COMPANY PRESENTATIONMARCH 2016

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DISCLAIMERFORWARD-LOOKING STATEMENTS & INFORMATION

This presentation contains forward-looking statements and forward-looking information within the meaning of applicable securities laws. The use of any of the words “expected'', “budget”, “scheduled”, “anticipates”, “outlook”, “is estimated”, “forecasts”, “potential”, “ongoing”, “may”, “will”, “positioned”, “should”, “believe”, “intends” and variations of these terms and similar expressions, or the negative of these terms or similar expressions, are intended to identify forward-looking, information or statements. Forward-looking information is based on the opinions, expectations and estimates of management of Pyxis Tankers Inc. (“we” or “our”) at the date the information is made, and is based on a number of assumptions and subject to a variety of risks and uncertainties and other factors that could cause actual events or results to differ materially from those projected in the forward-looking information. Although we believe that the expectations and assumptions on which such forward-looking statements and information are based are reasonable, you should not place undue reliance on the forward-looking statements and information because we cannot give any assurance that they will prove to be correct. Since forward-looking statements and information address future events and conditions, by their very nature they involve inherent risks and uncertainties and actual results and future events could differ materially from those anticipated in such information. Factors that might cause or contribute to such discrepancy include, but are not limited to, the risk factors described in our filings with the Securities and Exchange Commission (the “SEC”). The forward-looking statements and information contained in this presentation are made as of the date hereof. We do not undertake any obligation to update publicly or revise any forward-looking statements or information, whether as a result of new information, future events or otherwise, except in accordance with U.S. federal securities laws and other applicable securities laws.

This presentation and any oral statements made in connection with it are for informational purposes only and do not constitute an offer to buy or sell our securities. For more complete information about us, you should read the information in this presentation together with our filings with the SEC, which may be accessed at the SEC’s website (http://www.sec.gov).

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COMPANY HIGHLIGHTSEMERGING GROWTH - PURE PLAY PRODUCT TANKER COMPANY

►Disciplined ship management leads to safe and efficient operations and cost competitive results

►Comparable total daily cash operational costs to peer group►Moderate capitalization with low cost, long-lived bank debt►Excess balance sheet capacity to grow tonnage through acquisitions

►Strong management team with over 70 years of combined shipping industry experience

►Founder/CEO has proven track record of investing through various shipping cycles and is a substantial shareholder

► Independent Board Members consist of prominent figures in maritime industry and/or with significant US capital markets experience – see Exhibit II – Board of Directors

►Young tanker fleet of 6 vessels on the water with weighted average age of 4.8 years (dwt)

►Focus on modern medium range (“MR”) product tankers - operational flexibility and expected future enhanced earnings, especially due to their “eco” features or modifications

►Pursue potential sale or long-term strategy for small tankers►Built-in growth – potentially 1 or 2 additional MR’s to be delivered by drop-downs►Long-standing relationships with reputable, first-class customers worldwide►Mixed operating strategy of time charter and spot market exposure►2016 charter coverage – 61% of available days►Positioned to capitalize when spot rates improve with flexibility to obtain attractive

longer term charters

Competitive Cost Structure & Solid Balance Sheet

Experienced, Incentivized Management& Prominent

Board

Attractive, Modern Fleet

including “eco” Vessels

Reputable Customer Base &

Diversified Chartering Strategy

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COMPANY STRATEGYQUALITY, GROWTH, SERVICE & FLEXIBILITY

► Employ vessels primarily through time charters (with and without profit share) and on the spot market

► Diversify charters by customer and staggered duration► Position employment to capture upside during periods of market strength

► Meet charterers’ preference for modern tankers, which offer more operating reliability and efficiency

► Focus on eco-efficient and eco-modified designed MR vessels which provide lower fuel consumption and reduced emissions

► Maintain quality fleet through comprehensive planned and preventive maintenance programs► Maintain high standards in order to provide customers with high level of safety, customer service

and support, while continuing ship level financial discipline

► Focus on acquisition of IMO II and III class product tankers of eight years of age or less built in Tier 1 Asian shipyards

► Potential acquisition opportunity of one or two MR tankers owned/controlled by affiliates of our CEO

Utilize Portfolio Approach for Commercial Employment

Maintain High Quality Fleet of Modern Tankers

Grow Fleet Opportunistically

► Expand fleet by targeting balanced capital structure of debt and equity► Maintain commercial banking and expand public capital markets relationships

