—		391,702		—		391,702		—			391,702
Acquisition of Non-Controlling Interest		—	—		—		—		—		(22,500,000)			(22,500,000)



Net Income		—	—		—		7,552,245		7,552,245		734,472			8,286,717
Balance at September 30, 2020		45,065,662	$	4,507	$	159,265,939	$	16,498,626	$	175,769,072	$	51,375,997		$	227,145,069

Balance at December 31, 2019		44,886,122	$	4,489	$	157,504,895	$	12,736,580	$	170,245,964	$	72,825,710		$	243,071,674
Share-based compensation		—	—		1,915,188		—		1,915,188		—			1,915,188
Acquisition of Non-Controlling Interest		—	—		—		—		—		(22,500,000)			(22,500,000)
Issuance of restricted shares, net of forfeitures		179,540	18		(154,144)		—		(154,126)		—			(154,126)
Net Income							3,762,046		3,762,046		1,050,287			4,812,333
Balance at September 30, 2020		45,065,662	$	4,507	$	159,265,939	$	16,498,626	$	175,769,072	$	51,375,997		$	227,145,069

	Common Stock		Additional Paid-in Capital		Retained Earnings		Total Pangaea Logistics Solutions Ltd. Equity		Non-Controlling Interest		Total Stockholders' Equity
		Shares											Amount
Balance at June 30, 2019		44,451,940	$	4,445	$	156,855,761	$	11,916,436	$	168,776,642	$	68,917,298		$	237,693,940
Share-based compensation		—	—		320,462		—		320,462		—			320,462


Common Stock Dividend		—	—		—		(1,544,819)		(1,544,819)		—			(1,544,819)
Net income		—	—		—		8,321,560		8,321,560		2,097,200			10,418,760
Balance at September 30, 2019		44,451,940	$	4,445	$	157,176,223	$	18,693,177	$	175,873,845	$	71,014,498		$	246,888,343

Balance at December 31, 2018		43,998,560	4,400		155,946,452		5,737,199		161,688,051		71,678,946			233,366,997
Share-based compensation		—	—		1,365,969		—		1,365,969		—			1,365,969
Issuance of restricted shares, net of forfeitures		453,380	45		(136,198)		—		(136,153)		—			(136,153)
Distribution to Non-Controlling Interests		—	—		—		—		—		(4,666,665)			(4,666,665)
Common Stock Dividend		—	—		—		(3,100,637)		(3,100,637)		—			(3,100,637)
Net Income		—	—		—		16,056,615		16,056,615		4,002,217			20,058,832
Balance at September 30, 2019		44,451,940	$	4,445	$	157,176,223	$	18,693,177	$	175,873,845	$	71,014,498		$	246,888,343

The accompanying notes are an integral part of these consolidated financial statements

Pangaea Logistics Solutions, Ltd.

Consolidated Statements of Cash Flows

(unaudited)


	Nine Months Ended September 30,
	2020		2019
Operating activities
Net income	$	4,812,333	$	20,058,832
Adjustments to reconcile net income to net cash provided by operations:
Depreciation and amortization expense	12,818,260		13,521,078
Amortization of deferred financing costs	513,092		538,427
Amortization of prepaid rent	91,704		88,948
Unrealized loss (gain) on derivative instruments	1,530,875		(2,203,899)
Income from equity method investee	(1,097,531)		(416,435)
Earnings attributable to non-controlling interest recorded as interest expense	104,662		—
Recovery for doubtful accounts	(45,661)		(47,351)
Loss on impairment of vessels	1,801,039		—
Loss on sale of vessel	705,065		—
Drydocking costs	(3,112,910)		(1,561,689)
Share-based compensation	1,915,188		1,365,968
Change in operating assets and liabilities:
Accounts receivable	8,416,171		(692,306)
Bunker inventory	4,768,430		2,219,986
Advance hire, prepaid expenses and other current assets	(2,553,779)		(15,220,967)
Accounts payable, accrued expenses and other current liabilities	(4,236,385)		6,171,148
Deferred revenue	(3,989,219)		(419,835)
Net cash provided by operating activities	22,441,334		23,401,905

Investing activities
Purchase of vessels and vessel improvements	(2,072,496)		(40,201,356)
Investment in newbuildings in-process	(33,446)		(7,691,522)
Purchase of fixed assets and equipment	—		(293,385)
Acquisition of non-controlling interest	(15,000,000)		—
Proceeds from sale of vessels	11,691,507		—
Purchase of derivative instrument	(628,000)		—
Net cash used in investing activities	(6,042,435)		(48,186,263)

Financing activities
Proceeds from long-term debt	—		14,000,000
Payments of related party debt	—		(1,681,063)
Payments of financing fees and debt issuance costs	(167,984)		(646,538)
Payments of long-term debt	(9,852,201)		(17,343,675)
Proceeds from finance leases	—		25,600,000
Dividends paid to non-controlling interests	—		(4,666,665)
Payments of finance lease obligations	(10,817,136)		(4,678,761)
Accrued common stock dividends paid	(532,834)		(5,242,613)
Cash paid for incentive compensation shares relinquished	(154,126)		—
Contributions from non-controlling interest recorded as long-term liability	322,750		—
Payments to non-controlling interest recorded as long-term liability	(193,508)		—
Net cash (used in) provided by financing activities	(21,395,039)		5,340,685

Net decrease in cash, cash equivalents and restricted cash	(4,996,140)		(19,443,673)
Cash, cash equivalents and restricted cash at beginning of period	53,055,091		56,114,735
Cash, cash equivalents and restricted cash at end of period	$	48,058,951	$	36,671,062

Pangaea Logistics Solutions, Ltd.

Consolidated Statements of Cash Flows

(unaudited)


Supplemental cash flow information
Cash and cash equivalents	$	45,558,951	$	34,171,062
Restricted cash	2,500,000		2,500,000
	$	48,058,951	$	36,671,062

Supplemental non-cash investing and financing Information:
Deferred consideration related to acquisition of non-controlling interest	$	7,500,000	$	—

The accompanying notes are an integral part of these consolidated financial statements

NOTE 1 - GENERAL INFORMATION AND RECENT EVENTS

Organization and General

The accompanying consolidated financial statements include the accounts of Pangaea Logistics Solutions Ltd. and its consolidated subsidiaries (collectively, the “Company”, “Pangaea” “we” or “our”). The Company is engaged in the ocean transportation of drybulk cargoes worldwide through the ownership, chartering and operation of drybulk vessels. The Company is a holding company incorporated under the laws of Bermuda as an exempted company on April 29, 2014.

On September 28, 2020, the Company acquired an additional one-third equity interest in its partially-owned consolidated subsidiary Nordic Bulk Holding Company Ltd. (“NBHC”) from one of NBHC’s shareholders.

At September 30, 2020, the Company owns two Panamax, two Ultramax Ice Class 1C, and seven Supramax drybulk vessels. The Company owns two-thirds of NBHC after the acquisition. NBHC owns a fleet of six Panamax Ice Class 1A drybulk vessels. The Company also has a 50% interest in the owner of a deck barge.

Recent Events

In March 2020, the World Health Organization declared the outbreak of a novel coronavirus strain, or COVID-19, to be a pandemic. The COVID-19 pandemic (“COVID-19”) is having widespread, rapidly evolving, and unpredictable impacts on global society, economies, financial markets, and business practices. Management continues to evaluate the impact of COVID-19 on the industry and its business. At present, the surge in cases has slowed, or is under control, in many countries around the world, especially those that are core to the dry bulk industry. However it is not possible to forecast the virus spread in the future or ascertain the overall impact of COVID-19 on the Company’s financial position and results of its operations. An increase in the severity or duration or a resurgence of COVID-19 could have a material adverse effect on the Company’s business, results of operations, cash flows and financial condition. The financial statements do not include any adjustments that might result from the outcome of this uncertainty.

NOTE 2 - BASIS OF PRESENTATION AND SIGNIFICANT ACCOUNTING POLICIES

The accompanying unaudited consolidated financial statements have been prepared in accordance with United States ("U.S.") generally accepted accounting principles ("GAAP") for interim financial information and the instructions to Form 10-Q. Accordingly, these interim financial statements do not include all of the information and note disclosures required by U.S. GAAP for complete financial statements. The accompanying financial information reflects all normal recurring adjustments that are, in the opinion of management, necessary for a fair presentation of the interim period results. These unaudited consolidated financial statements should be read in conjunction with the consolidated financial statements and notes thereto included in our Annual Report on Form 10-K for the year ended December 31, 2019.

Certain reclassifications have been made to prior periods to conform to current period presentation. There was no impact on total operating expenses or net income (loss) resulting from these reclassifications.

