2017 ANNUAL REPORT 1
TABLE OF
CONTENTS
Company History
Long Term Performance
Letter from the CEO
Corporate Profile
Investment Highlights
Fleet Profile
Financial Highlights
Container Trade Highway
Corporate Directory
2
4
5
6
7
8
9
11
12
COMPANY HISTORYAfter 20 years of sailing experience on merchant ships, Captain Vasileios Konstantakopoulos establishes Costamare and acquires the first 2,000 ton general cargo ship. Costamare becomes the first Greek company to enter into the containership market with its purchase of its first five containerships.Costamare continues to expand its fleet opportunistically, taking delivery of ten secondhand vessels and contracting to purchase ten newbuildings. Mr. Konstantinos V. Konstantakopoulos assumes management of Costamare. Costamare takes delivery of some of the largest containerships in the world (9500 TEU) and commences long term relationship with China’s COSCO.1980’s199820062011Costamare disposes of remaining bulk carriers and becomes a dedicated containership owner/operator. Costamare establishes Shanghai Costamare, one of the first foreign shipmanagement companies in China. Costamare successfully completes initial public offering in November 2010, issuing 13.3 million shares (NYSE: CMRE). 197519922005201020122Costamare successfully completes two follow-on equity offerings in March and October 2012, issuing 7.5 million and 7.0 million shares, respectively (NYSE: CMRE). 3
• Costamare named “Ship Operator of
the Year” by Lloyd’s List.
• Costamare agrees with York Capital
to extend the investment period
under the Framework Deed until
2020 having invested over one billion
US$ Dollars in both newbuild and
second hand container vessels.
• Costamare successfully completes
its third Cumulative Redeemable
Perpetual Preferred Stock offering,
issuing 4.0 million shares (NYSE:
CMRE PR D).
• Costamare expands its growth
pipeline to twelve newbuild vessels
with capacity of up to 14,000 TEU,
acquired under the Framework Deed
with York Capital, with expected
delivery by the second quarter of
2018.
• Costamare takes delivery and finalizes
chartering and financing arrangements
for the remaining four 11,000 TEU
newbuild vessels.
• Costamare continues to grow, by
acquiring two 2014 built 4,957 TEU
wide-beam container vessels which
have been chartered to Maersk Line for
seven years and one 2005 built 7,471
TEU container vessel which has been
chartered to Maersk Line for five years.
• Costamare successfully completes a
follow-on equity offering in May 2017
issuing 13.5 million shares for gross
proceeds of approximately $95.85
million (NYSE: CMRE).
• Costamare enters into a
Framework Deed with York
Capital, to invest jointly up to
approximately $500 million
in equity for the acquisition of
container vessels.
• Costamare successfully
completes its first Cumulative
Redeemable Perpetual Preferred
Stock offering, issuing 2.0 million
shares (NYSE: CMRE PR B).
2013
2015
2017
2014
2016
2018
• Costamare completes
Phase One of its
expansion strategy
as a public company
by taking delivery of
ten latest generation
vessels of 9,000 TEU, all
chartered long term.
• Costamare successfully
completes its second
Cumulative Redeemable
Perpetual Preferred
Stock offering, issuing
4.0 million shares (NYSE:
CMRE PR C).
• Costamare takes delivery of
its five largest ever vessels, with
capacity of 14,000 TEU, which are
chartered to Evergreen for ten
years.
• Costamare takes delivery of its
first 11,000 TEU newbuild vessel.
• Costamare announces
implementation of Dividend
Reinvestment Plan.
• Costamare successfully
completes a follow-on equity
offering in November 2016,
issuing 12 million shares for gross
proceeds of approximately $72
million (NYSE: CMRE).
• Costamare orders five newbuild vessels
with capacity of 12,690 TEU, which are
expected to be delivered between the
second quarter of 2020 and second quarter
of 2021.
• Costamare expands its fleet, by acquiring
two 2013 built 4,957 TEU wide-beam
container vessels which willl be chartered
to Maersk Line upon their delivery for a
period of seven years and takes delivery of
two 3,800TEU newbuild vessels which have
commenced their seven-year charter to
Maersk Line.
• Costamare successfully completes its
fourth Cumulative Redeemable Perpetual
Preferred Stock offering, issuing 4.6 million
shares for gross proceeds of approximately
$115.0 million. (NYSE: CMRE PR E).
4 LONG TERM PERFORMANCEHistorical Financial Performance vs. Containership Time Charter Rate Index (1)2008200920102011201220132014201520162017120100806040200Adjusted Net Income (2)Containership Time Charter Rate Index (1)Revenue(1) Source: Clarksons, Company filingss(2) Non-GAAP item, see p.10 for reconciliation6005004003002001000$MMIndex Value LETTER FROM THE CEO
5
Dear Fellow Shareholders,
In 2017 the container market
started to recover following two
years of oversupply.
Global trade accelerated in 2017
as the synchronized global eco-
nomic recovery gained momen-
tum
following the coordinated
introduction of monetary stimulus
by the world’s top central banks.
Container demand grew strongly
at around 5.2% while total con-
tainership supply
increased by
around 3% as demolition activity
stayed relatively high. The con-
tainership orderbook at the end of
2017, remained at the historically
low level of 13% of the total fleet,
with 71% of it, consisting of vessels
larger than 12,000 TEU.
Demand for containership trans-
portation services increased sub-
stantially during the year and idle
fleet fell from 6.9% to 2.0% of the
total fleet as liner companies start-
ed to expand their networks as
their profitability improved sub-
stantially, following large consol-
idation and improved sector fun-
damentals.
Independent vessel owners’ time
charter daily rates for the year in-
creased around 40% on average
with vessel prices following suit,
compared to the end of the year
before. This positive trend con-
tinued in the first half of 2018 al-
though average freight rates have
weakened. At the same time, liner
appetite for ordering new vessel
has resurfaced.
taken
important
Having
steps
in the previous two years to
and
enhance
strengthen our balance sheet by
optimizing our debt repayment
liquidity
our
(1) Non-GAAP item, see p.10 for reconciliation
and
adjusting
our
profile
dividend, introducing a dividend
reinvestment plan and raising
$167 million in equity and $115
million in Preferred Equity we
were able to take advantage of
the weak market to modernize
our
increase our
fleet and
contracted cash flows.
Early in 2018, we took delivery of
two 3,800 TEU vessels, which com-
menced their seven-year charter
with Maersk Line. In July 2018, we,
purchased two 2013 built 4,957
TEU wide-beam container vessels
which upon delivery will be char-
tered to Maersk Line for a period
of seven years. Furthermore, we
ordered five newbuild vessels each
with a capacity of 12,690 TEU
which upon delivery will be char-
tered for ten years to Yang Ming.
As of July 24, 2018, we have in-
creased our contracted revenues
to $1.8 billion and our remaining,
TEU-weighted, time charter dura-
tion to about 3.7 years, including
our participation in the vessels
owned under our joint venture
with York Capital. As of June 30,
2018, Costamare had cash on its
balance sheet of $160 million.
each
reinvested
Members of the founding family,
who in the aggregate own above
50% of our own common stock,
have
their
cash dividends in full since the
introduction of our dividend
reinvestment plan in July 2016.
In further proof of their support,
they have participated in the May
2017 common stock offering and
in the January 2018 Cumulative
Redeemable Perpetual Preferred
Stock offering by purchasing
approximately $10 million and
$7.5 million of shares in each of
the offerings.
2017 Review
During 2017, Costamare took de-
livery of four 11,000 TEU vessels ac-
quired under our joint venture with
York Capital. In addition, we acquired
one 7,471 TEU vessel built in 2005
and two 4,957 TEU wide-beam ves-
sels built in 2014, which have been
chartered to Maersk Line for five and
seven years respectively.
Costamare achieved positive financial
results during 2017 as the industry
started to recover following one of
the most challenging years in its his-
tory.
Adjusted Net Income(1) available to
common shareholders amounted to
$76.9 million for the twelve months
ended in December 2017.
Average operating expenses per vessel
have increased by 0.1% year over year
while fleet utilization has remained
high at 99.7%, excluding scheduled
dry docking, as we continued to
operate our fleet efficiently.
to
continued
We
reward our
stockholders, with our twenty-ninth
consecutive dividend since we went
public
in November 2010. Going
forward, the Board will continue
reviewing our dividend policy based
on market conditions and our liquidity
requirements.
We continue to focus on meeting the
demands of our customers, renewing
our fleet and selectively growing our
cash flows while maintaining a strong
balance sheet for the
long-term
benefit of our shareholders.
Thank you for your interest and support.
Sincerely,
Konstantinos V. Konstantakopoulos
Chairman & CEO
6CORPORATE PROFILEYear End Average Number of Vessels & TEUs in the water (1)Vessels(1) Including Vessels acquired pursuant to the Framework Deed with York Capital (As at July 24th, 2018)(2) Including NewbuildingsCostamare Inc. is one of the world’s leading owners and providers of containerships for charter. Costamare Inc. has 44 years of history in the international shipping industry and a fleet of 79 containerships, with a total capacity of approximately 538,000 TEU, including five newbuild containerships on order and one containership expected to be delivered by September 2018. Eighteen of our containerships have been acquired pursuant to the Framework Deed with York Capital by vessel-owning joint venture entities in which we hold a minority equity interest. Our strategy is to time-charter our containerships to a geographically diverse, financially strong and loyal group of leading liner companies. We aim to employ our containerships primarily under multi-year time charters which are not subject to the effect of seasonal variations in demand.Our goal is to continuously create shareholder value by growing our fleet prudently. We follow a portfolio approach on our charters in order to ensure that we meet our obligations, without limiting potential upside.Our common shares are listed on the New York Stock Exchange under the symbol “CMRE”Our Series B Preferred Stock is listed on the New Stock Exchange under the symbol “CMRE PR B”Our Series C Preferred Stock is listed on the New Stock Exchange under the symbol “CMRE PR C”Our Series D Preferred Stock is listed on the New Stock Exchange under the symbol “CMRE PR D”Our Series E Preferred Stock is listed on the New Stock Exchange under the symbol “CMRE PR E”Fleet Profile(1)(2)VLCSPost Panamax (Beam > 32.2m)Panamax (Beam < 32.2m)Sub PanamaxFeederVessel ClassCapacity (TEU)FleetTotal79200520062007200820092010201120126070805040302010020132014201520162017Avg. Number of vslsAvg. TEU Capacity (thousands)145177195227219232211238268326362445331312181098500-145003500-85003500-51002000-3500up to 2000 INVESTMENT HIGHLIGHTS
7
is one of the top three
• Large, established company with a substantial fleet in the water
‣ Costamare
independent
containership owners
‣ 74 vessels in the water as of July 24th, 2018 (including
eighteen vessels purchased pursuant to the Framework Deed
with York)
• Strong track record of value creation throughout business cycles
‣ Maintained profitability and generated positive return on
equity over the years, even during the 2008-09 financial crisis
• Strong, visible & growing cash flows
‣ Total of USD $1.8 billion of Contracted Revenues(1) with a
remaining time charter average (weighted by TEU) duration of
approximately 3.7 years as of July 24th, 2018
‣ Approximately 60% of loan portfolio has fixed interest rate
or is fully hedged from floating interest rates to fixed interest
rates
‣ Smooth amortization schedule for outstanding indebted-
ness
• High quality customers
‣ Current long-term relationships with the top ten global liner
companies, including several relationships maintained for over
20 years
• Strong Balance Sheet
‣ Low leverage combined with a smooth amortization
schedule minimizes re-financing risk
• Experienced management team
‣ Led the company safely through the challenges of the recent
global financial crisis in 2008-09 while at the same time growing
the company’s assets and cash flows
Contracted Revenues as of June 30, 2018
2nd
half
2018
2019
2020
2021
2022
2023
and
thereafter
Contracted Revenues, in million US Dollars(1)
Consistent Quarterly Dividend
300
250
200
150
100
50
0
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0
First Quarter 2017
First Quarter 2018
Fourth Quarter 2016
Fourth Quarter 2017
Second Quarter 2017
Second Quarter 2018
Third Quarter 2016
Third Quarter 2017
Second Quarter 2015
Second Quarter 2016
Second Quarter 2014
Second Quarter 2013
First Quarter 2016
First Quarter 2015
First Quarter 2014
First Quarter 2013
Fourth Quarter 2015
Second Quarter 2011
Fourth Quarter 2014
Fourth Quarter 2013
First Quarter 2012
Fourth Quarter 2012
Third Quarter 2015
First Quarter 2011
Third Quarter 2014
Third Quarter 2013
Fourth Quarter 2011
Third Quarter 2012
Fourth Quarter 2010
Third Quarter 2011
Second Quarter 2012
Dividend Distributions, in US Dollars
Client Relations
APM-Maersk*
MSC*
CMA CGM*
COSCON*
Hapag-Lloyd*
ONE (Ocean Network Express)*
Evergreen*
OOCL*
Yang Ming*
PIL*
Hyundai M.M.