Maintain Financial Flexibility

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FLEET & EMPLOYMENT OVERVIEWSTABLE, VISIBLE CASH FLOWS WITH UPSIDE OPPORTUNITY

Chartering strategy provides stable, visible cash flows from time charters and upside opportunity through spot trading when rates improve

Vessel Shipyard VesselType Size (dwt) Year Built Type of

CharterAnticipatedRedelivery

Date(1)

Pyxis Epsilon SPP / S.Korea MR 50,295 2015 Time Jan. 2017Pyxis Theta SPP / S.Korea MR 51,795 2013 Time Sept. 2016Pyxis Malou SPP / S.Korea MR 50,667 2009 Time June 2016

Pyxis DeltaHyundai / S.Korea MR 46,616 2006 Time Sept. 2016

Northsea Alpha Kejin / China Small Tanker 8,615 2010 Time Oct. 2016Northsea Beta Kejin / China Small Tanker 8,647 2010 Spot N/A

Fleet Details (as of March 1, 2016)

Fleet Employment Overview

1) Each time charter contains provision that allows for redelivery +/-30 days, except the Pyxis Delta which allows 15 days. Pyxis Epsilon’s charterer has option to extend charter one year for $18,050/day. Pyxis Theta’s charterer has option to extend charter one year for $16,600/day and additional year for $17,600/day. Pyxis Delta’s charterer has exercised its option to extend the charter six months effective March 4, 2016. These tables are dated as of March 1, 2016 and show gross rates and do not reflect commissions payable.

61% of available days in 2016 are under charter coverage (65% with options), average T/C duration 7 months

Vessel 2016 2017 2018

Pyxis Epsilon $16,575 / dayPyxis Theta $15,600 / dayPyxis Malou $18,200 / dayPyxis Delta $18,000 / dayNorthsea Alpha $9,650 / dayNorthsea Beta N/ASpot Trade

SHIPYARDS BANKS

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STRONG RELATIONSHIPSQUALITY VESSELS & OPERATIONS, BLUE CHIP CUSTOMERS, ATTRACTIVE LENDING TERMS

CUSTOMERS

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SENIOR MANAGEMENTEXPERIENCED TEAM WITH DECADES OF EXPERIENCE

► Joined Pyxis affiliates in 2013; 18+ years experience in strategic corporate shipping transactions► Previous 5 years securities and M&A partner at Watson Farley & Williams with particular focus in

shipping industry► Advised on complex international corporate shipping transactions in New York offices of Orrick,

Herrington & Sutcliffe LLP and Healy & Baillie, LLP and in New York and London offices of Weil, Gotshal & Manges LLP since 1997

► Former member of Board of Governors & Vice President of the Connecticut Maritime Association

► Joined Pyxis affiliates in 2008; 24+ years of experience in the shipping industry► Co-founder of Navbulk Shipping S.A., a start-up dry bulk company► 5 years as Financial Director of Neptune Lines, a car carrier company► 16 years in various financial and operational positions for other ship owning and services

companies

► 25+ years of experience in owning, operating and managing within various shipping sectors, including product, dry bulk, chemical, as well as salvage and towage

► Founder of Pyxis Tankers in 2015 and Pyxis Maritime Corp. in 2007► For the last 15 years, Managing Director & Principal of KONKAR SHIPPING AGENCIES S.A., an

Athens-based dry bulk owner-operator established in 1968

► Joined Pyxis affiliates in 2015; 35 years of commercial, investment and merchant banking experience

► Previous investment banking positions include Nordea Markets (Oslo & NY)–Global Sector Head- Shipping, and Oppenheimer (NY)–Head of Energy & Transportation

Antonios “Tony” BackosSVP for

Corporate Development,

General Counsel & Secretary

Konstantinos “Kostas” LytrasChief Operating

Officer

Valentios “Eddie” ValentisChairman & CEO

Henry WilliamsCFO & Treasurer

PYXIS ORGANIZATIONAL STRUCTURELEAN, EFFICIENT ORGANIZATIONAL STRUCTURE

►Our streamlined structure allows management to minimize costs and focus on creating long term shareholder value

►PYXIS MARITIME CORP. (“Maritime”), the tanker management company founded by our CEO, provides the services of our executive officers and other administration for a fixed yearly fee and performs commercial management and supervises technical management of our fleet

►Very cost competitive ship management fees provide safe and efficient operating results compared to peers

►Maritime supervises commercial management of Northsea Alpha and Northsea Beta by North Sea Tankers BV, an unaffiliated 3rd party