The preparation of consolidated financial statements in conformity with U.S. Generally Accepted Accounting Principles (“GAAP”) requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and 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. The significant estimates and assumptions of the Company are the estimated future cash flows used in its impairment analysis, the estimated salvage value used in determining depreciation expense and the allowances for doubtful accounts.

Voyage revenues represent revenues earned by the Company, principally from providing transportation services under voyage charters. A voyage charter involves the carriage of a specific amount and type of cargo on a load port to discharge port basis, subject to various cargo handling terms. Under a voyage charter, the service revenues are earned and recognized ratably over the duration of the voyage. A contract is accounted for when it has approval and commitment from both parties, the rights and payment terms are identified, the contract has commercial substance and collectability of consideration is probable. Estimated losses under a voyage charter are provided for in full at the time such losses become probable. Demurrage, which is included in voyage revenues, represents payments by the charterer to the vessel owner when loading and discharging time exceed the stipulated time in the voyage charter. Demurrage is measured in accordance with the provisions of the respective charter agreements and the circumstances under which demurrage revenues arise. At the time demurrage revenue can be estimated, it is included in the calculation of voyage revenue and recognized ratably over the duration of the voyage to which it pertains. Voyage revenue recognized is presented net of address commissions.

Charter revenues relate to a time charter arrangement under which the Company is paid to provide transportation services on a per day basis for a specified period of time. Revenues from time charters are earned and recognized on a straight-line basis over the term of the charter, as the vessel operates under the charter. Revenue is not earned when vessels are offhire.

Cash and cash equivalents include short-term deposits with an original maturity of less than three months. The following table provides a reconciliation of cash, cash equivalents and restricted cash reported within the consolidated balance sheets that sum to the total of the same amounts shown in the consolidated statement of cash flows:


	September 30, 2020		December 31, 2019
	(unaudited)
Money market accounts – cash equivalents	$	26,518,566	$	32,150,342
Cash (1)	19,040,385		18,404,749
Total cash and cash equivalents	$	45,558,951	$	50,555,091
Restricted cash	2,500,000		2,500,000
Total cash, cash equivalents and restricted cash	$	48,058,951	$	53,055,091

(1) Consists of cash deposits at various major banks.

Restricted cash at September 30, 2020 and December 31, 2019 consists of $2.5 million held by the facility agent as required by the Bulk Nordic Odin Ltd., Bulk Nordic Olympic Ltd., Bulk Nordic Odyssey Ltd., Bulk Nordic Orion Ltd., and Bulk Nordic Oshima Ltd. – Dated September 28, 2015 - Amended and Restated Loan Agreement. $1,500,000 restricted cash was reclassified to current assets due to the balloon payments related to the Bulk Nordic Odyssey Ltd., Bulk Nordic Orion Ltd. tranches due in December of 2020 and Bulk Oshima tranche due in September of 2021.

Advance hire, prepaid expenses and other current assets were comprised of the following:


	September 30, 2020		December 31, 2019
	(unaudited)
Advance hire	$	5,531,783	$	3,985,826
Prepaid expenses	3,287,976		4,924,557
Accrued receivables	8,370,234		6,466,068
Margin deposit	2,053,309		269,379
Other current assets	3,178,833		3,124,995
	$	22,422,135	$	18,770,825

Accounts payable, accrued expenses and other current liabilities were comprised of the following:


	September 30, 2020		December 31, 2019
	(unaudited)
Accounts payable	$	23,587,531	$	24,173,291
Accrued expenses	10,586,481		14,883,555
Derivative liabilities	1,374,948		472,073
Deferred consideration - Note 8	2,500,000		—
Other accrued liabilities	1,043,674		444,716
	$	39,092,634	$	39,973,635

Time charter out contracts

Charter revenue is earned when the Company lets a vessel it owns or operates to a charterer for a specified period of time. Charter revenue is based on the agreed rate per day. The charterer has the power to direct the use and receives substantially all of the economic benefits from the use of the vessel. The Company determined that all time charter contracts are considered operating leases and therefore fall under the scope of ASC 842 because: (i) the vessel is an identifiable asset; (ii) the Company does not have substantive substitution rights; and (iii) the charterer has the right to control the use of the vessel during the term of the contract and derives the economic benefits from such use.

Time charter in contracts

The Company charters in vessels to supplement its owned fleet to support its voyage charter operations. The Company hires vessels under time charters with third party vessel owners, and recognizes the charter hire payments as an expense on a straight-line basis over the term of the charter. Charter hire payments are typically made in advance, and the unrecognized portion is reflected as advance hire in the accompanying consolidated balance sheets. Under the time charters, the vessel owner is responsible for the vessel operating costs such as crews, maintenance and repairs, insurance, and stores. As allowed by a practical expedient under ASC 842, the Company made an accounting policy election by class of underlying asset for leases with a term of 12 months or less, to forego recognizing a right-of-use asset and lease liability on its balance sheet. For the quarter ending September 30, 2020, the Company did not have any time charter in contracts with terms greater than 12 months, as such charter hire expense presented on the consolidated statements of income are lease expenses for chartered in contracts less than 12 months.

Leases under ASC 842

At September 30, 2020, the Company had nine vessels chartered to customers under time charters that contain leases. These nine leases varied in original length from 26 days to 60 days. At September 30, 2020, lease payments due under these arrangements totaled approximately $3,381,000 and each of the time charters were due to be completed in 56 days or less. The Company does not have any sales-type or direct financing leases.

The Company has two non-cancelable office leases and non-cancelable office equipment leases and the lease assets and liabilities are not material.

Revenue Recognition

Voyage revenues represent revenues earned by the Company, principally from providing transportation services under voyage charters. A voyage charter involves the carriage of a specific amount and type of cargo on a load port to discharge port basis, subject to various cargo handling terms. Under a voyage charter, the service revenues are earned and recognized ratably over the duration of the voyage. Estimated losses under a voyage charter are provided for in full at the time such losses become probable. Demurrage, which is included in voyage revenues, represents payments by the charterer to the vessel owner when loading and discharging time exceed the stipulated time in the voyage charter. Demurrage is measured in accordance with the provisions of the respective charter agreements and the circumstances under which demurrage revenues arise. Demurrage revenue is included in the calculation of voyage revenue and recognized ratably over the duration of the voyage to which it pertains. Voyage revenue recognized is presented net of address commissions.

Recently Issued Accounting Pronouncements Not Yet Adopted

In March 2020, the FASB issued ASU 2020-04 Reference Rate Reform (Topic 848): Facilitation of the Effects of Reference Rate Reform on Financial Reporting. ASU 2020-04 provides optional guidance for a limited period of time to ease the potential burden in accounting for (or recognizing the effects of) reference rate reform on financial reporting. Companies can apply the ASU immediately, however the guidance will only be available until December 31, 2022. The Company is currently evaluating the impact that adopting this new accounting standard will have on its consolidated financial statements and related disclosures.

In June 2016, the FASB issued ASU No. 2016-13, Financial Instruments – Credit Losses. For most financial assets, such as trade and other receivables, loans and other instruments, this standard changes the current incurred loss model to a forward-looking expected credit loss model, which generally will result in the earlier recognition of allowances for losses. The new standard is effective for the Company at the beginning of 2023. Entities are required to apply the provisions of the standard through a cumulative-effect adjustment to retained earnings as of the effective date. The Company is currently assessing the new guidance and its impact on its consolidated financial statements, and it intends to adopt the guidance when it becomes effective in the first quarter of 2023.

NOTE 3 - FIXED ASSETS

At September 30, 2020, the Company owned seventeen dry bulk vessels including three financed under finance leases; and one barge. The carrying amounts of these vessels, including unamortized drydocking costs, are as follows:


	September 30,		December 31,
	2020		2019
Owned vessels	(unaudited)
m/v BULK PANGAEA	$	13,974,199	$	14,988,076
m/v BULK NEWPORT	12,218,098		12,975,767
m/v NORDIC ODYSSEY (1)	22,288,109		22,897,029
m/v NORDIC ORION (1)	23,038,349		23,688,812
m/v NORDIC OSHIMA (1)	27,305,645		28,325,078
m/v NORDIC ODIN (1)	27,742,774		28,094,764
m/v NORDIC OLYMPIC (1)	27,662,258		27,931,771
m/v NORDIC OASIS (1)	28,319,502		29,190,935
m/v BULK ENDURANCE	24,277,889		25,037,775
m/v BULK FREEDOM	9,627,193		8,269,777
m/v BULK PRIDE	13,123,416		12,996,311
m/v BULK SPIRIT	12,752,841		12,867,060
m/v BULK INDEPENDENCE	13,965,032		14,000,946
m/v BULK FRIENDSHIP	13,742,452		14,052,500

MISS NORA G PEARL (2)	3,273,797		3,609,851
	273,311,554		278,926,452
Other fixed assets, net	2,305,018		2,548,405
Total fixed assets, net	$	275,616,572	$	281,474,857

Right of Use Assets
m/v BULK DESTINY	$	20,848,382	$	21,484,733
m/v BULK BEOTHUK (3)	—		6,589,537
m/v BULK TRIDENT	11,655,615		12,095,727
m/v BULK PODS	$	13,228,950	13,445,308
	$	45,732,947	$	53,615,305

(1) Vessels are owned by Nordic Bulk Holding Company Ltd. (“NBHC”), a consolidated joint venture which the Company has a two-third of ownership.