Zim*
Wan Hai Lines
KMTC
X-Press Feeders Group
Top 15 Global Liner Companies
0
250,000
750,000
1,250,000
1,750,000
2,250,000
2,750,000
3,250,000
3,250,000
4,250,000
* Current Costamare Charterers
Owned
Charterer
Orderbook
Source: Alphaliner July 2018
TEU’s
(1) Including Owners’ options and Costamare Inc. ownership percentage of contracted revenues for the vessels purchased pursuant to the Framework Deed with
York Capital
8
FLEET PROFILE
(as of July 24, 2018)
Vessel Name
TRITON (*)
TITAN (*)
TALOS (*)
TAURUS (*)
THESEUS (*)
CAPE AKRITAS (*)
CAPE TAINARO (*)
CAPE KORTIA (*)
CAPE SOUNIO (*)
CAPE ARTEMISIO (*)
COSCO GUANGZHOU
COSCO NINGBO
COSCO YANTIAN
COSCO BEIJING
COSCO HELLAS
MSC AZOV
MSC AJACCIO
MSC AMALFI
MSC ATHENS
MSC ATHOS
VALOR
VALUE
VALIANT
VALENCE
VANTAGE
NAVARINO
MAERSK KOWLOON
MAERSK KAWASAKI
KURE
NILEDUTCH PANTHER
MSC METHONI
SEALAND NEW YORK
MAERSK KOBE
SEALAND WASHINGTON
SEALAND ILLINOIS
SEALAND MICHIGAN
MAERSK KOLKATA
Charterer
Evergreen
Evergreen
Evergreen
Evergreen
Evergreen
CMA CGM
OOCL
Evergreen
(**)
Hapag Lloyd
COSCO
COSCO
COSCO
COSCO
COSCO
MSC
MSC
MSC
MSC
MSC
Evergreen
Evergreen
Evergreen
Evergreen
Evergreen
PIL
Maersk
Maersk
COSCO
NileDutch
MSC
Maersk
Maersk
Maersk
Maersk
Maersk
Maersk
Year
Built
Capacity
(TEU)
2016
2016
2016
2016
2016
2016
2017
2017
2017
2017
2006
2006
2006
2006
2006
2014
2014
2014
2013
2013
2013
2013
2013
2013
2013
2010
2005
1997
1996
1997
2003
2000
2000
2000
2000
2000
2003
14,424
14,424
14,424
14,424
14,424
11,010
11,010
11,010
11,010
11,010
9,469
9,469
9,469
9,469
9,469
9.403
9,403
9,403
8,827
8,827
8,827
8,827
8,827
8,827
8,827
8,531
7,471
7,403
7,403
7,403
6,724
6,648
6,648
6,648
6,648
6,648
6,644
NEWBUILDS
Vessel Name
Shipyard
YZJ2015-2057
YZJ2015-2058
YZJ2015-2059
YZJ2015-2060
YZJ2015-2061
Jiangsu Yangzijiang Shipbuilding Group
Jiangsu Yangzijiang Shipbuilding Group
Jiangsu Yangzijiang Shipbuilding Group
Jiangsu Yangzijiang Shipbuilding Group
Jiangsu Yangzijiang Shipbuilding Group
(*) Vessels acquired pursuant to the Framework Deed with York Capital
(**) Charterer not disclosed
(***) Contracted for sale
Vessel Class
MSC KINGSTON
MAERSK KALAMATA
VENETIKO
ENSENADA (*)
ZIM NEW YORK
ZIM SHANGHAI
PIRAEUS
LEONIDIO
KYPARISSIA
MEGALOPOLIS
MARATHOPOLIS
OAKLAND EXPRESS
HALIFAX EXPRESS
SINGAPORE EXPRESS
ULSAN
MSC KORONI
POLAR ARGENTINA (*)
POLAR BRASIL (*)
LAKONIA
CMA CGM L’ETOILE
ELAFONISOS (*)
AREOPOLIS
MONEMVASIA (*)
MESSINI
MSC REUNION
MSC NAMIBIA II
MSC SIERRA II
MSC PYLOS
PADMA (*)
NEAPOLIS
ARKADIA( *)
PROSPER
MICHIGAN
TRADER
ZAGORA
PETALIDI (*)
LUEBECK
Capacity
(TEU)
12,690
12,690
12,690
12,690
12,690
Charterer
Maersk
Maersk
Hapag Lloyd
ONE
ZIM
ZIM
(**)
Maersk
Maersk
Maersk
Maersk
Hapag Lloyd
Hapag Lloyd
Hapag Lloyd
Maersk
MSC
Maersk
Maersk
Evergreen
CMA CGM
MSC
Evergreen
Maersk
Evergreen
MSC
MSC
MSC
MSC
(***)
Evergreen
Evergreen
Evergreen
EMES
-
MSC
CMA CGM
MSC
Charterer
Yang Ming
Yang Ming
Yang Ming
Yang Ming
Yang Ming
Year
Built
Capacity
(TEU)
2003
2003
2003
2001
2002
2002
2004
2014
2014
2013
2013
2000
2000
2000
2002
1998
2018
2018
2004
2005
1999
2000
1998
1997
1992
1991
1991
1991
1998
2000
2001
1996
2008
2008
1995
1994
2001
6,644
6,644
5,928
5.576
4,992
4,992
4,992
4.957
4,957
4,957
4,957
4,890
4,890
4,890
4,132
3,842
3,800
3,800
2,586
2,556
2,526
2,474
2,472
2,458
2,024
2,023
2,023
2,020
1,645
1,645
1,550
1,504
1,300
1,300
1,162
1,162
1,078
Expected
Delivery
Q2 2020
Q3 2020
Q3 2020
Q2 2021
Q2 2021
9
FINANCIAL HIGHLIGHTS
Income Statement*
Voyage revenues
Net Income
Net Income available to common stockholders
Adjusted Net Income available to common stockholders(1)
Adjusted EPS(1)
2013
414,249
103,087
101,551
108,846
1.46
2014
483,995
115,087
103,178
122,938
1.64
2015
490,378
143,764
125,861
130,351
1.74
2016
2017
468,189
81,702
60,639
115,120
1.49
412,433
72,876
51,813
76,933
0.77
Balance Sheet*
Total Assets
Total Liabilities
Stockholders’ Equity
Fleet Details
Average Number of Vessels
Average TEU Capacity
Voyage revenues
,
5
9
9
3
8
4
,
8
7
3
0
9
4
9
8
,1
8
6
4
9
4
2
4
1
4
,
3
3
4
2
1
4
,
500,000
450,000
400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
0
2013
2014
2015
2016
2017
2,675,888
2,018,939
656,949
2,706,838
1,904,196
802,642
2,632,555
1,669,045
963,510
2,558,424
1,484,000
1,074,424
2,490,298
1,271,759
1,218,539
2013
49.6
263,899
2014
54.5
317,006
2015
54.9
320,140
2016
2017
53.6
316,419
52.7
315,263
Stockholders’ Equity
,
9
3
5
8
1
2
,
1
,
4
2
4
4
7
0
,
1
,
0
1
5
3
6
9
,
2
4
6
2
0
8
9
4
9
6
5
6
,
Adjusted Net Income available
to common stockholders(1)
,
1
5
3
0
3
1
8
3
9
2
2
1
,
0
2
,1
5
1
1
6
4
8
8
0
1
,
3
3
9
6
7
,
140,000
120,000
100,000
80,000
60,000
40,000
20,000
0
1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
2013 2014 2015 2016
2017
2013 2014 2015 2016 2017
2013 2014 2015 2016 2017
* Expressed in thousands of U.S. Dollars, except share and per share data
(1) Non-GAAP item, see p.10 for reconciliation
10
Reconciliation of Net Income to Adjusted Net Income available to
common stockholders and Adjusted Earnings per Share
Expressed in thousands of U.S. Dollars,
except share and per share data
2013
2014
2015
2016
2017
Net Income
103,087
115,087
143,764
81,702
72,876
Distributed earnings allocated to Preferred Stock
-1,536
-11,909
-17,903
-21,063
-21,063
Net income available to common stockholders
101,551
103,178
125,861
60,639
51,813
Accrued charter revenue
14,976
7,023
2,618
-7,730
-11,204
(Gain) / Loss on sale / disposal of vessels
-518
-2,543
-1,688
4,440
Loss on vessel held for sale
Realized (Gain) / Loss on EURO / USD forward
contracts
0
-615
0
451
0
37,161
2,898
-898
4,856
2,379
-765
(Gain) / Loss on derivative instruments
-6,548
-5,469
-16,856
-4,509
-1,296
Amortization of Prepaid lease rentals
Non-recurring, non-cash write-off of loan deferred
financing costs
Unrealized loss from swap option agreement held
by a jointly owned company with York included in
equity (gain) / loss on investments
Swap Breakage Costs
General and administrative expenses - non cash
component
Write-off of costs related to the withdrawal of
Costamare Partners LP registration statement
Vessels’ Impairment loss
Vessel impairment loss by a jointly owned company with
York included in equity (gain)/loss on investments
Adjusted Net Income available to common
stockholders
0
0
0
0
0
0
0
0
4,024
4,982
6,779
8,429
0
6,082
10,192
0
0
0
0
0
587
0
8,623
3,326
0
0
586
0
9,701
8,951
0
0
0
0
0
0
3,866
0
17,959
896
108,846
122,938
130,351
115,120
76,933
Weighted average number of Shares
74,800,000
74,800,000
75,027,474
77,243,252
100,527,907
Adjusted Earnings per Share
1.46
1.64
1.74
1.49
0.77
Adjusted Net Income available to common stockholders and Adjusted Earnings per Share represent net income after earnings allocated to preferred stock, but before
non-cash “Accrued charter revenue” recorded under charters with escalating charter rates, (gain) / loss on sale/disposal of vessels, loss on vessel held for sale, realized (gain)
/ loss on Euro/USD forward contracts, swaps breakage costs, unrealized loss from a swap option agreement held by a jointly owned company with York, which is included
in equity (gain) / loss on investments, general and administrative expenses – non-cash component, non-recurring, non-cash write-off of loan deferred financing costs,
write-off of costs related to the withdrawal of registration statement of Costamare Partners LP, amortization of prepaid lease rentals and non-cash changes in fair value
of derivatives. “Accrued charter revenue” is attributed to the timing difference between the revenue recognition and the cash collection. However, Adjusted Net Income
available to common stockholders and Adjusted Earnings per Share are not recognized measurements under U.S. GAAP. We believe that the presentation of Adjusted
Net Income available to common stockholders and Adjusted Earnings per Share are useful to investors because they are frequently used by securities analysts, investors
and other interested parties in the evaluation of companies in our industry. We also believe that Adjusted Net Income available to common stockholders and Adjusted
Earnings per Share are useful in evaluating our ability to service additional debt and make capital expenditures. In addition, we believe that Adjusted Net Income available
to common stockholders and Adjusted Earnings per Share are useful in evaluating our operating performance and liquidity position compared to that of other companies
in our industry because the calculation of Adjusted Net Income available to common stockholders and Adjusted Earnings per Share generally eliminates the effects of the
accounting effects of capital expenditures and acquisitions, certain hedging instruments and other accounting treatments, items which may vary for different companies
for reasons unrelated to overall operating performance and liquidity. In evaluating Adjusted Net Income available to common stockholders and Adjusted Earnings per
Share, you should be aware that in the future we may incur expenses that are the same as or similar to some of the adjustments in this presentation. Our presentation of
Adjusted Net Income available to common stockholders and Adjusted Earnings per Share should not be construed as an inference that our future results will be unaffected
by unusual or non-recurring items.
CONTAINER TRADE HIGHWAY
11
Intra Europe
~9m TEU
Europe – N.Am
7.4m TEU
Transpacific
25.2m TEU
Far East - Europe
23.7m TEU
M. East / Indian SC
24.8m TEU
Transpacific
25.2m TEU
Intra FE
55.4m TEU
Africa Related
10.9m TEU
Lat. America
15m TEU
Oceania
6.9m TEU
Total East - West
Total North - South
Total Intra Regional & Other
TEU (million)
TEU (million)
TEU (million)
4 . 7 %
C A G R .
100
90
80
70
60
50
40
30
20
10
0
5 . 5 %
C A G R .
40
35
30
25
20
15
10
5
0
100
90
80
70
60
50
40
30
20
10
0
C A G R . 6 . 8 %
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018E
2019E
2009
2010
2011
2012
2013
2014
2015
2016
2018E
2017
2019E
2009
2010
2011
2012
2013
2014
2015
2016
2018E
2017
2019E
Total Mainlane Non-ML E-W
North - South
Intra Asia
Other Trades
Source: Clarksons, July 2018
Container shipping routes can be divided primarily into three main groups: (a) East-West trades, linking major industrial and
consumption centers of North America, Europe and Asia; (b) North-South trades, linking production and consumption centers
of Europe, Asia and North America with developing countries in the Southern Hemisphere; and (c) Intra-regional trades
operating on shorter routes.
Our high quality fleet, with vessels of various sizes, including feeder, panamax and post-panamax containerships, serves the
requirements of our charterers on short, medium and long haul routes across all three of these geographical trade routes.
12
CORPORATE
DIRECTORY
Board of Directors and Management
Konstantinos V. Konstantakopoulos
Chief Executive Officer and Chairman
Gregory G. Zikos
Chief Financial Officer and Director
Konstantinos Zacharatos
Director
Vagn Lehd Møller
Director
Charlotte Stratos
Director
Anastassios Gabrielides
General Counsel and Secretary
Executive Offices
COSTAMARE INC.
7 rue du Gabian, MC 98000, Monaco
Tel: + 377 93 25 09 40
Fax: +377 93 25 09 42
Stock Listing
Costamare’s common stock, Series B Preferred Stock, Series C and
Series D Preferred Stock trade on the New York Stock
Exchange under the ticker symbols “CMRE”, “CMRE PR B”
“CMRE PR C”, “CMRE PR D”and “CMRE PR E”.
Transfer Agent and Registrar
American Stock Transfer & Trust Company, LLC
6201 15th Avenue,
Brooklyn, NY 11219
Tel. +1 718 921 8200
External U.S. Legal Counsel
Cravath, Swaine & Moore LLP
Worldwide Plaza
825 Eighth Avenue
New York, NY 10019
Independent Auditors
Ernst & Young (Hellas) Certified Auditors Accountants S.A.
Corporate Website
Information about Costamare’s continued development, press releases,
presentations and other investor related materials can be accessed
through our website at: www.costamare.com.
FORWARD-LOOKING
STATEMENTS
This Annual Report contains “forward-looking statements.” In some
cases, you can identify these statements by forward-looking words such
as “believe”, “intend”, “anticipate”, “estimate”, “project”, “forecast”, “plan”,
“potential”, “may”, “should”, “could” and “expect” and similar expressions.
These statements are not historical facts but instead represent only
Costamare’s belief regarding future results or events, many of which, by
their nature, are inherently uncertain and outside of Costamare’s control. It
is possible that actual results and events may differ, possibly materially, from
those anticipated in these forward-looking statements. For a discussion
of some of the risks and important factors that could affect future results
and events, see the discussion in the Annual Report on Form 20-F (File
No. 001-34934) included herewith under the captions “Forward-Looking
Statements” and “Risk Factors”.
