5<\/sup><\/p>\n<\/td>\n | \n\n \nNAV is calculated using the fair value of Hafnia\u2019s owned vessels, including joint venture vessels.<\/p>\n<\/td>\n<\/tr>\n<\/table>\n \nMikael Skov, CEO of Hafnia, commented:<\/p>\n \nSix months after the conflict in the Persian Gulf began, the market has not yet normalized. The partial reopening of the Strait of Hormuz after the ceasefire memorandum was signed in June proved short-lived, as the passageway was effectively closed again in early July. Gulf exports, including routes bypassing the Strait, fell sharply by 2.1 million barrels per day (mb\/d) to 15 mb\/d in July.<\/p>\n \nImportantly, the bypass routes the Gulf has relied on have also come under pressure. Amid rising tensions between the Houthis and Saudi Arabia, attacks extended to the Bab el-Mandeb Strait and to infrastructure at Jazan and Yanbu, diverting Saudi oil exports northward toward the Suez Canal and the SUMED pipeline. The SUMED pipeline saw Saudi exports surge to 1.25 mb\/d, the highest level since April 2020. For the product tanker market, this has led to sustained fragmentation of global trade, with volumes East of Suez remaining constrained and alternative routings adding substantial voyage distance.<\/p>\n \nAgainst this backdrop, Hafnia delivered the strongest quarterly result since Q3 2022. In Q2 2026, we recorded a net profit of USD 277.8 million<\/b>. This included USD 39.3 million<\/b> in gains on vessel sales, and our fee-based business generated USD 8.8 million<\/b>. Results for the quarter were impacted by approximately 392<\/b> off-hire vessel days related to scheduled drydockings, and we anticipate approximately 225<\/b> off-hire days in Q3.<\/p>\n \nOur average fleet TCE for Q2 was USD 44,093<\/b> per day. As of 17 August 2026, 80%<\/b> of our Q3 earning days are covered at an average of USD 30,716<\/b> per day, and 53%<\/b> of our H2 2026 earning days are covered at an average rate of USD 28,917<\/b> per day.<\/p>\n \nAt the end of the second quarter, our net asset value (NAV1<\/sup>) rose to approximately USD 4.4 billion<\/b>, up USD 0.4 billion<\/b> from Q1 2026. This is equivalent to USD 8.89 (~NOK 88.47)<\/b> per share, driven by higher vessel valuations across all segments and lower debt levels amid a strengthened freight market. Our net Loan-to-Value (LTV) ratio further decreased from 20.2% in the first quarter to 13.0%<\/b>, primarily due to strong cash flow generation from both operations and vessel sales.<\/p>\n\nWith our net LTV below 20%<\/b>, we have reached the highest payout threshold under our dividend policy. I am therefore pleased to announce a 90% <\/b>payout ratio for the second quarter. Accordingly, we will distribute a total of USD 250.0 million<\/b> in dividends, or USD 0.5003<\/b> per share. This reflects our continued commitment to delivering strong shareholder returns and represents an annualized dividend yield of approximately 21%<\/b> based on the dividend announced for the first half of 2026.<\/p>\n \nFrom 2027, we will calculate net LTV on a fully committed basis, incorporating outstanding newbuild commitments and the corresponding vessel values.<\/p>\n \nWe continued to execute our fleet renewal strategy during the quarter. In Q2, we completed the sale of one LR1 vessel, two MR vessels, and three Handy vessels. In Q3, we sold our 50% stake in two MR vessels within the H&A Shipping joint venture, resulting in a USD 13.3 million<\/b> profit for Hafnia.<\/p>\n \nOur 13.97% stake in TORM continued to contribute to financial performance, with a market value of USD 369.0 million<\/b> at quarter-end and an additional USD 9.9 million<\/b> in dividend income recognized during the quarter. Our view on the logic of industry consolidation remains unchanged. The specific path and timing of any strategic steps will continue to be guided by a single priority: maximizing returns for Hafnia’s shareholders.<\/p>\n \nThis is my final quarterly letter as Chief Executive Officer of Hafnia. As announced on 30 June, I will step down on 1 September 2026 after sixteen years in the role. Subject to approval at an Extraordinary General Meeting, I will join Hafnia’s Board of Directors. S\u00f8ren Steenberg Jensen, EVP and Head of Asset Management, who has helped build this company since its inception, will succeed me as CEO.