(2) Barge is owned by a 50% owned consolidated subsidiary.

(3) In January 2020 the Company completed an early buy-out of the lease for a purchase price of $5.5 million, on August 4, 2020, the Company sold the m/v Bulk Beothuk to an unrelated third party for a net sale price of $4.6 million.

Long-lived Assets Impairment Considerations

The Company evaluates the recoverability of its fixed assets and other assets in accordance with ASC 360-10-15, Impairment or Disposal of Long-Lived Assets, which requires impairment losses to be recorded on long-lived assets used in operations when indicators of impairment are present and the undiscounted cash flows estimated to be generated by those assets are less than their carrying amounts. If indicators of impairment are present, we perform an analysis of the anticipated undiscounted future net cash flows to be derived from the related long-lived assets. Our assessment is made at the asset group level, which represents the lowest level for which identifiable cash flows are largely independent of other groups of assets. The asset groups established by the Company are defined by vessel size and major characteristic or trade.

group and concluded the estimated undiscounted future cash flows were higher than their carrying amount and as such, no additional loss on impairment was recognized.

NOTE 4 - DEBT

Long-term debt consists of the following:


	September 30, 2020		December 31, 2019		Interest Rate (%) (1)		Maturity Date
	(unaudited)
Bulk Nordic Odin Ltd., Bulk Nordic Olympic Ltd. Loan Agreement (2)	26,216,300		28,466,300		4.06	%	January 2022
Bulk Nordic Odyssey Ltd., Bulk Nordic Orion Ltd. Loan Agreement (2) (3)	10,604,406		12,854,405		2.63	%	December 2020
Bulk Nordic Oshima Ltd. Amended and Restated Loan Agreement (2) (4)	12,379,295		13,504,295		2.48	%	September 2021
Bulk Nordic Oasis Ltd. Loan Agreement	14,375,000		15,500,000		4.30	%	December 2021
The Amended Senior Facility - Dated May 13, 2019 (formerly The Amended Senior Facility - Dated December 21, 2017) (5)
Bulk Nordic Six Ltd. - Tranche A	12,499,996		13,299,997		3.69	%	May 2024
Bulk Nordic Six Ltd. - Tranche B	2,655,000		2,850,000		2.01	%	May 2024
Bulk Pride - Tranche C	5,475,000		6,300,000		4.69	%	May 2024
Bulk Independence - Tranche E	12,750,000		13,500,000		2.84	%	May 2024
Bulk Freedom Loan Agreement	3,350,000		3,800,000		4.06	%	June 2022
109 Long Wharf Commercial Term Loan	621,066		703,266		3.69	%	April 2026
Total	$	100,926,063	$	110,778,263
Less: unamortized bank fees	(3,792,765)		(4,137,872)
	$	97,133,298	$	106,640,391
Less: current portion	(31,619,969)		(22,990,674)
Secured long-term debt, net	$	65,513,329	$	83,649,717

(1)As of September 30, 2020.

(2)The borrower under this facility is NBHC. The Company has two-third's ownership interest and STST has one-third ownership interest in NBHC. NBHC is consolidated in accordance with ASC 810-10 and as such, amounts pertaining to the non-controlling ownership held by the third parties in the financial position of NBHC are reported as non-controlling interest in the accompanying balance sheets.

(3)Interest on 50% of the advances to Bulk Nordic Odyssey and Bulk Nordic Orion was fixed at 4.24% in March 2017 and Interest on the remaining advances is floating at LIBOR plus 2.40%. In September 2020, the lender agreed to an extension of maturity date to December 31, 2020. The Company made its regularly scheduled quarterly principal of $750,000 and accrued interest payment on September 25, 2020. The remaining $10.6 million balloon payment is due on December 31, 2020.

(4)Interest on 50% of the advance to Bulk Nordic Oshima was fixed at 4.16% in January 2017 and Interest on the remaining advance is floating at LIBOR plus 2.25%.

(5)This facility is cross-collateralized by the vessels m/v Bulk Endurance, m/v Bulk Pride, and m/v Bulk Independence and is guaranteed by the Company.

The future minimum annual payments under the debt agreements are as follows:


	Years ending December 31,
	(unaudited)
2020 (remainder of the year)	$	13,138,473
2021	33,140,563
2022	28,602,568
2023	3,536,268
2024	22,352,925
Thereafter	155,266
	$	100,926,063

Financial Covenants

Under the Company's respective debt agreements, the Company is required to comply with certain financial covenants, including to maintain minimum liquidity and a collateral maintenance ratio clause, which requires the aggregate fair market value of the vessels plus the net realizable value of any additional collateral provided, to remain above defined ratios and to maintain positive working capital. The Company was in compliance with all applicable financial covenants as of September 30, 2020 and December 31, 2019.

NOTE 5 - DERIVATIVE INSTRUMENTS AND FAIR VALUE MEASUREMENTS

Forward freight agreements

The Company assesses risk associated with fluctuating future freight rates and, when appropriate, hedges identified economic risk with appropriate derivative instruments, specifically forward freight agreements (FFAs). These economic hedges do not usually qualify for hedge accounting under ASC 815 and as such, the usage of such derivatives can lead to fluctuations in the Company’s reported results from operations on a period-to-period basis.

Fuel swap contracts

The Company continuously monitors the market volatility associated with bunker prices and seeks to reduce the risk of such volatility through a bunker hedging program. The Company enters into fuel swap contracts that are not designated for hedge accounting under ASC 815 and as such, the usage of such derivatives can lead to fluctuations in the Company’s reported results from operations on a period-to-period basis.

Interest rate cap

The Company’s objectives in using interest rate derivatives are to add stability to interest expense and to manage its exposure to interest rate movements. To accomplish these objectives, the Company primarily uses interest rate swaps and interest rate caps as part of its interest rate risk management strategy. Interest rate caps designated as cash flow hedges involve the receipt of variable amounts from a counterparty if interest rates rise above the strike rate on the contract. In January 2020, the Company entered into four interest rate cap contracts with total notional amount of $22.8 million at a cost of $628,000 to mitigate the risk associated with increases in interest rates on our sale and lease back financing arrangements of the four new-building vessels. In the event that the three-month LIBOR rate rises above the applicable strike rate of 3.25%, the Company would receive quarterly payments related to the spread difference. These interest rate cap agreements do not qualify for hedge accounting treatment.

The estimated fair values of the Company’s forward freight agreements and fuel swap contracts are based on market prices obtained from an independent third-party valuation specialist based on published indices. Such quotes represent the estimated amounts the Company would receive or pay to terminate the contracts. The interest rate caps contracts are valued using analysis obtained from independent third party valuation specialists based on market observable inputs, representing Level 2 assets.

The following table summarizes assets and liabilities measured at fair value on a recurring basis at September 30, 2020 and December 31, 2019:


	Asset Derivative					Liability Derivative
Derivative instruments	Balance Sheet Location	09/30/2020		12/31/2019		Balance Sheet Location	9/30/2020		12/31/2019
Margin accounts (1)	Other current assets	$	2,053,309	$	269,379	Other current liabilities	$	—	$	—
Forward freight agreements (2)	Other current assets	$	—	$	—	Other current liabilities	$	89,355	$	149,760
Fuel swap contracts (2)	Other current assets	$	—	$	—	Other current liabilities	$	1,489,505	$	322,313
Interest rate cap (2)	Other current assets	$	203,912	$	—	Other current liabilities	$	—	$	—

(1) The fair value measurements were all categorized within Level 1 of the fair value hierarchy.

(2) These fair value measurements were all categorized within Level 2 of the fair value hierarchy.

The three levels of the fair value hierarchy established by ASC 820, Fair Value Measurements and Disclosures, in order of priority are as follows:

Level 1 – Quoted prices in active markets for identical assets or liabilities. Our Level 1 fair value measurements include cash, money-market accounts and restricted cash accounts.