NON-GAAP
MEASURES
The Company reports its financial results in accordance with U.S. generally
accepted accounting principles (GAAP). However, management believes
that certain non-GAAP financial measures used in managing the business
may provide users of these financial measures additional meaningful
comparisons between current results and results in prior operating
periods. Management believes that these non-GAAP financial measures
can provide additional meaningful reflection of underlying trends of the
business because they provide a comparison of historical information that
excludes certain items that impact the overall comparability. Management
also uses these non-GAAP financial measures in making financial, operating
and planning decisions and in evaluating the Company’s performance.
Tables on page 9 set out supplemental financial data and corresponding
reconciliations to GAAP financial measures for the past five years. Non-
GAAP financial measures should be viewed in addition to, and not as an
alternative for, the Company’s reported results prepared in accordance
with GAAP. Non-GAAP financial measures include (i) Adjusted Net Income
available to common stockholders, (ii) Adjusted Earnings per Share.
82891
UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 20-F
(Mark One)
(cid:2) REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR (g) OF THE SECURITIES EXCHANGE
ACT OF 1934
(cid:3) ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 FOR
THE FISCAL YEAR ENDED DECEMBER 31, 2017
(cid:2) TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT
OF 1934
(cid:2) SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE
ACT OF 1934
COSTAMARE INC.
(Exact name of Registrant as specified in its charter)
NOT APPLICABLE
(Translation of Registrant’s name into English)
Republic of the Marshall Islands
(Jurisdiction of incorporation or organization)
7 rue du Gabian
MC 98000 Monaco
(Address of principal executive offices)
Anastassios Gabrielides, Secretary
7 rue du Gabian
MC 98000 Monaco
Telephone: +377 93 25 09 40 Facsimile: +377 93 25 09 42
(Name, Address, Telephone Number and Facsimile Number of Company contact person)
SECURITIES REGISTERED OR TO BE REGISTERED PURSUANT TO SECTION 12(b) OF THE ACT:
Title of Each Class
Name of Each Exchange on Which Registered
Common Stock, $0.0001 par value per share
Preferred stock purchase rights
Series B Preferred Stock, $0.0001 par value per share
Series C Preferred Stock, $0.0001 par value per share
Series D Preferred Stock, $0.0001 par value per share
Series E Preferred Stock, $0.0001 par value per share
New York Stock Exchange
New York Stock Exchange
New York Stock Exchange
New York Stock Exchange
New York Stock Exchange
New York Stock Exchange
SECURITIES REGISTERED PURSUANT TO SECTION 12(g) OF THE ACT: None
SECURITIES FOR WHICH THERE IS A REPORTING OBLIGATION PURSUANT TO SECTION 15(d) OF
THE ACT: None
Indicate the number of outstanding shares of each of the issuer’s classes of capital or common stock as of the close of the period covered by
the annual report.
108,205,985 shares of Common Stock
2,000,000 Series B Preferred Stock, $0.0001 par value per share
4,000,000 Series C Preferred Stock, $0.0001 par value per share
4,000,000 Series D Preferred Stock, $0.0001 par value per share
Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. Yes (cid:2) No (cid:3)
If this report is an annual or transition report, indicate by check mark if the registrant is not required to file reports pursuant to Section 13
or 15(d) of the Securities Exchange Act of 1934. Yes (cid:2) No (cid:3)
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 (cid:3) No (cid:2)
Indicate by check mark whether the registrant has submitted electronically and posted on its corporate Web site, if any, every Interactive
Data File required to be submitted and posted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months
(or for such shorter period that the registrant was required to submit and post such files). Yes (cid:3) No (cid:2)
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, or an emerging growth company.
See definition of “large accelerated filer”, “accelerated filer”, and “emerging growth company” in Rule 12b-2 of the Exchange Act. (Check one):
Accelerated filer (cid:3)
Non-accelerated filer (cid:2)
Large accelerated filer (cid:2)
Emerging growth company (cid:2)
If an emerging growth company that prepares its financial statements in accordance with U.S. GAAP, 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.
† The term “new or revised financial accounting standard” refers to any update issued by the Financial Accounting Standards Board to
(cid:2)
(cid:2)
its Accounting Standards Codification after April 5, 2012.
Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing.
U.S. GAAP (cid:3) International Financial Reporting Standards as issued by the International Accounting Standards Board (cid:2) Other (cid:2)
If “Other” has been checked in response to the previous question, indicate by check mark which financial statement item the registrant has
elected to follow. Item 17 (cid:2) Item 18 (cid:2)
If this is an annual report, indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).
Yes (cid:2) No (cid:3)
09600
TABLE OF CONTENTS
ABOUT THIS REPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FORWARD-LOOKING STATEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PART I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 1.
ITEM 2.
ITEM 3.
ITEM 4.
IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND
ADVISERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OFFER STATISTICS AND EXPECTED TIMETABLE . . . . . . . . . . . . . . . . . .
KEY INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INFORMATION ON THE COMPANY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 4.A.
UNRESOLVED STAFF COMMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 5.
ITEM 6.
ITEM 7.
ITEM 8.
ITEM 9.
ITEM 10.
ITEM 11.
ITEM 12.
OPERATING AND FINANCIAL REVIEW AND PROSPECTS . . . . . . . . .
DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES . . . . . . . . . .
MAJOR SHAREHOLDERS AND RELATED PARTY
TRANSACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FINANCIAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THE OFFER AND LISTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADDITIONAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT
MARKET RISK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION OF SECURITIES OTHER THAN EQUITY
SECURITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PART II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 13.
ITEM 14.
DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES . . .
MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY
HOLDERS AND USE OF PROCEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 15.
CONTROLS AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 16.A.
AUDIT COMMITTEE FINANCIAL EXPERT . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 16.B.
CODE OF ETHICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 16.C.
PRINCIPAL ACCOUNTANT FEES AND SERVICES . . . . . . . . . . . . . . . . . . .
ITEM 16.D.
ITEM 16.E.
EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT
COMMITTEES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND
AFFILIATED PURCHASERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 16.F.
CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANT . . . . . . . . .
ITEM 16.G.
CORPORATE GOVERNANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 16.H. MINE SAFETY DISCLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PART III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM 17.
ITEM 18.
ITEM 19.
FINANCIAL STATEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FINANCIAL STATEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHIBITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIGNATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
i
ii
ii
1
1
1
1
37
55
56
92
96
104
106
108
123
124
125
125
125
125
126
126
126
127
127
128
128
128
129
129
129
129
131
70069
ABOUT THIS REPORT
In this annual report, unless otherwise indicated:
• “Costamare”, the “Company”, “we”, “our”, “us” or similar terms when used in a historical
context refer to Costamare Inc., or any one or more of its subsidiaries or their predecessors,
or to such entities collectively, except that when such terms are used in this annual report in
reference to the common stock, the 7.625% Series B Cumulative Redeemable Perpetual
Preferred Stock (the “Series B Preferred Stock”), the 8.50% Series C Cumulative Redeemable
Perpetual Preferred Stock (the “Series C Preferred Stock”), the 8.75% Series D Cumulative
Redeemable Perpetual Preferred Stock (the “Series D Preferred Stock”) or the 8.875%
Series E Cumulative Redeemable Perpetual Preferred Stock (the “Series E Preferred Stock”
and, together with the Series B Preferred Stock, the Series C Preferred Stock and the
Series D Preferred Stock, the “Preferred Stock”), they refer specifically to Costamare Inc.;
• currency amounts in this annual report and the accompanying prospectus are in U.S. dollars; and
• all data regarding our fleet and the terms of our charters is as of February 23, 2018; 18 of our
71 containerships, including one newbuild on order, have been acquired pursuant to the
Framework Deed dated May 15, 2013 (the “Original Framework Deed”), as amended and
restated on May 18, 2015 (as amended and restated, the “Framework Deed”), between the
Company and its wholly-owned subsidiary, Costamare Ventures Inc. (“Costamare Ventures”),
on the one hand, and York Capital Management Global Advisors LLC and an affiliated fund
(collectively, together with the funds it manages or advises, “York”), on the other, by vessel-
owning joint venture entities in which we hold a minority equity interest (any such entity,
referred to as a “Joint Venture entity”, and any such jointly-owned vessel, including any
vessel under construction, referred to as a “Joint Venture vessel”). See “Item 4. Information
on the Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild Vessels”.
We use the term “twenty foot equivalent unit” (“TEU”), the international standard measure of
containers, in describing the capacity of our containerships.
FORWARD-LOOKING STATEMENTS
All statements in this annual report (and in the documents incorporated by reference herein)
that are not statements of historical fact are “forward-looking statements” within the meaning of the
United States Private Securities Litigation Reform Act of 1995. The disclosure and analysis set forth
in this annual report includes assumptions, expectations, projections, intentions and beliefs about
future events in a number of places, particularly in relation to our operations, cash flows, financial
position, plans, strategies, business prospects, changes and trends in our business and the markets in
which we operate. These statements are intended as “forward-looking statements”. In some cases,
predictive, future-tense or forward-looking words such as “believe”, “intend”, “anticipate”,
“estimate”, “project”, “forecast”, “plan”, “potential”, “may”, “should”, “could” and “expect” and
similar expressions are intended to identify forward-looking statements, but are not the exclusive
means of identifying such statements. In addition, we and our representatives may from time to time
make other oral or written statements which are forward-looking statements, including in our
periodic reports that we file with the U.S. Securities and Exchange Commission (“SEC”), other
information sent to our security holders, and other written materials. We caution that these and
other forward-looking statements included in this annual report (and in the documents incorporated
by reference herein) represent our estimates and assumptions as of the date of this annual report
(and in the documents incorporated by reference herein) or the date on which such oral or written
statements are made, as applicable, about factors that are beyond our ability to control or predict,
and are not intended to give any assurance as to future results.
Factors that might cause future results to differ include, but are not limited to, the following:
• general market conditions and shipping industry trends, including charter rates, vessel values
and the future supply of, and demand for, ocean-going containership shipping services;
• our continued ability to enter into time charters with existing and new customers, and to
re-charter our vessels upon the expiry of existing charters;
• our contracted charter revenue;
ii
83878
• our future financial condition and liquidity, including our ability to make required payments
under our credit facilities, and comply with our loan covenants;
• our ability to finance our capital expenditures, acquisitions and other corporate activities;
• our future operating or financial results and future revenues and expenses;
• our cooperation with our joint venture partners and any expected benefits from such joint
venture arrangement;
• the effect of a possible worldwide economic slowdown;
• disruption of world trade due to rising protectionism or the breakdown of multilateral trade
agreements;
• disruption in the operation of certain of our managers located in Greece due to the
continuing adverse economic conditions;
• fluctuations in interest rates and currencies, including the value of the U.S. dollar relative to
other currencies;
• technological advancements and opportunities for the profitable operations of containerships;
• the financial health of our customers, our lenders and other counterparties, and their ability to
perform their obligations;
• future, pending or recent acquisitions of vessels or other assets, business strategy, areas of
possible expansion and expected capital spending or operating expenses;
• expectations relating to dividend payments and our ability to make such payments;
• the availability of existing vessels to acquire or newbuilds to purchase, the time that it may
take to construct and take delivery of new vessels, including our newbuild vessel currently on
order, or the useful lives of our vessels;
• the availability of key employees and crew, the length and number of off-hire days, dry-
docking requirements and fuel and insurance costs;
• our anticipated general and administrative expenses, including our fees and expenses payable
under our management and services agreements (as discussed below), as amended from time
to time;
• our ability to leverage to our advantage our managers’ relationships and reputation within the
container shipping industry;
• our ability to maintain long-term relationships with major liner companies;
• environmental and regulatory conditions, including changes in laws and regulations or actions
taken by regulatory authorities;
• expected cost of, and our ability to comply with, governmental regulations and maritime self-
regulatory organization standards, as well as requirements imposed by classification societies
and standards demanded by our charterers;
• any malfunction or disruption of information technology systems and networks that our
operations rely on or any impact of a possible cybersecurity breach;
• risks inherent in vessel operation, including terrorism, piracy and discharge of pollutants;
• potential disruption of shipping routes due to accidents, political events, piracy or acts by
terrorists and armed conflicts;
• potential liability from future litigation;
• our business strategy and other plans and objectives for future operations; and
• other factors discussed in “Item 3. Key Information—D. Risk Factors” of this annual report.
We undertake no obligation to update or revise any forward-looking statements contained in
this annual report, whether as a result of new information, future events, a change in our views or
expectations or otherwise. New factors emerge from time to time, and it is not possible for us to
predict all of these factors. Further, we cannot assess the impact of each such factor on our business
or the extent to which any factor, or combination of factors, may cause actual results to be
materially different from those contained in any forward-looking statement.
iii
89988
PART I
ITEM 1. IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERS
Not applicable.
ITEM 2. OFFER STATISTICS AND EXPECTED TIMETABLE
Not applicable.
ITEM 3. KEY INFORMATION
A. Selected Financial Data
The following table presents selected consolidated financial and other data of Costamare for
each of the five years in the five-year period ended December 31, 2017. The table should be read
together with “Item 5. Operating and Financial Review and Prospects”. The selected consolidated
financial data of Costamare is a summary of and is derived from our audited consolidated financial
statements and notes thereto, which have been prepared in accordance with U.S. generally accepted
accounting principles (“U.S. GAAP”). Our audited consolidated statements of income, stockholders’
equity and cash flows for the years ended December 31, 2015, 2016 and 2017 and the consolidated
balance sheets at December 31, 2016 and 2017, together with the notes thereto, are included in
“Item 18. Financial Statements” and should be read in their entirety.
Year Ended December 31,
2015
(Expressed in thousands of U.S. dollars, except for share and per share data)
2017
2013
2014
2016
STATEMENT OF INCOME
Revenues:
Voyage revenue . . . . . . . . . . . . . . . . . . . . $
414,249 $
483,995 $
490,378 $
468,189 $
412,433
Expenses:
Voyage expenses . . . . . . . . . . . . . . . . . . .