<\/p>\n \nThe timing naturally invites questions. This transition was planned well in advance and is grounded in continuity. S\u00f8ren has been closely involved in every element of the strategy outlined in this letter, from our fleet renewal program and distribution policy to the capital allocation that guides both. These commitments now pass to S\u00f8ren. In his own words:<\/p>\n \nFrom S\u00f8ren Steenberg Jensen, incoming CEO:<\/p>\n “Hafnia’s strategy does not change on 1 September. My focus will be on disciplined commercial execution and operational excellence through what may remain a volatile period. The capital allocation framework set out in this letter, the payout policy, and the investment strategy carry my full commitment. I look forward to addressing shareholders in my new role at our Q3 results presentation in November 2026.”<\/i><\/p>\n \nIt has been a privilege to lead Hafnia and to work with an exceptional team across sea and shore. I would like to thank our employees, partners, investors and stakeholders for their trust and support throughout this journey. Above all, I would like to thank our seafarers, who have carried this company through an extraordinary period with tremendous commitment.<\/p>\n \nI am immensely proud of what we have accomplished and confident that Hafnia is well positioned for its next chapter.<\/p>\n \n\n| \n 1<\/sup><\/p>\n<\/td>\n | \n\n \nNAV is calculated using the fair value of Hafnia\u2019s owned vessels (including joint venture vessels).<\/p>\n<\/td>\n<\/tr>\n<\/table>\n Fleet1<\/sup><\/b><\/p>\n\nAt the end of the quarter, Hafnia\u2019s fleet consisted of 103 <\/b>owned vessels2<\/sup> and 9<\/b> time chartered-in vessels. The Group\u2019s total fleet includes 10 LR2s<\/b>, 28 LR1s<\/b> (including two bareboat-chartered in and two time-chartered in), 54 MRs<\/b> of which 13 are IMO II (including seven time-chartered in), and 20 Handy<\/b> vessels of which 18 are IMO II (including one bareboat-chartered in).<\/p>\n\nThe average estimated broker value of the owned fleet1<\/sup> was USD 4,255 million<\/b>, of which USD 3,739 million<\/b> relates to Hafnia\u2019s 100% owned fleet, and USD 516 million<\/b> relates to Hafnia\u2019s 50% share in the joint venture fleet. Including Hafnia\u2019s 50% share in the joint venture fleet, the LR2 fleet had a broker value of USD 697 million3<\/sup><\/b>, the LR1 fleet had a broker value of USD 1,092 million3<\/sup><\/b>, the MR fleet had a broker value of USD 1,745 million4<\/sup><\/b>and the Handy fleet had a broker value of USD 721 million5<\/sup><\/b>. The unencumbered vessels had a broker value of USD 1,667 million<\/b>. The chartered-in fleet had a right-of-use asset book value of USD 43.5 million<\/b> with a corresponding lease liability of USD 42.7 million<\/b>.<\/p>\n\n\n| \n 1<\/sup><\/p>\n<\/td>\n | \n\n \nVessels under construction that are not delivered as at the financial reporting date are not included in the fleet count.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 2<\/sup><\/p>\n<\/td>\n | \n\n \nIncluding bareboat chartered in vessels; six LR1s and four LR2s owned through 50% ownership in the Vista Shipping Joint Venture and four IMO II MRs owned through 50% ownership in the Ecomar Joint Venture; and two MRs owned through 50% ownership in the H&A Shipping Joint Venture which are classified as held for sale within the joint venture.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 3<\/sup><\/p>\n<\/td>\n | \n\n \nIncluding USD 353 million relating to Hafnia\u2019s 50% share of six LR1s and four LR2s owned through 50% ownership in the Vista Shipping Joint Venture;<\/p>\n<\/td>\n<\/tr>\n | \n| \n 4<\/sup><\/p>\n<\/td>\n | \n\n \nIncluding USD 42 million relating to Hafnia\u2019s 50% share of the committed sale value of the two MRs owned through 50% ownership in the H&A Shipping Joint Venture; and USD 121 million relating to the four IMO II MRs owned through 50% ownership in the Ecomar Joint Venture; and IMO II MR vessels;<\/p>\n<\/td>\n<\/tr>\n | \n| \n 5<\/sup><\/p>\n<\/td>\n | \n\n \nIncluding IMO II Handy vessels;<\/p>\n<\/td>\n<\/tr>\n<\/table>\n Market Review & Outlook<\/b><\/p>\n Market Fundamentals<\/span><\/p>\n\nThe second quarter saw continued disruption to Arabian Gulf flows due to the closure of the Strait of Hormuz. According to the International Energy Agency (IEA), Gulf oil production recovered only partially, standing at 23.9 mb\/d in July, 8.3 mb\/d below pre-conflict levels. The memorandum signed between the US and Iran in mid-June facilitated a partial reopening of the Strait and a sharp recovery in oil flows. Arabian Gulf loadings peaked near 20 mb\/d at the start of July, before the agreement broke down and renewed attacks on tankers and energy infrastructure reduced loadings to about 12 mb\/d by month-end.