Level 2 – Quoted prices for similar assets and liabilities in active markets or inputs that are observable.

Level 3 – Inputs that are unobservable (for example cash flow modeling inputs based on assumptions).

The following table presents the effect of our derivative financial instruments on the consolidated statements of operations for the three and nine months ended September 30, 2020 and 2019:


	Unrealized gain (loss) on derivative instruments
	For the three months ended				For the nine months ended
Derivative instruments	9/30/2020		9/30/2019		9/30/2020		9/30/2019
Forward freight agreements	$	(57,765)	$	115,675	$	60,405	$	233,130
Fuel Swap Contracts	$	19,924	$	(416,733)	$	(1,167,192)	$	1,970,769
Interest rate cap	$	19,743	$	—	$	(424,088)	$	—

NOTE 6 - RELATED PARTY TRANSACTIONS

Amounts and notes payable to related parties consist of the following:


	December 31, 2019		Activity		September 30, 2020
					(unaudited)
Included in trade accounts receivable and voyage revenue on the consolidated balance sheets and statements of income, respectively:
Trade receivables due from King George Slag (i)	$	457,629	$	(254,999)	$	202,630

Included in accounts payable, accrued expenses and other current liabilities on the consolidated balance sheets:
Affiliated companies (trade payables) (ii)	5,679,768		(1,388,905)		4,290,863

Included in current related party debt on the consolidated balance sheets:

Interest payable - 2011 Founders Note	332,987		(90,135)		242,852
Total current related party debt	$	332,987	$	(90,135)	$	242,852

i.King George Slag LLC is a joint venture of which the Company owns 25%

ii.Seamar Management S.A. ("Seamar")

Under the terms of a technical management agreement between the Company and Seamar Management S.A. (“Seamar”), an equity method investee, Seamar is responsible for the day-to-day operations for certain of the Company’s owned vessels. During the three months ended September 30, 2020 and 2019, the Company incurred technical management fees of approximately $627,600 and $832,000, respectively, under this arrangement. During the nine months ended September 30, 2020 and 2019, the Company incurred technical management fees of approximately $1,990,000 and $2,342,000, respectively, under this arrangement. The total amounts payable to Seamar at September 30, 2020 and December 31, 2019 were approximately $4,291,000 and $5,680,000, respectively.

NOTE 7 - COMMITMENTS AND CONTINGENCIES

The Company's leases are secured by the assignment of earnings and insurances and by guarantees of the Company.

Vessel Acquisition Accounted for as a Finance Lease (in accordance with previous accounting guidance - ASC 840)

The selling price of the m/v Bulk Destiny to the new owner (lessor) was $21.0 million and the fair value of the vessel at the inception of the lease was $24.0 million. The difference between the selling price and the fair value of the vessel was recorded as prepaid rent and is being amortized over the 25 year estimated useful life of the vessel. Prepaid rent is included in finance lease right of use assets (previously "vessels under capital lease") on the consolidated balance sheet at September 30, 2020. Minimum lease payments fluctuate based on three-month LIBOR and are payable quarterly over the seven year lease term, with a purchase obligation of $11.2 million due with the final lease payment in January 2024. Interest is floating at LIBOR plus 2.75% (2.98% including the margin, at inception of the lease). The Company will own this vessel at the end of the lease term.

The selling price of the m/v Bulk Beothuk was $7.0 million and the fair value was estimated to be the same. The lease is payable at $3,500 per day every fifteen days over the five year lease term, and a balloon payment of $4.0 million is due with the final lease payment in June 2022. The implied interest rate at inception was 11.83%. In January 2020 the Company completed an early buy-out of the lease for a purchase price of $5.5 million and the vessel was sold to an unrelated third party for a net sale price of $4.6 million on August 4, 2020.

The selling price of the m/v Bulk Trident was $13.0 million and the fair value was estimated to be the same. The Company simultaneously leased the vessel back from the buyer. The minimum lease payments fluctuate based on three-month LIBOR and are payable monthly over the eight-year lease term. The Company has the option to purchase the vessel at the end of the third year of the lease or thereafter, or in the case of default by the lessor, at any time during the lease term. Interest is floating

at LIBOR plus 1.7% (1.94% including the margin, at inception of the lease). The Company will own this vessel at the end of the lease term.

The selling price of the m/v Bulk PODS was $14.8 million and the fair value was estimated to be the same. The Company simultaneously leased the vessel back from the buyer. The minimum lease payments fluctuate based on three-month LIBOR and are payable monthly over the eight-year lease term. The Company has the option to purchase the vessel at the end of the third year of the lease or thereafter, or in the case of default by the lessor, at any time during the lease term. Interest is floating at LIBOR plus 1.7% (1.93% including the margin, at inception of the lease). The Company will own this vessel at the end of the lease term.

Vessel Acquisition Accounted for as a Finance Lease (in accordance with new accounting guidance - ASC 842)

In February 2019, the Company acquired the m/v Bulk Spirit for $13.0 million, which is the estimated fair value and simultaneously entered into a failed sale and leaseback of the vessel. The Company determined that the transfer of the vessel to the lessor was not a sale in accordance with ASC 606, because control of the vessel was not transferred to the lessor. The lease is classified as finance lease in accordance with ASC 842, because the lease transfers ownership of the vessel to the Company by the end of the lease term. The minimum lease payments include interest at 5.10% for the first five years. Interest fluctuates based on the three-month LIBOR for the remaining three years of the eight-year lease term. The Company has the option to purchase the vessel at the end of the second year of the lease or thereafter, or in the case of default by the lessor, at any time during the lease term. The Company is obligated to repurchase the vessel at the end of the lease term. A balloon payment of $3.9 million is due with the final lease payment in March 2027. This lease is secured by the assignment of earnings and insurances and by a guarantee of the Company.

In September 2019, the Company acquired the m/v Bulk Friendship for $14.1 million, which is the estimated fair value and simultaneously entered into a failed sale and leaseback of the vessel. The Company determined that the transfer of the vessel to the lessor was not a sale in accordance with ASC 606, because control of the vessel was not transferred to the lessor. The lease is classified as finance lease in accordance with ASC 842, because the lease includes a fixed price purchase option, which the Company expects to exercise at the end of the lease term. The minimum lease payments include imputed interest at 5.29%. The Company has the option to purchase the vessel at the end of the third year of the lease or thereafter, or in the case of default by the lessor, at any time during the lease term. In the event the Company has not exercised any of the purchase options during the term of the charter then the Company shall have a final purchase option to purchase the vessel at the end of the fifth year at a fixed price of $7.8 million. This lease is secured by the assignment of earnings and insurances and by a guarantee of the Company.

Vessel Newbuildings

During the second and third quarter of 2019, the Company entered into two vessel newbuilding contracts to build four new high ice class post-panamax 95,000 dwt dry bulk vessels. The new vessels, with a building cost of between approximately $37.7 million to $38.3 million each, are expected to be delivered in 2021. As of September 30, 2020, the Company has made deposits of $15.4 million for the four new vessels. The second installments of 20% are due and payable upon launching of the vessels and the final payments are due upon delivery of the vessels.

The Company entered into a series of transactions to finance its four new post-panamax dry bulk vessels, to be delivered in 2021, under sale and leaseback transactions. The agreements obligate the Company to sell the vessels upon completion of construction at the lesser of approximately $32 million or 85% of fair market value at closing. Following the sale, the Company is obligated to charter the vessels from the buyer under a bareboat charter for a period of 15 years with a purchase obligation of $2.5 million at the end of year 15. The Company has options to purchase the vessels at designated prices starting the sixth year after delivery of each vessel. The Company expects to account for these transactions as failed sale and leaseback transactions and classify the leases as finance leases.

The Company has also entered into a LLC agreement with the non-controlling interest holder of NBP which includes certain obligations as described in Note 8.

Long-term Contracts Accounted for as Operating Leases

The Company leases office space for its Copenhagen operations. Since December 31, 2018, this lease continues on a month to month basis. The non-cancelable period is six months.

The Company leases office space for its Singapore operations. At September 30, 2020, the remaining lease term is fourteen months.

For the three and nine months ended September 30, 2020 and 2019, the Company recognized approximately $52,000 and $155,000, respectively, as lease expense for office leases in General and Administrative Expenses.