Voyage expenses-related parties . . . .
Vessels’ operating expenses. . . . . . . . .
General and administrative
expenses. . . . . . . . . . . . . . . . . . . . . . . . . .
General and administrative
expenses—non-cash component . .
Management fees—related parties . .
Amortization of dry-docking and
special survey costs. . . . . . . . . . . . . . .
Depreciation. . . . . . . . . . . . . . . . . . . . . . . .
Amortization of prepaid lease
rentals. . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Gain) / Loss on sale of vessels,
net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss on vessel held for sale . . . . . . . .
Vessels impairment loss . . . . . . . . . . . .
Foreign exchange (gains) / losses,
net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operating income . . . . . . . . . . . . . . . . . . $
Other Income / (expenses):
3,484
3,139
115,998
3,608
3,629
120,815
2,831
3,673
117,193
1,887
3,512
105,783
2,649
3,093
103,799
8,517
7,708
8,775
5,769
—
16,580
8,084
89,958
—
18,469
8,623
18,877
8,951
18,629
7,814
105,787
7,425
101,645
7,920
100,943
—
4,024
4,982
6,779
(518)
—
—
(8)
(2,543)
—
—
(7)
169,015 $
214,691 $
(1,688)
—
—
4,440
37,161
—
129
217,913 $
360
166,055 $
(31)
137,015
5,651
3,866
18,693
7,627
96,448
8,429
4,856
2,379
17,959
Interest income . . . . . . . . . . . . . . . . . . . . . $
Interest and finance costs. . . . . . . . . . .
Swaps breakage cost. . . . . . . . . . . . . . . .
Equity gain / (loss) on investments .
Other, net . . . . . . . . . . . . . . . . . . . . . . . . . .
Gain / (Loss) on derivative
instruments, net . . . . . . . . . . . . . . . . . .
Total other income (expenses). . . . . . $
Net Income. . . . . . . . . . . . . . . . . . . . . . . . . $
543 $
815 $
1,373 $
1,630 $
(69,002)
—
692
822
(86,306)
(10,192)
(3,428)
3,294
(79,631)
—
(529)
427
(72,808)
(9,701)
(78)
595
1,017
(65,928)$
103,087 $
(3,787)
(99,604)$
115,087 $
4,211
(74,149)$
143,764 $
(3,991)
(84,353)$
81,702 $
2,643
(69,840)
—
3,381
593
(916)
(64,139)
72,876
1
11036
Year Ended December 31,
2015
(Expressed in thousands of U.S. dollars, except for share and per share data)
2017
2014
2013
2016
Earnings allocated to Preferred
Stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $
(1,536)$
(11,909)$
(17,903)$
(21,063)$
(21,063)
Net income available to Common
Stockholders . . . . . . . . . . . . . . . . . . . . . $
101,551 $
103,178 $
125,861 $
60,639 $
51,813
Earnings per common share, basic
and diluted . . . . . . . . . . . . . . . . . . . . . . . $
1.36 $
1.38 $
1.68 $
0.79 $
0.52
Weighted average number of
shares, basic and diluted . . . . . . . . . 74,800,000 74,800,000 75,027,474 77,243,252 100,527,907
OTHER FINANCIAL DATA
Net cash provided by operating
activities. . . . . . . . . . . . . . . . . . . . . . . . . . $
186,681 $
243,270 $
244,663 $
226,559 $
190,987
Net cash (used in) investing
activities. . . . . . . . . . . . . . . . . . . . . . . . . .
(621,056)
(119,263)
(42,984)
(34,390)
(42,670)
Net cash (used in) / provided by
financing activities. . . . . . . . . . . . . . . .
260,433
(104,297)
(214,663)
(127,376)
(134,229)
Net increase / (decrease) in cash
and cash equivalents . . . . . . . . . . . . .
Dividends and distributions paid. . . .
Ratio of earnings to fixed charges(1)
Ratio of earnings to fixed charges
and preferred stock dividends(1) . .
BALANCE SHEET DATA (at year end)
Total current assets. . . . . . . . . . . . . . . . . $
Total assets . . . . . . . . . . . . . . . . . . . . . . . . .
Total current liabilities . . . . . . . . . . . . .
Total long-term debt, including
current portion . . . . . . . . . . . . . . . . . . .
Common stock . . . . . . . . . . . . . . . . . . . . .
Total stockholders’ equity/net
assets. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(173,942)
(81,515)
2.18
19,710
(93,074)
2.33
(12,984)
(102,287)
2.84
64,793
(75,003)
2.09
14,088
(37,758)
1.91
2.14
2.06
2.32
1.63
1.50
136,563 $
157,975 $
145,056 $
209,829 $
2,675,888
293,076
2,706,838
288,480
2,632,555
270,308
2,558,424
279,986
226,635
2,490,298
276,708
1,867,576
8
1,519,941
8
1,323,091
8
1,058,327
9
853,572
11
656,949
802,642
963,510
1,074,424
1,218,539
FLEET DATA
2013
Average for the Year Ended December 31,
2015
2014
2016
2017
Number of vessels . . . . . . . . . . . . . . . . . .
TEU capacity. . . . . . . . . . . . . . . . . . . . . . .
49.6
263,899
54.5
317,006
54.9
320,140
53.6
316,419
52.7
315,263
(1) For purposes of calculating these ratios:
• “earnings” consist of pre-tax income from continuing operations before adjustment for equity investees (which include
non-cash unrealized gains and losses on derivative financial instruments) plus fixed charges, net of capitalized interest
and capitalized amortization of deferred financing fees, amortization of capitalized interest, distributed income of
equity investees, less loss from equity investees with guaranteed debt;
• “fixed charges” represent interest incurred (whether expensed or capitalized), interest expense of loss-making equity
investees with guaranteed debt and amortization of deferred financing costs (whether expensed or capitalized) and
accretion of discount. Costamare is guarantor for the debt (including sale and leaseback transactions) of certain equity
investees; and
• “preferred stock dividends” refers to the amount of pre-tax earnings that is accrued for dividends on outstanding
preferred stock. Beginning on August 7, 2013, we had 2,000,000 shares of Series B Preferred Stock outstanding,
beginning on January 21, 2014, we had 4,000,000 shares of Series C Preferred Stock outstanding and beginning on
May 13, 2015, we had 4,000,000 shares of Series D Preferred Stock outstanding.
B. Capitalization and Indebtedness
Not applicable.
C. Reasons for the Offer and Use of Proceeds
Not applicable.
2
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D. Risk Factors
Risks Inherent in Our Business
Our profitability and growth depends upon world and regional demand for chartering
containerships, and weakness in the global economy may impede our ability to generate cash flows,
maintain liquidity and continue to grow our business.
The ocean-going container shipping industry is both cyclical and volatile in terms of charter
rates and profitability. Containership charter rates peaked in 2005, with the Containership
Timecharter Rate Index (a per TEU weighted average of six to twelve month time charter rates of
1,000 to 5,000 TEU vessels and three year time charter rates of 6,800 TEU to 9,000 TEU vessels
published in the Container Intelligence Monthly, calculated on a monthly basis by Clarkson Platou
brokers (1993=100)) reaching 172 points in March and April 2005, and generally stayed strong until
the middle of 2008, when the effects of the economic crisis began to affect global container trade,
driving the Containership Timecharter Rate Index to a 10-year low of 32 points in the period from
November 2009 to January 2010. As of the end of December 2017, the Containership Timecharter
Rate Index stood at 51 points.
According to Clarkson Research, demand for containerships declined significantly, following the
onset of the global economic downturn. After growing by just 4.0% in 2008, container trade
contracted by 9.2% in 2009 before rebounding by 13.8% in 2010. While container trade grew by a
compound annual growth rate (“CAGR”) of 4.7% per annum between 2010 and 2015 and is
estimated to have risen by 4.1% in 2016 and 5.2% in 2017, such projections are subject to a wide
range of risks. In 2017, worldwide trade volumes increased, but containership supply continued to
exceed demand during the year as more large vessels were delivered. However, substantial scrapping
of over 398,000 TEU capacity reduced supply growth to just 3.0% in 2017. In addition, according to
Clarkson Research, as of December 2017, the containership order-book represented 13.0% of the
existing fleet capacity, 71% of which was for vessels with carrying capacity in excess of 12,000 TEU,
both increasing the expected future supply of larger vessels and having a spillover effect on the
market segment for smaller vessels. An oversupply in the containership market may negatively affect
time charter rates for both short- and long-term periods as well as box freight rates charged by liner
companies to shippers.
Freight rates have become more volatile since the downturn in 2009 and, despite some short-
term improvements, freight rates have remained under pressure. Since 2014, liner companies, to
which we seek to charter our containerships, have benefited from consolidation either through
mergers and acquisition or through the formation of mega alliances as well as low oil prices.
Relatively weak trade growth coupled with the on-going delivery of very large containerships has
placed significant pressure on certain trade routes as well. The continuation of such low freight rates
or any further declines in freight rates, coupled with a sudden increase in oil price, would negatively
affect liner companies and could lower prevailing charter rates. Weak or volatile conditions in the
containership sector may affect our ability to generate cash flows and maintain liquidity, as well as
adversely affect our ability to obtain financing.
The factors affecting the supply and demand for containerships are outside of our control, and
the nature, timing and degree of changes in industry conditions are unpredictable. The factors that
influence demand for containership capacity include:
• supply and demand for products shipped in containers;
• changes in global production of products transported by containerships;
• global and regional economic and political conditions;
• developments in international trade;
• environmental and other regulatory developments;
• the distance container cargo products are to be moved by sea;
• changes in seaborne and other transportation patterns;
• port and canal congestion; and
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• currency exchange rates.
The factors that influence the supply of containership capacity include:
• the availability of financing;
• the price of steel and other raw materials;
• the number of newbuild vessel deliveries;
• the availability of shipyard capacity;
• the scrapping rate of older containerships;
• the number of containerships that are out of service;
• changes in environmental and other regulations that may limit the useful lives of
containerships;
• the price of fuel; and
• the economics of slow steaming.
Our ability to re-charter our containerships upon the expiration or termination of their current
time charters and to charter our containerships for which we have not yet secured charters and the
charter rates payable under any renewal options or replacement or new time charters will depend
upon, among other things, the prevailing state of the containership charter market, which can be
affected by consumer demand for products shipped in containers. If the charter market is depressed
when our containerships’ time charters expire or when we are otherwise seeking new charters, we
may be forced to charter our containerships at reduced or even unprofitable rates, or we may not be
able to charter them at all and/or we may be forced to scrap them, which may reduce or eliminate
our earnings or make our earnings volatile.
An oversupply of containership capacity may prolong or further depress the current low charter
rates and adversely affect our ability to charter our containerships at profitable rates or at all.
From 2005 through 2010, the containership order-book was at historically high levels as a
percentage of the in-water fleet. Since that time, deliveries of previously ordered containerships
increased substantially and new ordering momentum slowed somewhat with the order-book reverting
to below average levels, but significantly skewed towards large vessels of over 12,000 TEU.
According to Clarkson Research, as of December 2017, the containership order-book represented
13.0% of the existing fleet capacity, 71% of which was for vessels with carrying capacity in excess of
12,000 TEU. An oversupply of large newbuild vessel and/or re-chartered containership capacity
entering the market, combined with any further decline in the demand for containerships, may
prolong or further depress the current low charter rates and may decrease our ability to charter our
containerships when we are seeking new or replacement charters other than for unprofitable or
reduced rates, or we may not be able to charter our containerships at all.
We are dependent on our charterers and other counterparties fulfilling their obligations under
agreements with us, and their inability or unwillingness to honor these obligations could
significantly reduce our revenues and cash flow.
Payments to us by our charterers under time charters are and will be our sole source of
operating cash flow. The continuing weakness in demand for container shipping services and the
oversupply of large containerships as well as the oversupply of smaller size vessels due to a
cascading effect places our liner company customers under financial pressure. Any future declines in
demand could result in worsening financial challenges to our liner company customers and may
increase the likelihood of one or more of our customers being unable or unwilling to pay us
contracted charter rates or going bankrupt, as in the case of Hanjin Shipping, which was the seventh
largest liner company at the time and declared bankruptcy in 2016.
If we lose a time charter because the charterer is unable to pay us or for any other reason, we
may be unable to re-deploy the related vessel on similarly favorable terms or at all. Also, we will
not receive any revenues from such a vessel while it is un-chartered, but we will be required to pay
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expenses necessary to maintain and insure the vessel and service any indebtedness on it. The
combination of any surplus of containership capacity and the expected increase in the size of the
world containership fleet over the next few years may make it difficult to secure substitute
employment for any of our containerships if our counterparties fail to perform their obligations
under the currently arranged time charters, and any new charter arrangements we are able to secure
may be at lower rates. Furthermore, the surplus of containerships available at lower charter rates
and lack of demand for our customers’ liner services could negatively affect our charterers’
willingness to perform their obligations under our time charters, particularly if the charter rates in
such time charters are significantly above the prevailing market rates. Accordingly we may have to
grant concessions to our charterers in the form of lower charter rates for the remaining duration of
the relevant charter or part thereof, or to agree to re-charter vessels coming off charter at reduced
rates compared to the charter then ended. While we have agreed in certain cases to charter rate
re-arrangements entailing reductions for specified periods, we have been compensated for these
adjustments by, among other things, subsequent rate increases, so that the aggregate payments under
the charters are not materially reduced, and in some cases we also have arranged for term
extensions. However, there is no assurance that any future charter re-arrangements will be on
similarly favorable terms.
The loss of any of our charterers, time charters or vessels, or a decline in payments under our
time charters, could have a material adverse effect on our business, results of operations and
financial condition, as well as our cash flows, including cash available for dividends to our
stockholders.