►We outsource day-to-day technical management of all of our vessels to unaffiliated 3rd party, International Tankers Management (“ITM”), an ISO certified manager

Administrative, Commercial & Ship Management Services(1)

Administrative & Ship Management Fees

(1) Provides the commercial management for the Pyxis Epsilon, Pyxis Theta, Pyxis Malou and the Pyxis Delta and supervises the crewing and technical management performed by ITM for all our vessels and the chartering of the Northsea Alpha and the Northsea Beta, which is performed by NST

(2) Provides commercial management for the Northsea Alpha and Northsea Beta(3) Provides technical management for all our vessels

Northsea Alpha/Beta Management(2)

Technical Management(3)

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Quality, Cost Effective Ship Management Services

MARKET OVERVIEWPRODUCT TANKER INDUSTRY

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PRODUCT MARKETS OVERVIEWSUMMARY

Sources: * Drewry

►Our vessels transport refined petroleum products (known as “CPP” or “clean petroleum products” including gasoline, diesel oil, gasoil and jet fuel as well as “DPP” or “dirty petroleum products” such as fuel oil) and certain bulk liquids such as edible oils and certain specific chemicals

►From 2005 to 2015, seaborne trade of refined products grew by an annual compound growth rate of 3.7% (“CAGR”) to approximately 905 million tons and edible oils and other bulk liquids by a CAGR of 3.7% to about 220 million tons; product tanker ton mile demand grew by a CAGR of 5.5%

►As of January 2016, the worldwide fleet of tankers that carry such cargoes consisted of 2,428 vessels with 135.5 million dwt (excluding tankers below 10,000 dwt)*

International Maritime Organization rated “IMO-II and III” specification vessels are able to carry easy chemicals, vegetable oils and bio-fuels

Larger tankers represent a majority of total worldwide capacity• MR1 or Medium Range 1 tankers are typically 25,000 – 36,999 dwt• MR2 or Medium Range 2 tankers are typically 37,000 – 54,999 dwt• LR1 or Long-Range 1 tankers are typically 55,000 – 79,999 dwt• LR2 or Long-Range 2 tankers are typically 80,000+ dwt

Charter rates and stable operating costs led to higher product tanker earnings in 2015; positive outlook for 2016

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PRODUCT TANKER INDUSTRYDEMAND

Sources: * IMF report January 2016; ** Drewry

►Solid worldwide GDP growth expected in near-term: 3.4% in 2016 and 3.6% in 2017*

►Seaborne product trade and ton mile demand increased 2.5% and 4.2% in 2015, respectively.** Major factors include:

The shift of refineries away from points of consumption resulting in greater ton-mile demand, especially for larger tankers

Refined product trade is much more complicated than crude oil trade due to refinery capacity and technology, government regulations of fuel standards and arbitrage opportunities

Lower crude/feedstock prices generate positive refinery crack spreads and incremental demand for broad range of CPP

►Growth in net refining capacity is expected to drive the demand for product tankers based on the following ongoing trends:

U.S. has become a major supplier of gasoil/diesel and gasoline in the Atlantic Basin market Emerging markets in South America and Africa, which have little to no refining capacity, require

CPP to fuel their economies The closure of inefficient European refineries, improving European domestic demand and

stricter fuel and environmental standards are creating a strong import and export market for various clean products

Global adoption of standardized CPP specifications are increasing trading opportunities Expansion of new refineries in the Middle East and India focusing on refined product exports

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PRODUCT TANKER INDUSTRYMR SUPPLY

*Source: Drewry

►As of January 2016, the worldwide MR fleet stood at 1,661 tankers with 75.7 million dwt and avg. age ~9 yrs.*

►Total MR orderbook has fallen from high of ~58% in 2008 to 13.2% of the existing global fleet. MR2 orderbook consisted of 209 tankers of which over 50% is scheduled to be delivered in 2016*

►Shipbuilding capacity booked into late 2017:

Current MR2 newbuild construction prices of approximately $35 - 36 million, below 10 year average price with limited new orders

Worldwide MR fleet is expected to grow on average 5.5%/year in 2016 and 2017, exclusive of scrapping of older vessels and delays in new vessel deliveries*

Most of the private equity backed orders have been delivered Access to cost-effective capital still important factor in funding newbuild deliveries

►Level of scrapping will affect future supply:

Only 3 MR tankers were removed from the global fleet in 2015* But, 5.5% of worldwide MR fleet is 20+ years of age