Future minimum lease payments under finance leases with initial or remaining terms in excess of one year at September 30, 2020 were:


Year ending December 31,
2020 (remainder of the year)	$	2,449,459
2021	9,379,592
2022	9,263,796
2023	9,148,314
2024	26,062,508
Thereafter	13,020,221
Total minimum lease payments	$	69,323,890
Less imputed interest	10,093,601
Present value of minimum lease payments	59,230,289
Less current portion	6,952,635
Long-term portion	$	52,277,654

Legal Proceedings and Claims

The Company is subject to certain asserted claims arising in the ordinary course of business. The Company intends to vigorously assert its rights and defend itself in any litigation that may arise from such claims. While the ultimate outcome of these matters could affect the results of operations of any one year, and while there can be no assurance with respect thereto, management believes that after final disposition, any financial impact to the Company would not be material to its consolidated financial position, results of operations, or cash flows.

NOTE 8 - OTHER LONG-TERM LIABILITIES

In September 2019, the Company entered into an LLC agreement for the formation of Nordic Bulk Partners LLC (“NBP”), that, at inception is owned 75% by the Company and 25% by an independent third party. NBP was established for the purpose of constructing and owning four new-build ice class post panamax vessels. During the construction phase of the vessel, the third party has committed to contribute additional funding and ultimately own 50% of NBP at the time of delivery of the new-build ice class post panamax vessels. The agreement contains both put and call option provisions. Accordingly, the Company may be obligated, pursuant to the put option, or entitled pursuant to the call option, to purchase the third party's interest in NBP beginning any time after September 2026. The put option and call option are at fixed prices which are not significantly different from each other, starting at $4.0 million per vessel on the fourth anniversary from completion and delivery of each vessel and declining to $3.7 million per vessel on or after the seventh anniversary from completion and delivery of each vessel. If neither put nor call option is exercised, the Company is obligated to purchase the vessels from NBP at a fixed price. Pursuant to ASC 480, Distinguishing Liabilities from Equity, the Company has recorded the third party's interest in NBP of $5.1 million in Long term liabilities - Other at September 30, 2020. Earnings attributable to the third party’s interest in NBP are recorded in Interest expense, net, which resulted in additional interest expenses of $76,496 and $104,662, respectively, for the three and nine months ended September 30, 2020.

On September 28, 2020, the Company acquired an additional one-third equity interest in its partially-owned consolidated subsidiary NBHC from its shareholders. The Company owned a one-third of equity interest of NBHC, a joint-venture formed in October 2012 for the purpose of owning Bulk Nordic Odyssey Ltd. (“Bulk Odyssey”) and Bulk Nordic Orion Ltd. (“Bulk Orion”) and to invest in additional vessels through its wholly-owned subsidiaries. The acquisition increases the Company’s equity interest in NBHC to 66.7%. The purchase price of the equity interest was $22.5 million, including a $15.0 million cash payment upon closing and $7.5 million of deferred consideration, at a three-month LIBOR plus 3.5%, in three equal installments of $2.5 million due on the first, second, and third anniversaries of September 28, 2020. The deferred consideration is recorded in "Other current liabilities" and "Long-term liabilities - other" on the Company's Consolidated Balance Sheet as of September 30, 2020. NBHC will continue to be a consolidated entity in the Company’s consolidated financial statements pursuant to ASC 810-10. The portion of NBHC not owned by the Company will continue to be recognized as non-controlling interest in the Company’s consolidated financial statements.

NOTE 9 - SUBSEQUENT EVENTS

NBHC Loan Refinancing

On November 2, 2020, NBHC signed a nonbinding term sheet with a new lender pursuant to which the new lender has proposed to provide NBHC a loan for up to $18.0 million with a term of 84 months at an interest rate of 2.95% per annum. The borrower will make 28 quarterly payments in arrears followed by one final installment of $4.4 million payable on the 7th anniversary of the drawdown date, no later than December 31, 2020. The Loan would be secured by a first lien on m/v Nordic Odyssey and m/v Nordic Orion. The Company intends to use a portion of the proceeds of the loan to repay the outstanding balance of $10.6 million for the Nordic Odyssey and Nordic Orion loan facilities which matures on December 31, 2020.

ITEM 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations

The following discussion should be read in conjunction with our consolidated financial statements and footnotes thereto contained in this report.

Forward Looking Statements

All statements other than statements of historical fact included in this Form 10-Q including, without limitation, statements under “Management’s Discussion and Analysis of Financial Condition and Results of Operations” regarding our financial position, business strategy and the plans and objectives of management for future operations, are forward looking statements. When used in this Form 10-Q, words such as “anticipate,” “believe,” “estimate,” “expect,” “intend” and similar expressions, as they relate to us or our management, identify forward looking statements. Such forward looking statements are based on the beliefs of management, as well as assumptions made by, and information currently available to, our management. Actual results could differ materially from those contemplated by the forward looking statements as a result of the risk factors and other factors detailed in our filings with the Securities and Exchange Commission. All subsequent written or oral forward looking statements attributable to us or persons acting on our behalf are qualified in their entirety by this paragraph.

Important Financial and Operational Terms and Concepts

The Company uses a variety of financial and operational terms and concepts when analyzing its performance.

These include revenue recognition, deferred revenue, allowance for doubtful accounts, vessels and depreciation and long-lived assets impairment considerations, as defined above as well as the following:

Voyage Revenue. Voyage revenue is derived from voyage charters which involve the carriage of cargo from a load port to a discharge port, which is predetermined in each voyage contract. Gross revenue is calculated by multiplying the agreed rate per ton of cargo by the number of tons loaded. The Company directs how and for what purpose the vessel is used and therefore, these voyage contracts do not contain leases.

Charter Revenue. Charter revenue is earned when the Company lets a vessel it owns or operates to a charterer for a specified period of time. Charter revenue is based on the agreed rate per day. These time-charter arrangements contain leases because the lessee has the power to direct the use and receives substantially all of the economic benefits from the use of the vessel. The operating lease component and the vessel operating expense non-lease component of a time-charter contract are reported as a single component.

Voyage Expenses. The Company incurs expenses for voyage charters, including bunkers (fuel), port charges, canal tolls, brokerage commissions and cargo handling operations, which are expensed as incurred.

Charter Expenses. The Company charters in vessels to supplement its owned fleet to support its voyage charter operations. The Company hires vessels under time charters with third party vessel owners, and recognizes the charter hire payments as an expense on a straight-line basis over the term of the charter. Charter hire payments are typically made in advance, and the unrecognized portion is reflected as advance hire in the accompanying consolidated balance sheets. Under the time charters, the vessel owner is responsible for the vessel operating costs such as crews, maintenance and repairs, insurance, and stores. The Company does not record a right-of-use asset or lease liability for any arrangement less than one year.

Vessel Operating Expenses. Vessel operating expenses represent the cost to operate the Company’s owned vessels. Vessel operating expenses include crew hire and related costs, the cost of insurance, expenses relating to repairs and maintenance, the cost of spares and consumable stores, tonnage taxes, other miscellaneous expenses, and technical management fees. These expenses are recognized as incurred. Technical management services include day-to-day vessel operations, performing general vessel maintenance, ensuring regulatory and classification society compliance, arranging the hire of crew, and purchasing stores, supplies, and spare parts.

Fleet Data. The Company believes that the measures for analyzing future trends in its results of operations consist of the following:

Shipping days. The Company defines shipping days as the aggregate number of days in a period during which its owned or chartered-in vessels are performing either a voyage charter (voyage days) or a time charter (time charter days).

Daily vessel operating expenses. The Company defines daily vessel operating expenses as vessel operating expenses divided by ownership days for the period. Vessel operating expenses include crew hire and related costs, the cost of insurance, expenses relating to repairs and maintenance, the costs of spares and consumable stores, tonnage taxes, other miscellaneous expenses, and technical management fees.

Chartered in days. The Company defines chartered in days as the aggregate number of days in a period during which it chartered in vessels from third party vessel owners.

Time Charter Equivalent ‘‘TCE’’ rates. The Company defines TCE rates as total revenues less voyage expenses divided by the length of the voyage, which is consistent with industry standards. TCE rate is a common shipping industry performance measure used primarily to compare daily earnings generated by vessels on time charters with daily earnings generated by vessels on voyage charters, because rates for vessels on voyage charters are generally not expressed in per-day amounts while rates for vessels on time charters generally are expressed in per-day amounts.