In 2014, one of our charterers, Zim Integrated Shipping Services (“ZIM”), concluded a
comprehensive financial restructuring plan. Under the related agreement, the Company was granted
charter extensions and issued equity securities and unsecured interest bearing notes. In 2016, we
wrote down the carrying value of the ZIM equity by $4.0 million due to the weak performance of
ZIM and the challenges that it faced. If the fair value of the ZIM equity and debt securities fall
below their carrying values, we may be required to record a further impairment charge in our
financial statements, which could adversely affect our results of operations. In addition, there can be
no assurance that there will be no further concessions or modification to the charter arrangements
with ZIM. See “Item 4. Information on the Company—B. Business Overview—Our Fleet,
Acquisitions and Newbuild Vessels”.
In addition to charter parties, we may, among other things, enter into shipbuilding contracts,
contracts for the sale or purchase of secondhand container vessels, provide performance guarantees
relating to shipbuilding contracts to sale and purchase contracts or to charters, enter into credit
facilities or other financing arrangements, accept commitment letters from banks, or enter into
insurance contracts and interest or exchange rate swaps or enter into joint ventures. Such
agreements expose us to counterparty credit risk. The ability and willingness of each of our
counterparties to perform its obligations under a contract with us will depend upon a number of
factors that are beyond our control and may include, among other things, general economic
conditions, the state of the capital markets, the condition of the ocean-going container shipping
industry and charter hire rates. Should a counterparty fail to honor its obligations under agreements
with us, we could sustain significant losses, which in turn could have a material adverse effect on our
business, results of operations and financial condition, as well as our cash flows, including cash
available for dividends to our stockholders.
Downside economic risks to global recovery, renewed terrorist activity, the refugee crisis and
protectionist policies which could affect advanced economies, could have a material adverse effect
on our business, financial condition and results of operations.
The current synchronized global recovery is subject to downside economic risks stemming from
factors such as fiscal fragility in advanced economies, high sovereign, corporate and private debt
levels, highly accommodative macroeconomic policies especially in the U.S., the increasing volatility
in debt and equity markets as well as in the price of crude oil and other commodities. Political risks
such as the continuing war in Syria, renewed terrorist attacks around the world, the refugee crisis
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89521
and the emergence of populist and protectionist political movements in advanced economies may
negatively impact globalization and global economic growth, which could disrupt financial markets,
and may lead to weaker consumer demand in the European Union, the United States, and other
parts of the world which could have a material adverse effect on our business. A slowdown in the
global economy may cause a decrease in worldwide demand for certain goods shipped in
containerized form.
In addition, we anticipate that a significant number of port calls made by our containerships will
continue to involve the loading or unloading of container cargoes in ports in the Asia Pacific region.
In recent years, China has been one of the world’s fastest growing economies in terms of gross
domestic product, which has had a significant impact on shipping demand. However, if China’s
growth in gross domestic product declines and other countries in the Asia Pacific region experience
slower or negative economic growth in the future, this may negatively affect the fragile recovery of
the economies of the United States and the European Union, and thus, may negatively impact
container shipping demand. For example, the withdrawal of the U.S. from the Transpacific
Partnership, the renegotiation of the NAFTA Agreement and the possibility of the introduction of
tariffs on selected imported goods mainly from Asia has the potential to provoke retaliation
measures from the affected countries which would create new impediments to trade. Furthermore,
trade friction could increase the volatility in the foreign exchange markets which could also
negatively affect global trade. Such volatile economic conditions could have a material adverse effect
on our business, results of operations and financial condition, as well as our cash flows, including
cash available for dividends to our stockholders.
The continuing adverse economic conditions in Greece may affect the ability of certain of our
managers which have offices in Greece to operate efficiently.
Although to date, the continuing adverse economic conditions in Greece have not affected our
managers’ ability to pay employees, have not forced us to default on any obligations and have not
had any other material impact on our operations, a default by Greece on its sovereign debt or the
exit of Greece from the Eurozone or the rejection of the Euro and the adoption by Greece of its
own national currency may have a material adverse effect on our operations in the future and may
limit the ability of our two managers with offices in Greece to operate. These limitations may
include:
• the ability of our managers with offices in Greece to continue to pay wages to their
employees and to pay suppliers for goods and services;
• the ability of our Greek suppliers to fully perform their contracts, including the delivery of
supplies to our managers’ offices in Greece and to our vessels in Greek ports;
• the ability of our Greek-based seafarers or shore employees to travel to and from our vessels;
• delays or other disruptions in the operation of our fleet, including of the vessels in our fleet
flying the Greek flag; and
• increased taxes and compliance costs due to increased bureaucracy or changes in the
government.
As a result of the continuing adverse economic conditions in Greece and the capital controls
imposed by the government in June 2015, our operations in Greece may be subjected to new
regulations that may require us to incur new or additional compliance or other administrative costs
and may require that we pay to the Greek government new taxes or other fees. Furthermore,
renewed political uncertainty and social unrest due to the lack of meaningful economic growth and
persistently high unemployment and the growing refugee population in the country may undermine
Greece’s political and economic stability and may lead it to exit the Eurozone, or revert to a
national currency, which may adversely affect our operations and those of our managers located in
Greece. We also face the risk that enhanced capital controls, strikes, work stoppages, civil unrest
and violence within Greece may disrupt our shoreside operations and those of our managers located
in Greece.
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Disruptions in global financial markets from terrorist attacks, regional armed conflicts, general
political unrest and the resulting governmental action could have a material adverse impact on our
results of operations, financial condition and cash flows.
Terrorist attacks in certain parts of the world, such as those on the United States on
September 11, 2001 or others more recently in cities around the globe, and the continuing response
of the United States and other countries to these attacks, as well as the threat of future terrorist
attacks, continue to cause uncertainty and volatility in the world financial markets and may affect
our business, results of operations and financial condition. In addition, global financial markets and
economic conditions have been severely disrupted and volatile in recent years and remain subject to
significant vulnerabilities, such as the deterioration of fiscal balances and the rapid accumulation of
public debt, continued deleveraging in the banking sector and a limited supply of credit. Credit
markets as well as the debt and equity capital markets were exceedingly distressed during 2008 and
2009 and have been volatile since that time. The refugee crisis in the European Union, the
continuing adverse economic conditions in Greece, the continuing war in Syria and advances of ISIS
and other terrorist organizations in the Middle East, conflicts in Iraq, general political unrest in
Ukraine, and political tension or conflicts in the Asia Pacific Region such as in the South China Sea
and North Korea have led to increased volatility in global credit and equity markets. The resulting
uncertainty and volatility in the global financial markets may accordingly affect our business, results
of operations and financial condition. These uncertainties, as well as future hostilities or other
political instability in regions where our vessels trade, could also affect trade volumes and patterns
and adversely affect our operations, and otherwise have a material adverse effect on our business,
results of operations and financial condition, as well as our cash flows, including cash available for
dividends to our stockholders.
Specifically, these issues, along with the re-pricing of credit risk and the difficulties currently
experienced by financial institutions, have made, and will likely continue to make, it difficult to
obtain financing. As a result of the disruptions in the credit markets and higher capital requirements,
many lenders have increased margins on lending rates, enacted tighter lending standards, required
more restrictive terms (including higher collateral ratios for advances, shorter maturities and smaller
loan amounts), or have refused to refinance existing debt at all. Furthermore, certain banks that
have historically been significant lenders to the shipping industry have reduced or ceased lending
activities in the shipping industry. Additional tightening of capital requirements and the resulting
policies adopted by lenders, could further reduce lending activities. We may experience difficulties
obtaining financing commitments or be unable to fully draw on the capacity under our committed
term loans in the future if our lenders are unwilling to extend financing to us or unable to meet
their funding obligations due to their own liquidity, capital or solvency issues. We cannot be certain
that financing will be available on acceptable terms or at all. If financing is not available when
needed, or is available only on unfavorable terms, we may be unable to meet our future obligations
as they come due. Our failure to obtain such funds could have a material adverse effect on our
business, results of operations and financial condition, as well as our cash flows, including cash
available for dividends to our stockholders. In the absence of available financing, we also may be
unable to take advantage of business opportunities or respond to competitive pressures.
A limited number of customers operating in a consolidating industry comprise substantially all of
our revenues. The loss of these customers could adversely affect our results of operations, cash flows
and competitive position and further consolidation among our customers will reduce our bargaining
power.
Our customers in the containership sector consist of a limited number of liner companies.
A.P. Moller-Maersk A/S (“A.P. Moller-Maersk”), Mediterranean Shipping Company, S.A. (“MSC”),
members of the Evergreen Group (“Evergreen”), Hapag Lloyd Aktiengesellschaft (“Hapag Lloyd”)
and Cosco Container Lines Co., Ltd. (“COSCO”) together represented 95%, 96% and 96% of our
revenue in 2015, 2016 and 2017, respectively. The tough economic conditions faced by these liner
companies and the intense competition among them has caused, and may in the future cause, certain
liner companies to default and is also leading to a consolidation among liner companies. We expect
that the number of leading liner companies which are our client base will continue to shrink and we
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11274
will depend on an even more limited number of customers to generate a substantial portion of our
revenues. The cessation of business with these liner companies or their failure to fulfill their
obligations under the time charters for our containerships could have a material adverse effect on
our business, financial condition and results of operations, as well as our cash flows, including cash
available for dividends to our stockholders. In addition, to consolidations, alliances involving our
customers could further increase the concentration of our business and reduce our bargaining power.
We could lose a customer or the benefits of our time charter arrangements for many different
reasons, including if the customer is unable or unwilling to make charter hire or other payments to
us because of a deterioration in its financial condition, disagreements with us or if the charterer
exercises certain termination rights or otherwise. If any of these customers terminate its charters,
chooses not to re-charter our ships after charters expire or is unable to perform under its charters
and we are not able to find replacement charters on similar terms or are unable to re-charter our
ships at all, we will suffer a loss of revenues that could have a material adverse effect on our
business, results of operations and financial condition and our ability to pay dividends to our
stockholders. See “Item 4. Information on the Company—B. Business Overview—Our Fleet,
Acquisitions and Newbuild Vessels”.
An increase in trade protectionism and the unrevealing of multilateral trade agreements could have
a material adverse impact on our charterers’ business and, in turn, could cause a material adverse
impact on our results of operations, financial condition and cash flows.
Our operations expose us to the risk that increased trade protectionism will adversely affect our
business. Recently, government leaders have declared that their countries may turn to trade barriers
to protect or revive their domestic industries in the face of foreign imports, thereby depressing the
demand for shipping. In 2016, the United Kingdom resolved to leave the European Union, and it is
not yet clear how it plans to approach international trade with the European Union and other trade
partners. In the United States, there is significant uncertainty about the future relationship between
the United States and other exporting countries, including with respect to trade policies, treaties,
government regulations and tariffs. The current U.S. administration rejects multilateral trade
agreements in favor of bilateral relations and purports to seek more favorable terms in its dealings
with its trade partners. The U.S. administration has indicated that it will employ aggressive tactics,
such as the imposition of punitive tariffs and the withdrawal from certain trade agreements, such as
the Trans-Pacific Partnership, in order to secure achieve these goals. Furthermore, the abrupt exit of
the United Kingdom from the European Union, the so-called Brexit, could also result in the
imposition of impediments to trade and tariffs.
Restrictions on imports, including in the form of tariffs, could have a major impact on global
trade and demand for shipping. Specifically, increasing trade protectionism in the markets that our
charterers serve may cause an increase in (i) the cost of goods exported from exporting countries
such as China and Mexico, (ii) the length of time required to deliver goods from exporting
countries, (iii) the costs of such delivery and (iv) the risks associated with exporting goods. These
factors may result in a decrease in the quantity of goods to be shipped. Protectionist developments,
or the perception they may occur, may have a material adverse effect on global economic
conditions, and may significantly reduce global trade, including trade between the United States and
China. These developments would have an adverse impact on our charterers’ business, operating
results and financial condition. This could, in turn, affect our charterers’ ability to make timely
charter hire payments to us and impair our ability to renew charters and grow our business. This
could have a material adverse effect on our business, results of operations and financial condition, as
well as our cash flows, including cash available for dividends to our stockholders.
A decrease in the level of China’s export of goods could have a material adverse impact on our
charterers’ business and, in turn, could cause a material adverse impact on our results of
operations, financial condition and cash flows.
China exports considerably more finished products than it imports. Our containerships are
deployed on routes involving containerized trade in and out of emerging markets, and our
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charterers’ container shipping and business revenue is derived among others from the shipment of
goods from the Asia Pacific region, including China, to various overseas export markets including
the United States and Europe. Any reduction in or hindrance to the output of China-based
exporters could have a material adverse effect on the growth rate of China’s exports and on our
charterers’ business. For instance, the government of China has implemented economic policies
aimed at increasing domestic consumption of Chinese-made goods. This may have the effect of
reducing the supply of goods available for export and may, in turn, result in a decrease of demand
for container shipping. Many of the reforms, particularly some limited price reforms that result in
the prices for certain commodities being principally determined by market forces, are unprecedented
or experimental and may be subject to revision, change or abolition. The level of imports to and
exports from China could be adversely affected by changes to these economic reforms by the
Chinese government, as well as by changes in political, economic and social conditions or other
relevant policies of the Chinese government. A reduction of exports from China and the rest Asia
Pacific region could cause a material adverse impact on our results of operations, financial condition
and cash flows.
We conduct a substantial amount of business in China. The legal system in China has inherent
uncertainties that could limit the legal protections available to us and could have a material
adverse impact on our business, results of operations, financial condition and cash flows.