<\/p>\n \nAlternative routings that had partially offset the closure also came under direct pressure during the period. Rising tensions between the Houthis and Saudi Arabia have caused vessels to turn away from the Bab el-Mandeb Strait, reestablishing the Red Sea chokepoint in the global oil supply chain. We are already seeing an increase in Red Sea exports shifting toward northern routes, exiting via both the Suez Canal and the SUMED pipeline. Rerouting via Suez and SUMED adds almost 30 days to Asia-bound transit, supporting tonne-mile.<\/p>\n \nThe dislocation is most visible in product trade. Global seaborne oil product exports averaged 27.7 mb\/d in July, 3.8 mb\/d below a year ago. Gulf countries accounted for 2.9 mb\/d of the decline, while the United States offset 0.7 mb\/d. Buyers historically dependent on Russian and Middle Eastern barrels secured replacement volumes from the United States, Europe, and India, lengthening average voyage distances across the diesel trade. Inventories continued to draw sharply, with OECD oil inventories falling 69 mb in July, increasing the need for ongoing replenishment and supporting seaborne trade flows and tanker demand.<\/p>\n Forward View<\/span><\/p>\n\nThe outlook remains highly uncertain and depends heavily on the durability of any reopening of the Strait of Hormuz and the pace at which Gulf and Asian refining capacity returns. The demand-side impact has proved more significant than initially anticipated. The IEA now forecasts global oil demand contracting by 1.6 mb\/d in 2026 to 103.3 mb\/d, compared with the 0.4 mb\/d decline projected in May. Asia and the Middle East have been hit hardest, accounting for 62% and 28% of the expected decline, respectively. Global demand is expected to expand by 2.4 mb\/d in 2027.<\/p>\n \nInventory levels underpin our medium-term view. Once market conditions improve, IEA member countries will need to replace up to 400 mb of emergency stocks released during the crisis, of which about 300 mb had been drawn by the end of July. Notably, the remaining committed volumes consist largely of crude oil, offering limited relief to product market tightness, which has become the more pressing constraint. Furthermore, the 172 mb US SPR release, of which about 134 mb has been contracted, is projected to refill in 2027. Several non-IEA countries, including China and India, have also depleted reserves.<\/p>\n \nA durable reopening of the Strait, combined with the recovery of Eastern refining capacity, would allow ballast tonnage to reposition and, over time, normalize the geographic imbalances that have supported Atlantic Basin freight rates. The IEA further identifies a potential supply overhang of up to 4 mb\/d in 2027 as Gulf production recovers, which would return global stocks to February 2026 levels by mid-2027 and push them approximately 1 billion barrels higher by the end of 2027. In our view, that rebuild represents cargo to be carried rather than a headwind, but the transition may be volatile.<\/p>\n \nOn the vessel supply side, our view is unchanged from prior quarters. While newbuild deliveries remain elevated in 2026, the overall supply outlook is more balanced than headline orderbook figures suggest. Scrapping potential is increasing as the global fleet ages, and the sanctioned fleet continues to expand, with much of that tonnage unlikely to return to mainstream trading. A significant share of the product tanker orderbook comprises LR2 vessels, many of which trade in the crude segment, further tightening effective supply within the clean market. We also note that a substantial share of recent ordering activity has been concentrated in the larger crude segments, particularly Suezmaxes and VLCCs, reflecting owners’ response to sustained strength in crude freight markets and the rerouting of crude flows around the Gulf.