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SOLID OUTLOOKMR2 CHARTER RATES, RUNNING COSTS & ASSET VALUES

* Drewry

►1,538 MR2 vessels (37-54,999 dwt) represent over 53% of global fleet of product tankers

►Charter rates improved in 2015 and are currently above 8 yr. avg. but significantly below peak

►Healthy MR2 chartering environment*:

2015 Jan 2016 Avg. Spot rates /day (Caribs- USAC) $20,400 $19,600Avg. 1 yr. time charter $17,271 $18,500

►Vessel running costs improving:

Stable operating costs with little inflation and dramatically lower bunker fuel and lubricant costs (depending on location 50-67% decline since 2014)

► Increasing ship values:

Re-sale of newbuild MR2 with prompt delivery is estimated $36 - 37 million, at least $1-2 million difference for yard delivery in late 2017

Five year old MR2 values rose in 2015 but are below 10 yr. avg.• Current estimated values approx. $27 Million

PYXIS TANKERSFINANCIAL SUMMARY

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UNAUDITED INCOME STATEMENTTWELVE MONTHS ENDED DECEMBER 31, 2014 & 2015

Twelve Months endedDecember 31,

2014December 31,

2015In ‘000 USD except per share data

Voyage revenues $27,760 $33,170

Voyage costs (10,030)

(4,725)

Vessel operating expenses (11,064)

(13,188)

General & adm. expenses (93)

(1,773)

Management fees (1,533)

(1,638)

Depreciation & amortization (5,649)

(5,884)Impairment (16,903) -

Operating income (17,539)

5,962

Interest and finance costs (1,704)

(2,531)Other Income _____-___ 74

Net income / (loss) (19,243)

3,505 EPS $(1.05) $0.19

TCE/day * $10,466 $13,600

Number of Ships at end of period 5

6 Utilization * 93.8% 97.9%Adjusted EBITDA (’000) * $5,040 $12,063

* Please see Exhibit I – Non- GAAP Measures and Definitions

Higher Earnings from Revenue Growth

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UNAUDITED INCOME STATEMENTTHREE MONTHS ENDED DECEMBER 31, 2014 & 2015

Three Months endedDecember 31,

2014December 31,

2015In ‘000 USD except per share data

Voyage revenues $7,175 $8,370

Voyage costs (2,170) (1,263) Vessel operating expenses (2,602) (3,133) General & adm. expenses (48) (741) Management fees (386) (414) Depreciation & amortization (1,414) (1,512) Impairment (16,930) -

Operating income (16,375) 1,307

Interest and finance costs (400) (673) Net income / (loss) (16,775) 634 EPS $(0.92) $0.03

TCE/day * $11,218 $13,612 Number of Ships at end of period 5 6Utilization * 97.0% 94.6%Adjusted EBITDA (‘000) * $1,969 $2,962

* Please see Exhibit I – Non- GAAP Measures and Definitions

Significant EBITDA Growth

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RECENT DAILY FLEET DATATHREE & TWELVE MONTHS ENDED DECEMBER 31, 2014 & 2015

Cost Effective, Safe Operations

(amounts in $)  Year ended

December 31,  

Three Months Ended December

31,    2014   2015   2014   2015Eco-Efficient MR2:(2 units)                Average TCE * 15,210   15,631   15,210   15,672  Opex * 5,584   6,430   5,134   5,771  Utilization % * 100.0%   99.4%   100.0%   100.0%Eco-Modified MR2:(1 unit)                  TCE 12,596   17,480   14,075   15,109  Opex 6,802   6,461   5,976   6,229  Utilization % 86.4%   91.3%   87.0%   72.8%Standard MR2:(1 unit)                  TCE 12,019   17,237   13,265   19,003  Opex 6,739   6,325   6,904   6,141  Utilization % 95.4%   100.0%   99.7%   100.0%Handysize Tankers:(2 units)                Average TCE 6,200   7,622   6,926   8,167  Opex 5,581   5,358   5,088   5,071  Utilization % 93.4%   98.6%   99.2%   97.4%Fleet:(6 units)                

TCE 10,466   13,600   11,218   13,612  Opex 6,062   6,058   5,657   5,676  Utilization % 93.8%   97.9%   97.0%   94.6%

* Please see Exhibit I – Non- GAAP Measures and Definitions

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TOTAL DAILY OPERATIONAL COSTS/VESSELTHREE MONTHS ENDED DECEMBER 31, 2015