The Chinese legal system is based on written statutes and their legal interpretation by the
Standing Committee of the National People’s Congress. Prior court decisions may be cited for
reference but have limited precedential value. Since 1979, the Chinese government has been
developing a comprehensive system of commercial laws, and considerable progress has been made in
introducing laws and regulations dealing with economic matters such as foreign investment,
corporate organization and governance, commerce, taxation and trade. However, because these laws
and regulations are relatively new, there is a general lack of internal guidelines or authoritative
interpretive guidance, and because of the limited number of published cases and their non-binding
nature, interpretation and enforcement of these laws and regulations involve uncertainties. We
conduct a substantial amount of business in China, including through one of our managers, Shanghai
Costamare Ship Management Co., Ltd. (“Shanghai Costamare”), a Chinese corporation which, as of
February 23, 2018, operated 17 vessels that were exclusively manned by Chinese crews (including
three vessels purchased pursuant to the Framework Deed with York), which exposes us to potential
litigation in China. Additionally, many of our vessels regularly call to ports in China and we have
charters with COSCO, a Chinese corporation, one newbuild vessel acquired pursuant to the
Framework Deed with York is being built at a Chinese shipyard, and we have entered into sale and
leaseback transactions in respect of 14 vessels (including seven vessels purchased under the
Framework Deed) with certain Chinese financial institutions. Although the related charters,
shipbuilding agreements and sale and leaseback agreements are governed by English law, we may
have difficulties enforcing a judgment rendered by an English court (or other non-Chinese court) in
China. Such charters, shipbuilding agreements and sale and leaseback agreements, and any additional
agreements that we enter into with Chinese counterparties, may be subject to new regulations in
China that may require us to incur new or additional compliance or other administrative costs and
pay new taxes or other fees to the Chinese government. In addition, China has enacted a recent tax
for non-resident international transportation enterprises engaged in the provision of services of
passengers or cargo, among other items, in and out of China using their own, chartered or leased
vessels, including any stevedore, warehousing and other services connected with the transportation.
The recent law and relevant regulations broaden the range of international transportation companies
which may find themselves liable for Chinese enterprise income tax on profits generated from
international transportation services passing through Chinese ports. This tax or similar regulations by
China may reduce our operating results and may also result in an increase in the cost of goods
exported from China and the risks associated with exporting goods from China, as well as a decrease
in the quantity of goods to be shipped from or through China, which would have an adverse impact
on our charterers’ business, operating results and financial condition and could thereby affect their
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ability to make timely charter hire payments to us and to renew and increase the number of their
time charters with us.
Changes in laws and regulations, including with regards to tax matters, and their implementation
by local authorities could affect our vessels chartered to Chinese customers as well as our vessels
calling to Chinese ports, our vessels being built at Chinese shipyards and the financial institutions
with whom we have entered into sale and leaseback transactions, and could have a material adverse
effect on our business, results of operations and financial condition, as well as our cash flows,
including cash available for dividends to our stockholders.
We may be unable to obtain additional debt financing for future acquisitions of newbuild and
secondhand vessels.
Our ability to borrow against the ships in our existing fleet and any ships we may acquire in the
future largely depends on the existence of time charter employment of the ship and on the value of
the ships, which in turn depends in part on charter hire rates, the creditworthiness of our charterers
and the duration of the charter. The actual or perceived credit quality of our charterers, any defaults
by them, any decline in the market value of our fleet and the lack of long-term employment of our
ships may materially affect our ability to obtain the additional capital resources that we will require
to purchase additional vessels or may significantly increase our costs of obtaining such capital. Our
inability to obtain additional financing or committing to financing on unattractive terms could have a
material adverse effect on our business, results of operations and financial condition, as well as our
cash flows, including cash available for dividends to our stockholders.
Our ability to pay dividends or to redeem our Preferred Stock may be limited by the amount of
cash we generate from operations following the payment of fees and expenses, by the establishment
of any reserves, by restrictions in our debt instruments and by additional factors unrelated to our
profitability.
The declaration and payment of dividends (including cumulative dividends payable to the
holders of our Preferred Stock) is subject to the discretion of our board of directors and the
requirements of Marshall Islands law. The timing and amount of any dividends declared will depend
on, among other things (a) our earnings, financial condition, cash flow and cash requirements,
(b) our liquidity, including our ability to obtain debt and equity financing on acceptable terms as
contemplated by our vessel acquisition strategy, (c) restrictive covenants in our existing and future
debt instruments and (d) provisions of Marshall Islands law governing the payment of dividends.
The international containership industry is highly volatile, and we cannot predict with certainty
the amount of cash, if any, that will be available for distribution as dividends or to redeem our
Preferred Stock in any period. Also, there may be a high degree of variability from period to period
in the amount of cash, if any, that is available for the payment of dividends or the redemption of
our Preferred Stock and our obligation to pay dividends to holders of our Preferred Stock will
reduce the amount of cash available for the payment of dividends to holders of our common stock.
The amount of cash we generate from and use in our operations and the actual amount of cash we
will have available for dividends and redemptions may fluctuate significantly based upon, among
other things:
• the charter hire payments we obtain from our charters as well as our ability to charter or
re-charter our vessels and the charter rates obtained;
• the due performance by our charterers of their obligations;
• our fleet expansion strategy and associated uses of our cash and our financing requirements;
• delays in the delivery of newbuild vessels and the beginning of payments under charters
relating to those vessels;
• the level of our operating costs, such as the costs of crews, vessel maintenance, lubricants and
insurance;
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• the number of unscheduled off-hire days for our fleet and the timing of, and number of days
required for, scheduled dry-docking of our containerships;
• prevailing global and regional economic and political conditions;
• changes in interest rates;
• currency exchange rate fluctuations;
• the effect of governmental regulations and maritime self-regulatory organization standards on
the conduct of our business;
• the requirements imposed by classification societies;
• the level of capital expenditures we make, including for maintaining or replacing vessels and
complying with regulations;
• our debt service requirements, including fluctuations in interest rates, and restrictions on
distributions contained in our debt instruments;
• fluctuations in our working capital needs;
• our ability to make, and the level of, working capital borrowings;
• changes in the basis of taxation of our activities in various jurisdictions;
• modification or revocation of our dividend policy by our board of directors;
• the dividend policy adopted by Costamare Ventures and the vessel-owning entities for the
Joint Venture vessels; and
• the amount of any cash reserves established by our board of directors.
The amount of cash we generate from our operations may differ materially from our net income
or loss for the period, which will be affected by non-cash items. We may incur other expenses or
liabilities that could reduce or eliminate the cash available for distribution as dividends or
redemptions.
In addition, our credit facilities and other financing agreements prohibit the payment of
dividends if an event of default has occurred and is continuing or would occur as a result of the
payment of such dividends.
For more information regarding our financing arrangements, please read “Item 5. Operating and
Financial Review and Prospects”.
Marshall Islands law generally prohibits the payment of dividends other than from surplus
(retained earnings and the excess of consideration received for the sale of shares above the par
value of the shares) or if there is no surplus, from the net profits for the current and prior fiscal
year, or while a company is insolvent or if it would be rendered insolvent by the payment of such a
dividend. We may not have sufficient surplus or net profits in the future to pay dividends, and our
subsidiaries may not have sufficient funds, surplus or net profits to make distributions to us. As a
result of these and other factors, we may pay dividends during periods when we record losses and
may not pay dividends during periods when we record net income. We can give no assurance that
dividends will be paid in the future or the amounts of dividends which may be paid.
We may have difficulty properly managing our growth through acquisitions of new or secondhand
vessels and we may not realize expected benefits from these acquisitions, which may negatively
impact our cash flows, liquidity and our ability to pay dividends to our stockholders.
We intend to grow our business by ordering newbuild vessels and through selective acquisitions
of high-quality secondhand vessels to the extent that they are available. Our future growth will
primarily depend on:
• the operations of the shipyards that build any newbuild vessels we may order;
• the availability of employment for our vessels;
• locating and identifying suitable high-quality secondhand vessels;
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• obtaining newbuild contracts at acceptable prices;
• obtaining required financing on acceptable terms;
• consummating vessel acquisitions;
• enlarging our customer base;
• hiring additional shore-based employees and seafarers;
• continuing to meet technical and safety performance standards; and
• managing joint ventures or significant acquisitions and integrating the new ships into our fleet.
Ship values are correlated with charter rates. During periods in which charter rates are high,
ship values are generally high as well, and it may be difficult to consummate ship acquisitions or
enter into shipbuilding contracts at favorable prices. During periods in which charter rates are low
and employment is scarce, ship values are low and any vessel acquired without an attached time
charter will automatically incur additional expenses to operate, insure, maintain and finance the ship,
thereby significantly increasing the acquisition cost. In addition, any vessel acquisition may not be
profitable at or after the time of acquisition and may not generate cash flows sufficient to justify the
investment. We may not be successful in executing any future growth plans and we cannot give any
assurance that we will not incur significant expenses and losses in connection with such growth
efforts. Other risks associated with vessel acquisitions that may harm our business, financial
condition and operating results include the risks that we may:
• fail to realize anticipated benefits, such as new customer relationships, cost-savings or cash
flow enhancements;
• be unable to hire, train or retain qualified shore-based and seafaring personnel to manage and
operate our growing business and fleet;
• decrease our liquidity by using a significant portion of available cash or borrowing capacity to
finance acquisitions;
• significantly increase our interest expense or financial leverage if we incur additional debt to
finance acquisitions;
• incur or assume unanticipated liabilities, losses or costs associated with any vessels or
businesses acquired; or
• incur other significant charges, such as impairment of goodwill or other intangible assets, asset
devaluation or restructuring charges.
If we fail to properly manage our growth through acquisitions of new or secondhand vessels we
may not realize expected benefits from these acquisitions, which may negatively impact our cash
flows, liquidity and our ability to pay dividends to our stockholders.
Unlike newbuild vessels, secondhand vessels typically do not carry warranties as to their
condition. While we generally inspect existing vessels prior to purchase, such an inspection would
normally not provide us with as much knowledge of a vessel’s condition as we would possess if it
had been built for us and operated by us during its life. Repairs and maintenance costs for
secondhand vessels are difficult to predict and may be substantially higher than for vessels we have
operated since they were built. These costs could decrease our cash flows, liquidity and our ability to
pay dividends to our stockholders.
Our operations and results and our ability to expand our fleet may be adversely affected by the
Framework Deed or by a default by our partner under the Framework Deed.
The joint venture governed by the Framework Deed is the exclusive joint venture of the
Company for the acquisition of new vessels during a commitment period ending May 15, 2020,
unless terminated earlier in certain circumstances (although we may acquire vessels outside the joint
venture where York rejects a vessel acquisition opportunity). If York decides to participate in a new
vessel acquisition, we will hold a 25% to 75% equity interest in such vessel. See “Item 4.
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Information on the Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild
Vessels”.
The operation of the Framework Deed may increase certain administrative burdens, delay
decision-making, and make it more difficult to obtain debt financing or complicate the operation of
the vessels acquired under the Framework Deed. For example, the Framework Deed requires that
decisions regarding the Joint Venture vessel’s acquisition be made jointly by Costamare and York. If
York fails to cooperate in the acquisition process, we may not be able to consummate the
acquisition in a timely and cost-effective manner. In addition, our managers may face conflicts of
interest in the course of managing both our wholly-owned vessels and the Joint Venture vessels, the
outcome of which may favor the Joint Venture vessels.
Furthermore, if York was to delay or default in meeting its commitments under the Framework
Deed to provide equity or under any guarantee it provides to support a shipbuilding contract, a
charter or a financing agreement, or if York fails to provide any supplemental funding that may be
required under the Framework Deed or otherwise due to adverse economic conditions, our
commercial relations with shipbuilders, charterers and financial institutions could be adversely
affected. Under such circumstances, we may be required to provide additional funding, we may have
to unwind a Joint Venture investment at an unfavorable price or we may have to terminate the
Framework Deed, which may negatively impact our cash flows, liquidity and our ability to pay
dividends to our stockholders.
Delay in the delivery of our newbuild vessels on order, or any future newbuild vessel orders, could
adversely affect our earnings.
The expected delivery dates under our current shipbuilding contract for a newbuild vessel, and
any additional shipbuilding contracts we may enter into in the future, may be delayed for reasons
not under our control, including, among other things:
• quality or engineering problems;
• changes in governmental regulations or maritime self-regulatory organization standards;
• work stoppages or other labor disturbances at the shipyard;
• bankruptcy of or other financial crisis involving the shipyard;
• a backlog of orders at the shipyard;
• any delay or default by our joint venture partner in meeting its financial commitments;
• political, social or economic disturbances;
• weather interference or a catastrophic event, such as a major earthquake or fire, or other
accident;
• requests for changes to the original vessel specifications;
• shortages of or delays in the receipt of necessary construction materials, such as steel;
• an inability to obtain requisite permits or approvals;
• financial instability of the lenders under our committed credit facilities, resulting in potential
delay or inability to draw down on such facilities; and
• financial instability of the charterers under our agreed time charters for the newbuild vessels,
resulting in potential delay or inability to charter the newbuild vessels;
A delay by the seller in the delivery date of a newbuild vessel will reduce our expected income
from that vessel and, if the vessel is already chartered, may lead the charterer of such vessel to
claim damages or to cancel the relevant charter. If the seller of any newbuild vessel we have
contracted to purchase is not able to deliver the vessel to us as agreed, or if we cancel a purchase
agreement because a seller has not met his obligations, it may result in a material adverse effect on
our business, results of operations and financial condition, as well as our cash flows, including cash
available for dividends to our stockholders.
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Our managers may be unable to attract and retain qualified, skilled crew on our behalf necessary
to operate our business or may pay rising crew and other vessel operating costs.
Acquiring and renewing long-term time charters with leading liner companies depends on a
number of factors, including our ability to man our containerships with suitably experienced, high-
quality masters, officers and crews. Our success will depend in large part on our managers’ ability to
attract, hire, train and retain highly skilled and qualified personnel. In recent years, the limited
supply of and the increased demand for well-qualified crew, due to the increase in the size of the
global shipping fleet, has created upward pressure on crewing costs, which we bear under our time
charters. Changing conditions in the home country of our seafarers, such as increases in the local
general living standards or changes in taxation, may make serving at sea less appealing and thus
further reduce the supply of crew and/or increase the cost of hiring competent crew. Unless we are
able to increase our hire rates to compensate for increases in crew costs and other vessel operating
costs such as insurance, repairs and maintenance, and lubricants, our business, results of operations,
financial condition and our profitability may be adversely affected. In addition, any inability we
experience in the future to attract, hire, train and retain a sufficient number of qualified employees
could impair our ability to manage, maintain and grow our business. If we cannot attract and retain
sufficient numbers of quality onboard seafaring personnel, our fleet utilization will decrease, which
could also have a material adverse effect on our business, results of operations and financial
condition, as well as our cash flows, including cash available for dividends to our stockholders.