Selected Financial Information


(in thousands, except for shipping days data and per share data) (figures may not foot due to rounding)	For the three months ended September 30,				For the nine months ended September 30,
	2020		2019		2020		2019
Selected Financial Data
Voyage revenue	$	98,120	$	103,806	$	251,501	$	247,088
Charter revenue	5,646		15,079		18,541		34,632
Total revenue	103,767		118,885		270,042		281,720
Voyage expense	40,729		45,103		120,283		114,501
Charter hire expense	34,970		41,980		82,499		85,245
Vessel operating expenses	9,700		11,332		28,959		32,161
Total cost of transportation and service revenue	85,399		98,414		231,741		231,907
Vessel depreciation and amortization	4,185		4,621		12,681		13,418
Gross Profit	14,183		15,850		25,621		36,396
Other operating expenses	3,738		2,800		11,695		12,264
Loss on impairment of vessels	—		—		1,801		—
Loss on sale of vessels	486		—		705		—
Income from operations	9,960		13,050		11,420		24,132
Total other expense, net	(1,673)		(2,631)		(6,608)		(4,073)
Net income	8,287		10,419		4,812		20,059
Income attributable to non-controlling interests	(734)		(2,097)		(1,050)		(4,002)
Net income attributable to Pangaea Logistics Solutions Ltd.	$	7,552	$	8,322	$	3,762	$	16,057

Net income from continuing operations per common share information
Basic net income per share	$	0.17	$	0.19	$	0.09	$	0.38
Diluted net income per share	$	0.17	$	0.19	$	0.09	$	0.37
Weighted-average common shares Outstanding - basic	43,488		42,818		43,394		42,730
Weighted-average common shares Outstanding - diluted	43,511		43,355		43,398		43,247

Adjusted EBITDA (1)	$	15,068	$	18,023	$	28,659	$	39,019

Shipping Days (2)
Voyage days	4,133		3,712		10,933		9,670
Time charter days	601		924		1,977		2,466
Total shipping days	4,734		4,636		12,910		12,136

TCE Rates ($/day)	13,316		15,915		11,600		13,779


	September 30, 2020		December 31, 2019
Selected Data from the Consolidated Balance Sheets
Cash, restricted cash and cash equivalents	$	48,059	$	53,055
Total assets	$	443,393	$	479,903
Total secured debt, including finance leases liabilities	$	156,364	$	176,688
Total shareholders' equity	$	227,145	$	243,072

	For the nine months ended September 30,
	2020		2019
Selected Data from the Consolidated Statements of Cash Flows
Net cash provided by operating activities	$	22,441	$	23,402
Net cash used in investing activities	$	(6,042)	$	(48,186)
Net cash (used in) provided by financing activities	$	(21,395)	$	5,341

(1)Adjusted EBITDA represents operating earnings before interest expense, income taxes, depreciation and amortization, loss on sale and leaseback of vessels, share-based compensation and other non-operating income and/or expense, if any. Adjusted EBITDA is included because it is used by management and certain investors to measure operating performance and is also reviewed periodically as a measure of financial performance by Pangaea's Board of Directors. Adjusted EBITDA is not an item recognized by the generally accepted accounting principles in the United States of America, or U.S. GAAP, and should not be considered as an alternative to net income, operating income, or any other indicator of a company's operating performance required by U.S. GAAP. Pangaea’s definition of Adjusted EBITDA used here may not be comparable to the definition of EBITDA used by other companies.

(2)Shipping days are defined as the aggregate number of days in a period during which its owned or chartered-in vessels are performing either a voyage charter (voyage days) or time charter (time charter days).

The reconciliation of gross profit to net transportation and service revenue and income from operations to Adjusted EBITDA is as follows:


(in thousands, figures may not foot due to rounding)	Three Months Ended September 30,				Nine Months Ended September 30,
	2020		2019		2020		2019
Net Transportation and Service Revenue (3)
Gross Profit (4)	$	14,183	$	15,850	$	25,621	$	36,396
Add:
Vessel Depreciation and Amortization	4,185		4,621		12,681		13,418
Net transportation and service revenue	$	18,368	$	20,471	$	38,302	$	49,814

Adjusted EBITDA
Income from operations	$	9,960	$	13,050	$	11,420	$	24,132
Depreciation and amortization	4,230		4,653		12,818		13,521
Loss on impairment of vessels	—		—		1,801		—
Loss on sale of vessels	486		—		705		—
Share-based compensation	392		320		1,915		1,366
Adjusted EBITDA	$	15,068	$	18,023	$	28,659	$	39,019

(3) Net transportation and service revenue represents total revenue less the total direct costs of transportation and services, which includes charter hire, voyage and vessel operating expenses. Net transportation and service revenue is included because it is used by management and certain investors to measure performance by comparison to other logistic service providers. Net transportation and service revenue is not an item recognized by the generally accepted accounting principles in the United States of America, or U.S. GAAP, and should not be considered as an alternative to net income, operating income, or any other indicator of a company's operating performance required by U.S. GAAP. Pangaea’s definition of net transportation and service revenue used here may not be comparable to an operating measure used by other companies.

(4) Gross profit represents total revenue less net transportation and service revenue and less vessel depreciation and amortization.

Business Overview

The dry bulk sector of the transportation and logistics industry is cyclical and can be volatile due to changes in supply of vessels and demand for transportation of dry bulk commodities. The Baltic Dry Index (“BDI”), a measure of dry bulk market performance, averaged 1,515 for the third quarter of 2020, down from an average of 2,023 for the comparable quarter of 2019. More specifically, and reflecting the composition of the Company's fleet, the average published market rates for Supramax and Panamax vessels decreased approximately 25% from an average of $13,728 in third quarter of 2019 to $10,286 in the same period of 2020. We have historically experienced fluctuations in our results of operations on a quarterly and annual basis. We expect to experience continued fluctuations in our operating results in the foreseeable future due to a variety of factors, including demand for vessels, competition, and seasonality.

Although our trades are not heavily focused on China, the dry bulk sector of the shipping industry is closely correlated to economic activity in China, which was the first country to be impacted by the novel coronavirus or COVID-19. This resulted in closures and an overall contraction in China's economic output in January and February. By March, China began to loosen restrictions and show some signs of economic recovery which resulted in a slight rebound in the BDI. However, also in early March, the global spread of the virus accelerated especially in parts of Europe and the United States resulting in various forms of nationwide shut downs. Global economic output continues to be impacted by the COVID-19 pandemic. The continued implications of these shutdowns on the demand for dry bulk goods will be highly dependent on the duration and how quickly various countries can return to normal levels of industrial activity, which is uncertain.

Given the uncertainties of the COVID-19 pandemic, we have taken steps to manage and reduce operating costs, further enhance our financial flexibility, and protect the health and safety of our crew and shore based employees. Consistent with our chartering strategy we have redelivered chartered-in vessels when possible and continue to charter in new vessels, when needed, for short term periods to limit our exposure to further declines in the market and to reduce our time charter expenses in future periods. Further, we have temporarily suspended our dividend to maintain a strong liquidity position. We have implemented stricter protocols around crew changes, and required quarantine periods, and shore based employees in our Newport, Copenhagen, Singapore and Athens continue to comply with local and international guidelines as we begin to return to our office locations.

Quarterly TCE Performance

The Company's TCE rates were down 16% from $15,915 for the three months ended September 30, 2019 to $13,316 for the three months ended September 30, 2020. However, the Company's achieved TCE rates continued to outperform against the average of the Baltic panamax and supramax market indexes and exceeded the average market rates by approximately 29% due to its long-term contracts of affreightment, ("COAs"), its specialized fleet, and its cargo-focused strategy.

3rd Quarter Highlights

•Net income attributable to Pangaea Logistics Solutions Ltd. was approximately $7.6 million for three months ended September 30, 2020 as compared to approximately $8.3 million net income for the same period of 2019.

•Diluted net income per share was $0.17 for three months ended September 30, 2020 compared to $0.19 for the same period of 2019.

•Pangaea's TCE rates were $13,316 for the three months ended September 30, 2020 and $15,915 for the three months ended September 30, 2019, while the market average for the third quarter of 2020 was approximately $10,286, giving the Company an overall average premium over market rates of approximately $3,030 or 29%. The Company's long-term COAs, cargo focus, and specialized fleet give rise to this premium.

•At the end of the quarter, Pangaea had $48.1 million in cash, restricted cash and cash equivalents.

•The Company acquired an additional one-third equity interest in its partially-owned consolidated subsidiary Nordic Bulk Holding Company Ltd., which owns six modern 1-A ice-class panamax bulk vessels, increasing its equity interest to 66.7%.

Three Months Ended September 30, 2020 Compared to Three Months Ended September 30, 2019

Revenues

Pangaea’s revenues are derived predominately from voyage and time charters. Total revenue for the three months ended September 30, 2020 was $103.8 million, compared to $118.9 million for the same period in 2019, a 13% decrease. The decrease in revenues was primarily due to lower average TCE rates earned as discussed above. The total number of shipping days

remained relatively consistent increasing approximately 2% to 4,734 in the three months ended September 30, 2020, compared to 4,636 for the same period in 2019.