<\/p>\n Key Figures<\/b><\/p>\n\n\n| \n USD million<\/b><\/p>\n<\/td>\n | \n Q1 2026<\/b><\/p>\n<\/td>\n | \n Q2 2026<\/b><\/p>\n<\/td>\n | \n H1 2026<\/b><\/p>\n<\/td>\n<\/tr>\n\n| \n Income Statement<\/b><\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nOperating revenue (Hafnia vessels and TC vessels)<\/p>\n<\/td>\n | \n \n412.9<\/p>\n<\/td>\n | \n \n505.7<\/p>\n<\/td>\n | \n \n918.6<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nProfit before tax<\/p>\n<\/td>\n | \n \n180.5<\/p>\n<\/td>\n | \n \n279.2<\/p>\n<\/td>\n | \n \n459.7<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nProfit for the period<\/p>\n<\/td>\n | \n \n179.7<\/p>\n<\/td>\n | \n \n277.8<\/p>\n<\/td>\n | \n \n457.5<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nFinancial items<\/p>\n<\/td>\n | \n \n(12.0)<\/p>\n<\/td>\n | \n \n(11.8)<\/p>\n<\/td>\n | \n \n(23.7)<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nShare of profit from joint ventures<\/p>\n<\/td>\n | \n \n10.0<\/p>\n<\/td>\n | \n \n11.0<\/p>\n<\/td>\n | \n \n21.0<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTCE income1<\/sup><\/p>\n<\/td>\n| \n \n282.5<\/p>\n<\/td>\n | \n \n372.9<\/p>\n<\/td>\n | \n \n655.4<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nAdjusted EBITDA1<\/sup><\/p>\n<\/td>\n| \n \n198.6<\/p>\n<\/td>\n | \n \n287.3<\/p>\n<\/td>\n | \n \n486.0<\/p>\n<\/td>\n<\/tr>\n | \n| \n Balance Sheet<\/b><\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTotal assets<\/p>\n<\/td>\n | \n \n4,029.0<\/p>\n<\/td>\n | \n \n3,963.8<\/p>\n<\/td>\n | \n \n3,963.8<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTotal liabilities<\/p>\n<\/td>\n | \n \n1,487.6<\/p>\n<\/td>\n | \n \n1,313.8<\/p>\n<\/td>\n | \n \n1,313.8<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTotal equity<\/p>\n<\/td>\n | \n \n2,541.4<\/p>\n<\/td>\n | \n \n2,650.0<\/p>\n<\/td>\n | \n \n2,650.0<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nCash at bank and on hand2<\/sup><\/p>\n<\/td>\n| \n \n146.5<\/p>\n<\/td>\n | \n \n271.0<\/p>\n<\/td>\n | \n \n271.0<\/p>\n<\/td>\n<\/tr>\n | \n| \n Key financial figures<\/b><\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nReturn on Equity (RoE) (p.a.)3<\/sup><\/p>\n<\/td>\n| \n \n29.5%<\/p>\n<\/td>\n | \n \n44.6%<\/p>\n<\/td>\n | \n \n36.8%<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nReturn on Invested Capital (p.a.)4<\/sup><\/p>\n<\/td>\n| \n \n22.7%<\/p>\n<\/td>\n | \n \n35.2%<\/p>\n<\/td>\n | \n \n29.1%<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nEquity ratio<\/p>\n<\/td>\n | \n \n63.1%<\/p>\n<\/td>\n | \n \n66.9%<\/p>\n<\/td>\n | \n \n66.9%<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nNet loan-to-value (LTV) ratio5<\/sup><\/p>\n<\/td>\n| \n \n20.2%<\/p>\n<\/td>\n | \n \n13.0%<\/p>\n<\/td>\n | \n \n13.0%<\/p>\n<\/td>\n<\/tr>\n<\/table>\n \n\n| \n For the 3 months ended 30 June 2026<\/b><\/p>\n<\/td>\n | \n LR2<\/b><\/p>\n<\/td>\n | \n LR1<\/b><\/p>\n<\/td>\n | \n MR6<\/sup><\/span><\/b><\/p>\n<\/td>\n| \n Handy7<\/sup><\/span><\/b><\/p>\n<\/td>\n| \n Total<\/b><\/p>\n<\/td>\n<\/tr>\n\n| \n \nVessels on water at the end of the period8<\/sup><\/p>\n<\/td>\n| \n \n6<\/p>\n<\/td>\n | \n \n22<\/p>\n<\/td>\n | \n \n48<\/p>\n<\/td>\n | \n \n20<\/p>\n<\/td>\n | \n \n96<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTotal operating days9<\/sup><\/p>\n<\/td>\n| \n \n546<\/p>\n<\/td>\n | \n \n1,850<\/p>\n<\/td>\n | \n \n4,295<\/p>\n<\/td>\n | \n \n1,805<\/p>\n<\/td>\n | \n \n8,496<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTotal calendar days (excluding TC-in)<\/p>\n<\/td>\n | \n \n546<\/p>\n<\/td>\n | \n \n1,833<\/p>\n<\/td>\n | \n \n3,838<\/p>\n<\/td>\n | \n \n1,854<\/p>\n<\/td>\n | \n \n8,071<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTCE (USD per operating day)1<\/sup><\/p>\n<\/td>\n| \n \n46,855<\/p>\n<\/td>\n | \n \n52,057<\/p>\n<\/td>\n | \n \n43,767<\/p>\n<\/td>\n | \n \n35,866<\/p>\n<\/td>\n | \n \n44,093<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nSpot TCE (USD per operating