Fuel price fluctuations may have an adverse effect on our cash flows, liquidity and our ability to
pay dividends to our stockholders.
The price and supply of fuel is unpredictable and fluctuates based on events outside our control,
including geo-political developments, supply and demand for oil, actions by members of the
Organization of Petroleum Exporting Countries (“OPEC”) and other oil and gas producers,
economic or other sanctions levied against oil and gas producing countries, war and unrest in oil
producing countries and regions, regional production patterns and environmental concerns and
regulations.
The cost of fuel is a significant factor in negotiating charter rates and can affect us in both
direct and indirect ways. This cost will be borne by us when our containerships are not employed or
are employed on voyage charters or contracts of affreightment. We currently have no voyage
charters or contracts of affreightment, but we may enter into such arrangements in the future, and
to the extent we do so, an increase in the price of fuel beyond our expectations may adversely affect
our profitability. Even where the cost of fuel is borne by the charterer, which is the case with all of
our existing time charters, that cost may affect the level of charter rates that charterers are prepared
to pay. Rising costs of fuel will make our older and less fuel efficient vessels less competitive
compared to the more fuel efficient newer vessels or compared with vessels which can utilize less
expensive fuel and may reduce their charter hire, limit their employment opportunities and force us
to employ them at a discount compared to the charter rates commanded by more fuel efficient
vessels or not at all.
Falling costs of fuel may lead our charterers to abandon slow steaming, thereby releasing
additional capacity into the market and exerting downward pressure on charter rates or may lead
our charterers to employ older, less fuel efficient vessels which may drive down charter rates and
make it more difficult for us to secure employment for our newer vessels.
Reliance on suppliers may limit our ability to obtain supplies and services when needed.
We rely on a significant number of third party suppliers of consumables, spare parts and
equipment to operate, maintain, repair and upgrade our fleet of ships. Delays in delivery or
unavailability or poor quality of supplies could result in off-hire days due to consequent delays in
the repair and maintenance of our fleet or lead to our time charters being terminated. This would
negatively impact our revenues and cash flows. Cost increases could also negatively impact our
future operations.
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We must make substantial capital expenditures to maintain the operating capacity of our fleet,
which may reduce or eliminate the amount of cash available for distribution to our stockholders.
We must make substantial capital expenditures to maintain the operating capacity of our fleet
and replace, over the long-term, the operating capacity of our fleet and we generally expect to
finance these maintenance capital expenditures with cash balances or credit facilities. In addition, we
will need to make substantial capital expenditures to acquire vessels in accordance with our growth
strategy. These expenditures could increase as a result of, among other things: the cost of labor and
materials; customer requirements; the size of our fleet; the cost of replacement vessels; the length of
charters; governmental regulations and maritime self-regulatory organization standards relating to
safety, security or the environment; competitive standards; and the age of our ships. Significant
capital expenditures, including to maintain and replace, over the long-term, the operating capacity of
our fleet, may reduce or eliminate the amount of cash available for distribution to our stockholders.
The aging of our fleet may result in increased operating costs in the future, which could adversely
affect our earnings.
In general, the cost of maintaining a vessel in good operating condition increases with the age
of the vessel. As our fleet ages, we will incur increased costs. Older vessels may require longer and
more expensive dry-dockings, resulting in more off-hire days and reduced revenue. Older vessels are
typically less fuel efficient and more costly to maintain than more recently constructed vessels due to
improvements in engine technology. In addition, older vessels are often less desirable to charterers.
Governmental regulations and safety or other equipment standards related to the age of a vessel
may also require expenditures for alterations or the addition of new equipment to our vessels and
may restrict the type of activities in which our containerships may engage.
Our current fleet of 71 containerships, including one newbuild vessel on order, as of
February 23, 2018, of which 18 containerships, including the newbuild vessel acquired under the
Framework Deed, had an average age (weighted by TEU capacity) of 9.5 years. See “Item 4.
Information on the Company—B. Business Overview B—Our Fleet, Acquisitions and Newbuild
Vessels”. We cannot assure you that, as our vessels age, market conditions will justify such
expenditures or will enable us to profitably operate our older vessels.
Unless we set aside reserves or are able to borrow funds for vessel replacement, at the end of the
useful lives of our vessels our revenue will decline, which would adversely affect our business,
results of operations and financial condition.
As noted above, our current fleet of 71 containerships, including one newbuild vessel on order,
as of February 23, 2018, of which 18 containerships, including the newbuild, acquired under the
Framework Deed, had an average age (weighted by TEU capacity) of 9.5 years. See “Item 4.
Information on the Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild
Vessels”. Unless we maintain reserves or are able to borrow or raise funds for vessel replacement,
we will be unable to replace the older vessels in our fleet. Our cash flows and income are
dependent on the revenues earned by the chartering of our containerships. The inability to replace
the vessels in our fleet upon the expiration of their useful lives could have a material adverse effect
on our business, results of operations and financial condition, as well as our cash flows, including
cash available for dividends to our stockholders.
Containership values fluctuate substantially over time and if these values are low at a time when
we are attempting to dispose of a vessel, we could incur a loss.
Containership values can fluctuate substantially over time due to a number of different factors,
including:
• prevailing economic conditions in the markets in which containerships operate;
• reduced demand for containerships, including as a result of a substantial or extended decline
in world trade;
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• increases in the supply of containership capacity;
• changes in prevailing charter hire rates;
• the physical condition, size, age and technical specification of the ships;
• the costs of building new vessels; and
• the cost of retrofitting or modifying existing ships to respond to technological advances in
vessel design or equipment, changes in applicable environmental or other regulations or
standards, customer requirements or otherwise.
The risk of realizing a loss on the sale of a containership is greater during periods of historically
low vessel values as is the case at present. In fiscal year 2017, we sold four of our vessels and
realized a net loss of $4.9 million. In the future, we may sell further vessels under similar
unfavorable conditions resulting in losses in order to maintain sufficient liquidity and to allow us to
cover our operating costs. During the fourth quarter of 2017, we took an $18.0 million impairment
charge on seven of our vessels. If the market values of our vessels further deteriorate, we may be
required to record a further impairment charge in our financial statements, which could adversely
affect our results of operations. In addition, any such deterioration in the market values of our
vessels could trigger a breach under our credit facilities, which could adversely affect our operations.
If a charter expires or is terminated, we may be unable to re-charter the vessel at an acceptable rate
and, rather than continue to incur costs to maintain the vessel, may seek to dispose of it. Our
inability to dispose of the containership at a reasonable price could result in a loss on its sale and
could materially and adversely affect our business, results of operations and financial condition, as
well as our cash flows, including cash available for dividends to our stockholders.
Our growth depends on our ability to expand relationships with existing charterers, establish
relationships with new customers and obtain new time charters, for which we will face substantial
competition from new entrants and established companies with significant resources.
One of our principal objectives is to acquire additional containerships in conjunction with
entering into additional long-term, fixed-rate charters for these vessels. The process of obtaining new
long-term, fixed-rate charters is highly competitive and generally involves an intensive screening
process and competitive bids, and often extends for several months. Generally, we compete for
charters based upon charter rate, customer relationships, operating expertise, professional reputation
and containership specifications, including size, age and condition.
In addition, as vessels age, it can be more difficult to employ them on profitable time charters,
particularly during periods of decreased demand in the charter market. Accordingly, we may find it
difficult to continue to find profitable employment for our vessels as they age.
We face substantial competition from a number of experienced companies, including liner
companies, state-sponsored entities and financial organizations. Some of these competitors have
significantly greater financial resources than we do, and can therefore operate larger fleets and may
be able to offer better charter rates. In the future, we may also face competition from reputable,
experienced and well-capitalized marine transportation companies, including state-sponsored entities,
that do not currently own containerships, but may choose to do so. Any increased competition may
cause greater price competition for time charters, as well as for the acquisition of high-quality
secondhand vessels and newbuild vessels. Further, since the charter rate is generally considered to be
one of the principal factors in a charterer’s decision to charter a vessel, the rates offered by our
competitors can place downward pressure on rates throughout the charter market. On the other
hand, consolidation and the creation of alliances among liner companies have increased their
negotiation power when chartering our vessels. As a result of these factors, we may be unable to
charter our containerships, expand our relationships with existing customers or to obtain new
customers on a profitable basis, if at all, which could have a material adverse effect on our business,
results of operations and financial condition, as well as our cash flows, including cash available for
dividends to our stockholders.
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Due to our lack of diversification, adverse developments in the containership transportation
business could reduce our ability to service our debt obligations and pay dividends to our
stockholders.
We rely exclusively on the cash flow generated from charters for our containerships. Due to our
lack of diversification, an adverse development in the container shipping industry would have a
significantly greater impact on our financial condition and results of operations than if we
maintained more diverse assets or lines of business. An adverse development could also impair our
ability to service debt or pay dividends to our stockholders.
If market conditions do not improve for long-term, fixed-rate charters, we may be forced to
continue to charter our vessels on shorter term charters at less predictable rates, adversely impacting
our growth.
While one of our principal strategies is to enter into long-term, fixed-rate time charters, given
the persistent weaker charter rate environment, more containerships have become available for the
spot or short-term charter market and the demand for long-term charters has fallen. As a result, we
have entered into a number of short-term charters, several of which are expiring before the end of
2018. As of February 23, 2018, the current time charters for 31 of our 53 containerships and for 8 of
the 18 containerships purchased pursuant to the Framework Deed with York will expire before the
end of 2018. We have options to extend the charters for two of our vessels whose charters are
scheduled to expire in 2018 for successive one year periods. While we generally expect to be able to
obtain time charters for our vessels within a reasonable period prior to their time charter expiry or
delivery, as applicable, we cannot be assured that this will occur in any particular case, or at all. The
current weak economic conditions have reduced the demand for long-term time charters while the
supply of container vessels has increased due to newbuild deliveries and the ongoing consolidation
among liner companies. In addition, even if a short-term time charter is secured it may be at
unprofitable rates and may not be continuous, leaving the vessels idle for some days in between
charters. If this trend continues, we expect to have difficulty entering into additional multi-year,
fixed-rate time charters for our containerships due to the increased supply of containerships and the
possibility of lower rates in the spot market. We would then have to charter more of our
containerships for shorter periods upon expiration or early termination of the current charters. As a
result, our revenues, cash flows and profitability would then reflect fluctuations in the short-term
charter market and become more volatile. It may also become more difficult or expensive to finance
or re-finance vessels that do not have long-term employment at fixed rates. In addition, we may
have to enter into charters based on changing market prices, as opposed to contracts based on fixed
rates, which would increase the volatility of our revenues, cash-flows and profitability and, during a
period of depressed charter rates like the present, could also result in a decrease in our revenues,
cash flows and profitability, including our ability to pay dividends to our stockholders. If we are
unable to re-charter these containerships or obtain new time charters at favorable rates or at all, it
could have a material adverse effect on our business, results of operations and financial condition, as
well as our cash flows, including cash available for dividends to our stockholders.
We are a holding company and we depend on the ability of our subsidiaries to distribute funds to
us in order to satisfy our financial obligations and to make dividend payments.
We are a holding company and our subsidiaries conduct all of our operations and own all of
our operating assets, including our ships. We have no significant assets other than the equity
interests in our subsidiaries. As a result, our ability to pay our obligations and to make dividend
payments depends entirely on our subsidiaries and their ability to distribute funds to us. The ability
of a subsidiary to make these distributions could be affected by a claim or other action by a third
party, including a creditor, or by the law of their respective jurisdiction of incorporation which
regulates the payment of dividends. If we are unable to obtain funds from our subsidiaries, our
board of directors may exercise its discretion not to declare or pay dividends.
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Our credit facilities or other financing arrangements contain payment obligations and restrictive
covenants that may limit our liquidity and our ability to expand our fleet. A failure by us to meet
our obligations under our credit facilities could result in an event of default under such credit
facilities and foreclosure on our vessels.
Our credit facilities impose certain operating and financial restrictions on us. These restrictions
in our existing credit facilities generally limit Costamare Inc., and our subsidiaries’ ability to, among
other things:
• pay dividends if an event of default has occurred and is continuing or would occur as a result
of the payment of such dividends;
• purchase or otherwise acquire for value any shares of our subsidiaries’ capital;
• make or repay loans or advances, other than repayment of the credit facilities;
• make investments in or provide guarantees to other persons;
• sell or transfer significant assets, including any vessel or vessels mortgaged under the credit
facilities, to any person, including Costamare Inc. and our subsidiaries;
• create liens on assets; or
• allow the Konstantakopoulos family’s direct or indirect holding in Costamare Inc. to fall
below 40% of the total issued share capital.
Our existing credit facilities also require Costamare Inc. and certain of our subsidiaries to
maintain the aggregate of (a) the market value, primarily on a charter inclusive basis, of the
mortgaged vessel or vessels and (b) the market value of any additional security provided to the
lenders, above a percentage ranging between 80% to 130% of the then outstanding amount of the
credit facility and any related swap exposure.
Costamare Inc. is required to maintain compliance with the following financial covenants:
• the ratio of our total liabilities (after deducting all cash and cash equivalents) to market value
adjusted total assets (after deducting all cash and cash equivalents) may not exceed 0.75:1;
• the ratio of EBITDA over net interest expense must be equal to or higher than 2.5:1;
• the aggregate amount of all cash and cash equivalents may not be less than the greater of
(i) $30 million or (ii) 3% of the total debt; provided, however, that under three of our credit
facilities, a minimum cash amount equal to 3% of the loan outstanding must be maintained in
accounts with the lender;
• the market value adjusted net worth must at all times exceed $500 million;
• the ratio of net funded debt to total net assets may not exceed 80% on a charter inclusive
valuation basis and
• at the end of each financial quarter during which dividends have been paid for the preceding
quarter, cash and cash equivalents shall not be less than $15 million.