Components of revenue are as follows:

Voyage revenues decreased by 5% for the three months ended September 30, 2020 to $98.1 million compared to $103.8 million for the same period in 2019. The decrease in voyage revenues was primarily due to lower average TCE rates. This was offset by an increase in voyage days of 11% to 4,133 days for the three months ended September 30, 2020 as compared 3,712 days for the same period in 2019.

Charter revenues decreased to $5.6 million from $15.1 million, or 63%, for the three months ended September 30, 2020 compared to the same period in 2019. The decrease in charter revenues was due to a decrease in drybulk market rates and a decline in time charter days, which were down 35% to 601 in the third quarter of 2020 from 924 in the third quarter of 2019. The optionality of our chartering strategy allows the Company to selectively release excess ship days, if any, into the market under time charters arrangements.

Voyage Expenses

Voyage expenses for the three months ended September 30, 2020 were $40.7 million, compared to $45.1 million for the same period in 2019, a decrease of approximately 10%. Although voyage days increased by 11%, the market price for bunkers, which declined significantly at the beginning of 2020, were approximately 40% lower in the third quarter of 2020 compared to the third quarter of 2019.

Charter Hire Expenses

Charter hire expenses for the three months ended September 30, 2020 were $35.0 million, compared to $42.0 million for the same period in 2019, a 17% decrease, despite the increase in the number of chartered-in days. On a per day basis the charter hire expenses paid decreased from $15,265 per day for three months ended September 30, 2019 to $11,038 per day for the three months ended September 30, 2020. The decrease in charter hire expenses was primarily due to a decrease in prevailing market rates to charter-in vessels. The number of chartered-in days increased 15% from 2,750 days in the three months ended September 30, 2019 to 3,168 days for the three months ended September 30, 2020 due to the sale of owned vessels in 2020, and the Company's flexible charter-in strategy allowing it to supplement its owned fleet with short term chartered-in tonnage at prevailing market prices, when needed, to meet cargo demand.

Vessel Operating Expenses

Vessel operating expenses for the three months ended September 30, 2020 were $9.7 million, compared to $11.3 million for the same period in 2019, a decrease of approximately 14%. The decrease in vessel operating expenses was primarily due to a decrease in owned days resulting from the sale of vessels in the fourth quarter of 2019 into 2020. Excluding technical management fees, vessel operating expenses on a per day basis were $5,548 for the three months ended September 30, 2020 and $5,313 for the three months ended September 30, 2019. Technical management fees were approximately $0.9 million and $1.0 million during the three months ended September 30, 2020 and 2019, respectively.

General and Administrative Expenses

General and administrative expenses were $3.7 million and $2.8 million for the three months ended September 30, 2020 and 2019, respectively. The increase was primarily due to timing of recognition of incentive compensation.

Unrealized (loss) gain on derivative instruments

The Company incurred gains on bunker swaps of approximately $20,000 and losses on forward freight agreements (FFAs) of approximately $58,000 in the three months ended September 30, 2020 as compared to losses of approximately $417,000 on bunker swaps and gains of approximately $116,000 on FFAs in the three months ended September 30, 2019. The fair value gain on interest rate derivative was approximately $20,000 for the three months ended September 30, 2020. These result from changes in the fair value of the derivatives at the respective balance sheet dates.

Nine Months Ended September 30, 2020 Compared to Nine Months Ended September 30, 2019

Revenues

Total revenue for the nine months ended September 30, 2020 was $270.0 million, compared to $281.7 million for the same period in 2019, as the total number of shipping days increased 6% to 12,910 in the nine months ended September 30, 2020, compared to 12,136 for the same period in 2019. The average TCE rate earned by the Company decreased 16% to $11,600 per day in the nine months ended September 30, 2020 from $13,779 per day for the same period in 2019, however the rate outperformed against the average of the Baltic panamax and supramax market by approximately 60%.

Components of revenue are as follows:

Voyage revenues increased by 2% for the nine months ended September 30, 2020 to $251.5 million compared to $247.1 million for the same period in 2019. The increase in voyage revenues was primarily due to the increase in voyage days from 9,670 to 10,933, or 13%, for the nine months ended September 30, 2019 compared to the same period in 2020, offset by lower average TCE rates, as discussed above.

Charter revenues decreased to $18.5 million from $34.6 million, or 46%, for the nine months ended September 30, 2020 compared to the same period in 2019. The decrease in charter revenues was due to a decrease in drybulk market rates and time charter days which were down 20%, to 1,977 for the nine months ended September 30, 2020, from 2,466 for the same period in 2019. The optionality of our chartering strategy allows the Company to selectively release excess tonne-days, if any, into the market under time charters arrangements.

Voyage Expenses

Voyage expenses for the nine months ended September 30, 2020 were $120.3 million, compared to $114.5 million for the same period in 2019, an increase of approximately 5%. The increase in voyage expense was primarily due to a 13% increase in voyage days for the nine months ended September 30, 2020 offset by a decline in the market price for bunkers, which declined significantly at the beginning of 2020, and were approximately 40% lower for the nine months ended September 30, 2020 compared to the same period in 2019.

Charter Hire Expenses

Charter hire expenses for the nine months ended September 30, 2020 were $82.5 million, compared to $85.2 million for the same period in 2019, a 3% decrease. This was primarily due to a 20% decrease in charter-hire in rates and offset by 21% increase in the number of chartered-in days from 6,712 for the nine months ended September 30, 2019 to 8,148 for the nine months ended September 30, 2020. The Company sold vessels in the fourth quarter of 2019 and throughout 2020, allowing its flexible charter-in strategy to supplement its owned fleet with short term chartered-in tonnage at prevailing market prices, which decreased significantly in 2020, reducing the Company's charter hire expenses on the additional chartered-in days.

Vessel Operating Expenses

Vessel operating expenses for the nine months ended September 30, 2020 were $29.0 million, compared to $32.2 million for the same period in 2019, a decrease of approximately 10%, due to a decrease in owned days by approximately 10% resulting from the sale of vessels in the fourth quarter of 2019 into 2020. Excluding technical management fees, vessel operating expenses on a per day basis were $5,311 for the nine months ended September 30, 2020 and $5,274 for the nine months ended September 30, 2019. Technical management fees were approximately $2.6 million and $2.9 million during the nine months ended September 30, 2020 and 2019, respectively.

General and Administrative Expenses

General and administrative expenses were $11.6 million and $12.2 million for the nine months ended September 30, 2020 and 2019, respectively. The decreased was due to reduction in travel expenses as a result of the COVID-19 pandemic as well as the timing of recognition of incentive compensation.

Unrealized (loss) gain on derivative instruments

The Company incurred losses on bunker swaps of approximately $1,167,000 and gains on forward freight agreements (FFAs) of approximately $60,000 in the nine months ended September 30, 2020, as compared to unrealized gains of approximately

$1,971,000 on bunker swaps and gains of approximately $233,000 on FFAs in the nine months ended September 30, 2019. The fair value loss on interest rate derivative was approximately $424,000 for the nine months ended September 30, 2020. These result from changes in the fair value of the derivatives at the respective balance sheet dates.

Significant accounting estimates

The discussion and analysis of the Company’s financial condition and results of operations is based upon the Company’s consolidated financial statements, which have been prepared in accordance with U.S. GAAP. The preparation of consolidated financial statements in conformity with U.S. Generally Accepted Accounting Principles (“GAAP”) requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and 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. The significant estimates and assumptions of the Company are the estimated fair value used in determining the estimated future cash flows used in its impairment analysis, the estimated salvage value used in determining depreciation expense and the allowances for doubtful accounts.

Long-lived Assets Impairment Considerations

The Company concluded that no triggering event had occurred during the first and third of 2020 which would require impairment testing. During the second quarter of 2020, the Company determined that a triggering event occurred related to a sale of a vessel, as the carrying value exceeded its fair value. The Company performed an impairment analysis on each asset group and concluded the estimated undiscounted future cash flows were higher than their carrying amount and as such, no additional loss on impairment was recognized.

Liquidity and Capital Resources

The Company has historically financed its capital requirements with cash flow from operations, proceeds from related party debt, proceeds from long-term debt and finance leases, and through a private placement of common stock. The Company may consider additional debt and equity financing alternatives in the future, however the Company's ability to access debt and equity markets in the future is unknown. As a result, the Company may not be able to pursue opportunities to expand its business. At September 30, 2020 and December 31, 2019, the Company had working capital of $17.3 million and $37.1 million, respectively.

Operating Activities

Net cash provided by operating activities during the nine months ended September 30, 2020 was $22.4 million compared to net cash provided by operating activities of $23.4 million for the nine months ended September 30, 2019. The cash flows from operating activities decreased as compared to the same period in the prior year primarily due to the decrease in income from operations and offset by favorable changes in operating assets and liabilities.