Our Total Daily Operational Costs are Comparable or Better than our Peers

 Eco-

Modified   Eco-Efficient

 (amounts in $/day)        

OPEX $6,229   $5,771  Technical & Commercial Management Fees 750   750  

Cash G&A Expenses * 1,083   1,083  

Total Daily Operational Costs/Vessel $8,062   $7,604  

* Cash G&A Expenses equals General & administrative expenses of $741,000 less non-cash stock compensation of $143,000 divided by six tankers divided by 92 days for the period

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CAPITALIZATIONAT DECEMBER 31, 2015

At December 31, 2015

In ‘000 USD

Cash and cash equivalents(1) $ 8,622

Total debt(2) 83,051Shareholders' equity 54,566

Total Capitalization $ 137,617

Net debt $ 74,429

Debt/Total Capitalization 60.3%Net Debt/Total Capitalization 54.1%

(1) Includes restricted cash(2) Weighted average interest rate of 2.78% at December 31, 2015

Moderate Approach to Leverage at Low Interest Costs

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MANAGEMENT INCENTIVIZED TO ACHIEVE GROWTHFOUNDER/CEO’S SUBSTANTIAL SHAREHOLDINGS

►The shareholder base as of March 1, 2016 was:

Maritime Investors (affiliate of our CEO) 17,002,445 (93.2% of outstanding)

Public 931,761 (5.1%) Maxim Group 310,465 (1.7%) Total Shares Outstanding 18,244,671 (100%)

► Our common shares are listed on NASDAQ Capital Markets under trading symbol “PXS”

►Our Founder/CEO has substantial shareholdings and his interests are aligned with our other shareholders

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COMPANY HIGHLIGHTSEMERGING GROWTH - PURE PLAY PRODUCT TANKER COMPANY

►Disciplined ship management leads to safe and efficient operations and cost competitive results

►Moderate capitalization with low cost, long-lived bank debt►Excess balance sheet capacity to grow tonnage through acquisitions

►Strong management team with over 70 years of combined shipping industry experience

►Founder/CEO has proven track record of investing through various shipping cycles and is a substantial shareholder

► Independent Board Members consist of prominent figures in maritime industry and/or with significant US capital markets experience

►Young tanker fleet of 6 vessels on the water with weighted average age of 4.8 years (dwt)

►Focus on modern medium range (“MR”) product tankers - operational flexibility and expected future enhanced earnings, especially due to “eco” features or modifications

►Pursue potential sale or long-term strategy for small tankers►Built-in growth – potentially 1 or 2 additional MR’s to be delivered by drop-downs►Long-standing relationships with reputable, first-class customers worldwide►Mixed operating strategy of time charter and spot market exposure►Positioned to capitalize when spot rates improve with flexibility to obtain attractive

longer term charters►2016 charter coverage – 61% of available days

Competitive Cost Structure & Solid Balance Sheet

Experienced, Incentivized Management& Prominent

Board

Attractive, Modern Fleet

including “eco” Vessels

Reputable Customer Base &

Diversified Chartering Strategy

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CONTACT

Pyxis Tankers Inc.K.Karamanli 59 Maroussi 15125, GreeceEmail: info@pyxistankers.comwww.pyxistankers.com

Henry WilliamsCFO & TreasurerPhone: +1 516 455 0106/ +30 210 638 0200Email: hwilliams@pyxistankers.com

Antonios “Tony” BackosSVP for Corporate Development, General Counsel and Secretary Phone: +30 210 638 0180 Email: abackos@pyxistankers.com

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EXHIBIT I | NON-GAAP MEASURES AND DEFINITIONS

Year Ended Three months Ended (In thousands of U.S. Dollars)

December 31, 2014

December 31, 2015 December

31, 2014December 31, 2015

Reconciliation of Net income to Adjusted EBITDA Net income / (loss) $ (19,243) $ 3,505 $ (16,774) $ 634 Depreciation 5,446 5,710 1,373 1,450 Amortization of special survey costs 203 174 40 62 Interest and finance costs, net 1,704 2,531 400 673 Vessel impairment charge 16,930 — 16,930 — Stock compensation — 143 — 143 Adjusted EBITDA $ 5,040 $ 12,063 $ 1,969 $ 2,962

Adjusted EBITDA, which is not a recognized measurement under U.S. GAAP, is reconciled below to its nearest GAAP equivalent. Adjusted EBITDA represents net income before interest, income tax expense, depreciation, amortization, vessel impairment charge and stock compensation. Adjusted EBITDA is presented as we believe that it provides investors with a means of evaluating and understanding how our management evaluates operating performance. This non-GAAP measure should not be considered in isolation from, as substitutes for, or superior to financial measures prepared in accordance with U.S.GAAP. In addition, this non-GAAP measure does not have a standardized meaning, and is therefore, unlikely to be comparable to similar measures presented by other companies.