day)1<\/sup><\/p>\n<\/td>\n| \n \n131,160<\/p>\n<\/td>\n | \n \n55,852<\/p>\n<\/td>\n | \n \n50,946<\/p>\n<\/td>\n | \n \n38,241<\/p>\n<\/td>\n | \n \n49,986<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nTC-out TCE (USD per operating day)1<\/sup><\/p>\n<\/td>\n| \n \n29,995<\/p>\n<\/td>\n | \n \n30,135<\/p>\n<\/td>\n | \n \n22,800<\/p>\n<\/td>\n | \n \n22,540<\/p>\n<\/td>\n | \n \n25,283<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nOPEX (USD per calendar day)10<\/sup><\/p>\n<\/td>\n| \n \n9,032<\/p>\n<\/td>\n | \n \n9,418<\/p>\n<\/td>\n | \n \n9,060<\/p>\n<\/td>\n | \n \n8,372<\/p>\n<\/td>\n | \n \n8,981<\/p>\n<\/td>\n<\/tr>\n | \n| \n \nG&A (USD per operating day)11<\/sup><\/p>\n<\/td>\n| \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n\u00a0<\/p>\n<\/td>\n | \n \n1,994<\/p>\n<\/td>\n<\/tr>\n<\/table>\n \n\n| \n 1<\/sup><\/p>\n<\/td>\n | \n\n \nSee Non-IFRS Measures section below.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 2<\/sup><\/p>\n<\/td>\n | \n\n \nExcluding cash retained in the commercial pools.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 3<\/sup><\/p>\n<\/td>\n | \n\n \nAnnualised<\/p>\n<\/td>\n<\/tr>\n | \n| \n 4<\/sup><\/p>\n<\/td>\n | \n\n \nROIC is calculated using annualised EBIT less tax.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 5<\/sup><\/p>\n<\/td>\n | \n\n \nNet loan-to-value is calculated as all debt (excluding debt relating to the pools), including finance lease debt, minus cash (excluding cash retained in the commercials pools), divided by broker vessel values (100% owned vessels) and the lower of the market value or purchase price of the Torm investment. The calculation of net loan-to-value does not include debt or values of vessels held through our joint ventures.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 6<\/sup><\/p>\n<\/td>\n | \n\n \nInclusive of nine IMO II MR vessels.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 7<\/sup><\/p>\n<\/td>\n | \n\n \nInclusive of 18 IMO II Handy vessels.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 8<\/sup><\/p>\n<\/td>\n | \n\n \nExcluding six LR1s and four LR2s owned through 50% ownership in the Vista Shipping Joint Venture and four IMO II MRs owned through 50% ownership in the Ecomar Joint Venture; and two MRs owned through 50% ownership in the H&A Shipping Joint Venture which are classified as held for sale.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 9<\/sup><\/p>\n<\/td>\n | \n\n \nTotal operating days include owned vessel days and bareboat charter-out days. Vessel-owned days are defined as the total number of days, including waiting time, in a period during which a vessel is owned, technical off-hire days and docking days. Bareboat arrangements include sale-and-leaseback or time charter-in arrangements.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 10<\/sup><\/p>\n<\/td>\n | \n\n \nOPEX includes vessel running costs and technical management fees.<\/p>\n<\/td>\n<\/tr>\n | \n| \n 11<\/sup><\/p>\n<\/td>\n | \n\n \nG&A includes all expenses and is adjusted for costs incurred in managing external vessels.<\/p>\n<\/td>\n<\/tr>\n<\/table>\n Declaration of Dividend<\/b><\/p>\n \nHafnia will pay a quarterly dividend of USD 0.5003 per share. The record date will be 8 September 2026<\/b>.<\/p>\n \nFor shares registered in the Euronext VPS Oslo Stock Exchange, dividends will be distributed in NOK with an ex-dividend date of 7 September 2026<\/b> and a payment date on, or about, 23 September 2026.<\/p>\n \nFor shares registered in the Depository Trust Company, the ex-dividend date will be 8 September 2026,<\/b> with a payment date on, or about, 18 September 2026.<\/p>\n \nPlease see our separate announcement for additional details regarding the Company\u2019s dividend.<\/p>\n Webcast and Conference Call<\/b><\/p>\n \nHafnia will host a conference call for investors and financial analysts at 8:30 pm SGT\/2:30 pm CET\/8:30 am EST on 28 August 2026.<\/p>\n \nThe investor presentation will be available via live video webcast via the following link Click here to join Hafnia’s Investor Presentation on 28 August 2026<\/b><\/a>.<\/b><\/p>\nMeeting ID: 380 648 822 630 727<\/b><\/p>\n Passcode: 3uE2AS3K
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