Investing Activities

Net cash used in investing activities during the nine months ended September 30, 2020 and 2019 was $6.0 million and $48.2 million, respectively. During the nine months ended September 30, 2020, the Company received sale proceeds of $11.7 million from the sale of three vessels and paid $15.0 million for the acquisition of an additional one-third interest in NBHC. Refer to Note 8 Other Long-Term Liabilities for further information.

Financing Activities

Net cash used in financing activities during the nine months ended September 30, 2020 was $21.4 million compared to net cash provided by financing activities of $5.3 million during the same period of 2019. The Company exercised an early buy-out of one of its finance leases for a purchase price of $5.5 million during the nine months ended September 30, 2020 compared to proceeds received of $14.0 million from a finance lease during the same period of 2019.

The Company has demonstrated its unique ability to adapt to changing market conditions by maintaining a nimble chartered-in profile to meet its cargo commitments. We believe, given our current cash holdings, if drybulk shipping rates do not decline significantly from current levels, our capital resources, including cash anticipated to be generated within the year, are sufficient to fund our operations for at least the next twelve months.

Capital Expenditures

The Company’s capital expenditures relate to the purchase and lease of interests in vessels, newbuild vessels, and capital improvements to its vessels which are expected to enhance the revenue earning capabilities and safety of these vessels. The Company’s owned and leased fleet includes two Panamax drybulk carriers, two Ultramax Ice-Class 1C, seven Supramax drybulk carriers and one barge. The Company also has a two-third interest in a consolidated joint venture which owns six Panamax Ice-Class 1A drybulk carriers.

In addition to vessel acquisitions that the Company may undertake in future periods, its other major capital expenditures include funding its program of regularly scheduled drydockings necessary to make improvements to its vessels, as well as to comply with international shipping standards and environmental laws and regulations. This includes installation of ballast water treatment systems required under new regulations, the cost of which will be approximately $0.5 million to $0.7 million per vessel. The Company has some flexibility regarding the timing of dry docking, but the total cost is unpredictable. Funding expenses associated with these requirements will be met with cash from operations. The Company anticipates that this process of recertification will require it to reposition these vessels from a discharge port to shipyard facilities, which will reduce the Company’s available days and operating days during that period. The Company capitalized drydocking costs totaling approximately $3,113,000 and $1,562,000 in the nine months ended September 30, 2020 and 2019, respectively. The Company expensed drydocking costs of approximately $163,000 and $78,000, respectively, in the nine months ended September 30, 2020 and 2019.

Off-Balance Sheet Arrangements

The Company does not have off-balance sheet arrangements at September 30, 2020 or December 31, 2019.

ITEM 3. Quantitative and Qualitative Disclosures about Market Risks

No significant changes to our market risk have occurred since December 31, 2019. For a discussion of market risks affecting us, refer to Part II, Item 7A—"Quantitative and Qualitative Disclosures About Market Risk" included in the Company Annual Report on Form 10-K for the year ended December 31, 2019.

ITEM 4. Controls and Procedures

Management’s Evaluation of Disclosure Controls and Procedures.

As of the end of the period covered by this report on Form 10-Q, we carried out an evaluation, under the supervision and with the participation of management, including our Chief Executive Officer and Chief Financial Officer, of the effectiveness of our disclosure controls and procedures as such term is defined in Rule 13a-15(e). Based on that evaluation, our Chief Executive Officer and Chief Financial Officer concluded that our disclosure controls and procedures were effective for the nine months ended September 30, 2020.

Changes in Internal Control over Financial Reporting

There were no changes in our internal control over financial reporting that occurred during the period covered by this report that have materially affected, or are reasonably likely to materially affect, our internal control over financial reporting.

PART II: OTHER INFORMATION

Item 1 - Legal Proceedings

From time to time, we are involved in various other disputes and litigation matters that arise in the ordinary course of our business, principally cargo claims. Those claims, even if lacking merit, could result in the expenditure by us of significant financial and managerial resources.

Item 1A – Risk Factors

In addition to the other information set forth in this report, the reader should carefully consider the factors discussed in “Item 1A. Risk Factors” in the Company’s Annual Report on Form 10-K for the year ended December 31, 2019 and the Risk Factor described below, which could materially affect the Company’s business, financial condition or future results.

The coronavirus or COVID-19 pandemic is dynamic and expanding. The continuation of this outbreak likely will have, and the emergence of other epidemic or pandemic crises could have, material adverse effects on our business, results of operations, or financial condition.

The COVID-19 pandemic is dynamic and expanding, and its ultimate scope, duration and effects are uncertain. We expect that this pandemic, and any future epidemic or pandemic crises, could result in direct and indirect adverse effects on our industry and customers, which in turn may impact our business, results of operations and financial condition. Effects of the current pandemic include, or may include, among others:

•disruptions to our operations as a result of the potential health impact on our employees and crew, and on the workforces of our customers and business partners;

•disruptions to our business from, or additional costs related to, new regulations, directives or practices implemented in response to the pandemic, such as travel restrictions (including for any of our onshore personnel or any of our crew members to timely embark or disembark from our vessels), increased inspection regimes, hygiene measures (such as quarantining and physical distancing) or increased implementation of remote working arrangements;

•potential delays in the loading and discharging of cargo on or from our vessels, and any related off hire due to quarantine, worker health, or regulations, which in turn could disrupt our operations and result in a reduction of revenue;

•potential shortages or a lack of access to required spare parts for our vessels, or potential delays in any repairs to, scheduled or unscheduled maintenance or modifications, or drydocking of, our vessels, as a result of a lack of berths available by shipyards from a shortage in labor or due to other business disruptions;

•potential delays in vessel inspections and related certifications by class societies, customers or government agencies;

•potential reduced cash flows and financial condition, including potential liquidity constraints;

•reduced access to capital, including the ability to refinance any existing obligations, as a result of any credit tightening generally or due to continued declines in global financial markets, including to the prices of publicly-traded securities of us, our peers and of listed companies generally;

•a reduced ability to opportunistically sell any of our vessels on the second-hand market, either as a result of a lack of buyers or a general decline in the value of second-hand vessels;

•a decline in the market value of our vessels, which may cause us to (a) incur impairment charges or (b) breach certain covenants under our financing agreements (including our secured facility agreements and financial leases) relating to vessel-to-loan covenants; and

•potential deterioration in the financial condition and prospects of our customers, joint venture partners or business partners, or attempts by customers or third parties to invoke force majeure contractual clauses as a result of delays or other disruptions.

Although disruption and effects from COVID-19 pandemic may be temporary, given the dynamic nature of these circumstances and the worldwide nature of our business and operations, the duration of any business disruption and the related financial impact to us cannot be reasonably estimated at this time but could materially affect our business, results of operations and financial condition.

Item 2 – Unregistered Sales of Equity Securities and Use of Proceeds

None.

Item 3 - Defaults Upon Senior Securities

None.

Item 4 – Mine Safety Disclosures

None.

Item 5 - Other Information

None.

Item 6 – Exhibits


Exhibit No.			Description




31.1			Certification of Chief Executive Officer pursuant to Section 302 of the Sarbanes-Oxley Act of 2002*

31.2			Certification of Chief Financial Officer pursuant to Section 302 of the Sarbanes-Oxley Act of 2002*

32.1			Certification of Chief Executive Officer Pursuant to 18 U.S.C. Section 1350, as Adopted Pursuant to Section 906 of the Sarbanes-Oxley Act of 2002*

32.2			Certification of Chief Financial Officer Pursuant to 18 U.S.C. Section 1350, as Adopted Pursuant to Section 906 of the Sarbanes-Oxley Act of 2002*

EX-101.INS			XBRL Instance Document

EX-101.SCH			XBRL Taxonomy Extension Schema

EX-101.CAL			XBRL Taxonomy Extension Calculation Linkbase

EX-101.DEF			XBRL Taxonomy Extension Definition Linkbase

EX-101.LAB			XBRL Taxonomy Extension Label Linkbase

EX-101.PRE			XBRL Taxonomy Extension Presentation Linkbase

104			Cover Page Interactive Data File (formatted as inline XBRL and contained in Exhibit 101)

______________

* Filed herewith

SIGNATURES

Pursuant to the requirements of the Section 13 or 15 or 15(d) of the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on its behalf by the undersigned, thereunto duly authorized on November 12, 2020.


			PANGAEA LOGISTICS SOLUTIONS LTD.

			By:			/s/ Edward Coll
			Edward Coll
			Chief Executive Officer
			(Principal Executive Officer)

			By:			/s/ Gianni Del Signore
			Gianni Del Signore
			Chief Financial Officer
			(Principal Financial and Accounting Officer)