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EXHIBIT I | NON-GAAP MEASURES AND DEFINITIONS

Daily time charter equivalent (“TCE”) is a standard shipping industry performance measure of the average daily revenue performance of a vessel on a per voyage basis. TCE is not calculated in accordance with U.S. GAAP. We utilize TCE because we believe it is a meaningful measure to compare period-to-period changes in our performance despite changes in the mix of charter types (i.e., spot charters, time charters and bareboat charters) under which our vessels may be employed between the periods. Our management also utilizes TCE to assist them in making decisions regarding employment of the vessels. We believe that our method of calculating TCE is consistent with industry standards and is determined by dividing voyage revenues after deducting voyage expenses, including commissions by operating days for the relevant period. Voyage expenses primarily consist of brokerage commissions, port, canal and fuel costs that are unique to a particular voyage, which would otherwise be paid by the charter under a time charter contract.

Vessel operating expenses per day (“Opex”) are our vessel operating expenses for a vessel, which consist primarily of crew wages and related costs, insurance, lube oils, communications, spares and consumables, tonnage taxes as well as repairs and maintenance, divided by the days in the applicable period.

We calculate fleet utilization by dividing the number of operating days during a period by the number of available days during the same period. The shipping industry uses fleet utilization to measure a company’s efficiency in finding suitable employment for its vessels and minimizing the amount of days that its vessels are off-hire for reasons other than scheduled repairs or repairs under guarantee, vessel upgrades, special surveys and intermediate dry-dockings or vessel positioning. Operating days are the number of available days in a period, less the aggregate number of days that our vessels were off-hire or out of service due to any reason, including technical breakdowns and unforeseen circumstances. Available days are the number of ownership days in a period, less the aggregate number of days that our vessels were off-hire due to scheduled repairs or repairs under guarantee, vessel upgrades or special surveys and intermediate dry-dockings and the aggregate number of days that we spent positioning our vessels during the respective period for such repairs, upgrades and surveys. Ownership days are the total number of days in a period during which we owned each of the vessels in our fleet.

Continued

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EXHIBIT II | BOARD OF DIRECTORSMEMBERS WITH DECADES OF EXPERIENCE

► 30+ years of shipping industry experience► Since 2005, has been Chairman & CEO of Euroseas Ltd. (NASDAQ: ESEA), a dry bulk and container ship

company ► President of Eurochart and Eurobulk, affiliates of Euroseas, since 1992 and 1995, respectively ► From 1990 to 1994, served as the Assistant to the General Manager and Head of the Planning

Department of Varima International SA, a tanker vessel company, and then Vice President of Oceanbulk Maritime SA, a ship management company

► Shipping industry experience of 45 years► Since 1970 has worked at Charles R. Weber Company Inc., one of the oldest and largest tanker

brokerages and marine consultants in the U.S. and currently serves as director of Genco Shipping & Trading (NYSE: GNK), a dry bulk company, and Managing Director of WeberSeas (Hellas) S.A., a comprehensive Sale & Purchase, newbuilding, marine projects and ship finance broker based in Piraeus, Greece

► Serves on the board of industry associations including Intertanko and the Association of Ship Brokers and Agents, and past director of two NASDAQ listed companies

► Shipping finance and investment banking experience since 1995► Founder of Auld Partners Ltd, a boutique shipping and finance advisory firm► From 2011 to 2012, Managing Director (partner) of Navigos Capital Management, an asset

management firm focused on shipping sector► Until October 2011, Global Head of Shipping at HSH Nordbank, the largest lender then globally to

shipping► 30 years of professional investment advisory experience; a Chartered Financial Analyst► President & CEO of MGT Capital Investments, Inc. (NYSE: MGT) since 2012 and past director of two

NASDAQ listed companies► Managing member of Laddcap Value Advisors, LLC, an investment manager► 18 years with Neuberger Berman, including as Managing Director

Aristides J. Pittas

Basil G. Mavroleon

Robin P. Das

Robert B. Ladd

► See Senior Management slideValentios “Eddie” Valentis