A failure to meet our payment and other obligations could lead to defaults under our credit
facilities. Our lenders could then accelerate our indebtedness and foreclose on the vessels in our
fleet securing those credit facilities, which could result in the acceleration of other indebtedness that
we may have at such time and the commencement of similar foreclosure proceedings by other
lenders. If any of these events occur, we cannot guarantee that our assets will be sufficient to repay
in full all of our outstanding indebtedness and we may be unable to find alternative financing. Even
if we could obtain alternative financing, such financing may not be on terms that are favorable or
acceptable. The loss of these vessels would have a material adverse effect on our operating results
and financial condition as well as on our cash flows, including cash available for dividends to our
stockholders. For additional information, see “Item 5. Operating and Financial Review and
Prospects—B. Liquidity and Capital Resources—Credit Facilities and Finance Leases”.
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Substantial debt levels may limit our ability to obtain additional financing and pursue other
business opportunities.
As of December 31, 2017, we had outstanding indebtedness of approximately $1.23 billion,
including the obligations under our finance leases, and we expect to incur additional indebtedness as
we grow our fleet or in order to cover its operational needs. In addition, we have guaranteed
$208.0 million of indebtedness outstanding at Joint Venture entities. This level of debt could have
important consequences to us, including the following:
• our ability to obtain additional financing, if necessary, for working capital, capital
expenditures, acquisitions or other purposes may be impaired or such financing may not be
available on favorable terms;
• we may need to use a substantial portion of our cash from operations to make principal and
interest payments on our debt, thereby reducing the funds that would otherwise be available
for operations, future business opportunities and dividends to our stockholders;
• our debt level could make us more vulnerable than our competitors with less debt to
competitive pressures or a downturn in our business or the economy generally; and
• our debt level may limit our flexibility in responding to changing business and economic
conditions.
Our ability to service our debt depends upon, among other things, our future financial and
operating performance, which will be affected by prevailing economic conditions and financial,
business, regulatory and other factors, some of which are beyond our control. We may not be able
to refinance all or part of our maturing debt on favorable terms, or at all. If our operating income is
not sufficient to service our current or future indebtedness, we will be forced to take actions such as
reducing or discontinuing dividend payments, reducing or delaying our business activities,
acquisitions, investments or capital expenditures, selling assets, restructuring or refinancing our debt,
or seeking additional equity capital or bankruptcy protection. We may not be able to effect any of
these remedies on satisfactory terms, or at all.
In the future we may change our operational and financial model by replacing amortizing debt
in favor of non-amortizing debt with a higher fixed or floating rate without shareholder approval,
which may increase our risk of defaulting on our indebtedness if market conditions become
unfavorable.
The derivative contracts we have entered into to hedge our exposure to fluctuations in interest rates
and foreign currencies can result in higher than market rates and reductions in our stockholders’
equity as well as charges against our income, while there is no assurance of the credit worthiness of
our counterparties.
We have entered into interest rate swaps generally for purposes of managing our exposure to
fluctuations in interest rates applicable to indebtedness under our credit facilities which were
advanced at floating rates based on LIBOR. Interest rates and currency hedging may result in us
paying higher than market rates. As of December 31, 2017, the aggregate notional amount of
interest rate swaps relating to our fleet as of such date was $0.75 billion. As of December 31, 2017,
our lease obligations which were under fixed interest rates amounted to $245.9 million. From time to
time, we also enter into certain currency hedges. As of December 31, 2017, the Company was
engaged in two Euro/U.S. dollar contracts totaling $4.0 million. However, there is no assurance that
our derivative contracts or any that we enter into in the future will provide adequate protection
against adverse changes in interest rates or currency exchange rates or that our bank counterparties
will be able to perform their obligations. In addition, as a result of the implementation of new
regulation of the swaps markets in the United States, the European Union and elsewhere over the
next few years, the cost of interest rate and currency hedges may increase or suitable hedges may
not be available.
While we monitor the credit risks associated with our bank counterparties, there can be no
assurance that these counterparties would be able to meet their commitments under our derivative
contracts or any future derivate contract. Our bank counterparties include financial institutions that
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are based in European Union countries that have faced and continue to face severe financial stress
due to the ongoing sovereign debt crisis. The potential for our bank counterparties to default on
their obligations under our derivative contracts may be highest when we are most exposed to the
fluctuations in interest and currency rates such contracts are designed to hedge, and several or all of
our bank counterparties may simultaneously be unable to perform their obligations due to the same
events or occurrences in global financial markets.
To the extent our existing interest rate swaps do not, and future derivative contracts may not,
qualify for treatment as hedges for accounting purposes we would recognize fluctuations in the fair
value of such contracts in our income statement. In addition, changes in the fair value of our
derivative contracts are recognized in “Accumulated Other Comprehensive Loss” on our balance
sheet, and can affect compliance with the net worth covenant requirements in our credit facilities.
Changes in the fair value of our derivative contracts that do not qualify for treatment as hedges for
accounting and financial reporting purposes affect, among other things, our net income and our
earnings per share. For additional information see “Item 5. Operating and Financial Review and
Prospects”.
Because we generate all of our revenues in United States dollars but incur a significant portion of
our expenses in other currencies, exchange rate fluctuations could hurt our results of operations.
Fluctuations in currency exchange rates may have a material impact on our financial
performance. We generate all of our revenues in United States dollars and for the year ended
December 31, 2017 while at the same time a substantial portion of our vessels’ operating expenses is
incurred in currencies other than United States dollars. This difference could lead to fluctuations in
net income due to changes in the value of the United States dollar relative to other currencies, in
particular the Euro. Expenses incurred in foreign currencies against which the United States dollar
falls in value could increase, thereby decreasing our net income. While we hedge some of this
exposure from time to time, our U.S. dollar denominated results of operations and financial
condition and ability to pay dividends could suffer from adverse currency exchange rate movements.
Increased competition in technology and innovation could reduce our charter hire income and the
value of our vessels.
The charter rates and the value and operational life of a vessel are determined by a number of
factors, including the vessel’s efficiency, operational flexibility and physical life. Efficiency includes
speed and fuel economy. Flexibility includes the ability to enter harbors, utilize related docking
facilities and pass through canals and straits. Physical life is related to the original design and
construction, maintenance and the impact of the stress of operations. If new ship designs currently
promoted by shipyards as being more fuel efficient perform as promoted, or if new containerships
are built in the future that are more efficient or flexible or have longer physical lives than our
vessels, competition from these more technologically advanced containerships could adversely affect
our ability to re-charter, the amount of charter hire payments that we receive for our containerships
once their current time charters expire and the resale value of our containerships. This could
adversely affect our revenues and cash flows, and our ability to service our debt or pay dividends to
our stockholders.
We are subject to regulation and liability under environmental and operational safety laws that
could require significant expenditures and affect our cash flows and net income.
Our business and the operation of our vessels are materially affected by environmental
regulation in the form of international, national, state and local laws, regulations, conventions,
treaties and standards in force in international waters and the jurisdictions in which our
containerships operate, as well as in the country or countries of their registration, including those
governing the management and disposal of hazardous substances and wastes, the cleanup of oil spills
and other contamination, air emissions, water discharges and ballast water management. We may
incur substantial costs in complying with these requirements, including costs for ship modifications
and changes in operating procedures. Because such conventions, laws and regulations are often
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revised, it is difficult to predict the ultimate cost of compliance with such requirements or their
impact on the resale value or useful lives of our containerships.
Environmental requirements can also affect the resale value or useful lives of our vessels,
require a reduction in cargo capacity, vessel modifications or operational changes or restrictions, lead
to decreased availability of, or more costly insurance coverage for, environmental matters or result
in the denial of access to certain jurisdictional waters or ports. Under local, national and foreign
laws, as well as international treaties and conventions, we could incur material liabilities, including
cleanup obligations and claims for natural resource damages, personal injury and/or property
damages in the event that there is a release of petroleum or other hazardous materials from our
vessels or otherwise in connection with our operations. Violations of, or liabilities under,
environmental requirements can also result in substantial penalties, fines and other sanctions,
including criminal sanctions, and, in certain instances, seizure or detention of our containerships.
Events of this nature or additional environmental conventions, laws and regulations could have a
material adverse effect on our business, results of operations and financial condition, as well as our
cash flow, including cash available for dividends to our stockholders.
For example, the International Safety Management Code (the “ISM Code”) requires vessel
managers to develop and maintain an extensive “Safety Management System” (“SMS”) and to
obtain a Safety Management Certificate (“SMC”) verifying compliance with its approved SMS and a
document of compliance with the ISM Code from the government of each vessel’s flag state. Failure
to comply with the ISM Code may lead to withdrawal of the permit to operate or manage the
vessels, subject us to increased liability, decrease or suspend available insurance coverage for the
affected vessels, or result in a denial of access to, or detention in, certain ports. Each of the
containerships in our fleet and each of our affiliated managers and third party managers are ISM
Code-certified. However, there can be no assurance that such certifications can be maintained
indefinitely. In addition, in 2016 the International Maritime Organization (“IMO”) confirmed that
the previously revised emissions standard under Annex VI to MARPOL for the reduction of sulphur
oxides will be phased in by January 1, 2020. Compliance with this emissions standard will require
either extensive modifications to existing vessels or the use of cleaner more expensive fuel. It is
unclear how the new emissions standard will affect the employment of our vessels, given that the
cost of fuel is borne by our charterers when our vessels are on time charter employment and that at
present it appears that there will be very few ships that will comply with the new standard without
using low sulphur fuel. Over time, however, it is possible that ships not retrofitted to comply with
the new emissions standard may become less competitive (compared with ships that can utilize less
expensive fuel), may have difficulty finding employment, may command lower charter hire and/or
may need to be scrapped.
Governmental regulation of the shipping industry, particularly in the areas of safety and
environmental requirements, can be expected to become stricter in the future. In addition, we
believe that the heightened environmental, quality and security concerns of insurance underwriters,
regulators and charterers will lead to additional requirements, including enhanced risk assessment
and security requirements and greater inspection and safety requirements for vessels. In complying
with new environmental laws and regulations and other requirements that may be adopted, we may
have to incur significant capital and operational expenditures to keep our containerships in
compliance, or even to scrap or sell certain containerships altogether. For additional information see
“Item 4. Information on the Company B. Business Overview—Risk of Loss and Liability
Insurance—Environmental and Other Regulations”.
The smuggling of drugs or other contraband onto our vessels may lead to governmental claims
against us.
We expect that our vessels will call in ports in South America and other areas where smugglers
attempt to hide drugs and other contraband on vessels, with or without the knowledge of crew
members. To the extent our vessels are found with contraband, whether inside or attached to the
hull of our vessel and whether with or without the knowledge of any of our crew, we may face
governmental or other regulatory claims or penalties which could have an adverse effect on our
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business, results of operations, cash flows, financial condition, as well as our cash flows, including
cash available for dividends to our stockholders.
Increased inspection procedures, tighter import and export controls and new security regulations
could increase costs and cause disruption of our containership business.
International container shipping is subject to security and customs inspection and related
procedures in countries of origin, destination and certain trans-shipment points. These inspection
procedures can result in cargo seizure, delays in the loading, offloading, trans-shipment or delivery
of containers, and the levying of customs duties, fines and other penalties against us.
Since the events of September 11, 2001, United States authorities have substantially increased
container inspections. Government investment in non-intrusive container scanning technology has
grown and there is interest in electronic monitoring technology, including so-called “e-seals” and
“smart” containers, that would enable remote, centralized monitoring of containers during shipment
to identify tampering with or opening of the containers, along with potentially measuring other
characteristics such as temperature, air pressure, motion, chemicals, biological agents and radiation.
Also, as a response to the events of September 11, 2001, additional vessel security requirements
have been imposed, including the installation of security alert and automatic identification systems
on board vessels. Following a number of recent terrorist attacks in cities across the globe, there has
been a heightened level of security and new security procedures could be introduced.
It is unclear what additional changes, if any, to the existing inspection and security procedures
may ultimately be proposed or implemented in the future, or how any such changes will affect the
industry. It is possible that such changes could impose additional financial and legal obligations on
us. Furthermore, changes to inspection and security procedures could also impose additional costs
and obligations on our customers and may, in certain cases, render the shipment of certain types of
goods in containers uneconomical or impractical. Any such changes or developments could have a
material adverse effect on our business, results of operations and financial condition, as well as our
cash flows, including cash available for dividends to our stockholders.
The operation of our vessels is also affected by the requirements set forth in the International
Ship and Port Facilities Security Code (the “ISPS Code”). The ISPS Code requires vessels to
develop and maintain a ship security plan that provides security measures to address potential
threats to the security of ships or port facilities. Although each of our containerships is ISPS Code-
certified, any failure to comply with the ISPS Code or maintain such certifications may subject us to
increased liability and may result in denial of access to, or detention in, certain ports. Furthermore,
compliance with the ISPS Code requires us to incur certain costs. Although such costs have not been
material to date, if new or more stringent regulations relating to the ISPS Code are adopted by the
IMO and the flag states, these requirements could require significant additional capital expenditures
or otherwise increase the costs of our operations.
We rely on our information systems to conduct our business, and failure to protect these systems
against security breaches could adversely affect our business and results of operations. Additionally,
if these systems fail or become unavailable for any significant period of time, our business could be
harmed.
The efficient operation of our business is dependent on computer hardware and software
systems. Information systems are vulnerable to security breaches by computer hackers and cyber
terrorists. We rely on industry-accepted security measures and technology to securely maintain
confidential and proprietary information maintained on our information systems. However, these
measures and technology may not adequately prevent cybersecurity breaches, the access, capture or
alteration of information by criminals, the exposure or exploitation of potential security
vulnerabilities, the installation of malware or ransomware, acts of vandalism, computer viruses,
misplaced data or data loss. In addition, the unavailability of the information systems or the failure
of these systems to perform as anticipated for any reason could disrupt our business and could result
in decreased performance and increased operating costs, causing our business and results of
operations to suffer. Any significant interruption or failure of our information systems or any
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significant breach of security could adversely affect our business, results of operations and financial
condition, as well as our cash flows, including cash available for dividends to our stockholders.
Governments could requisition our vessels during a period of war or emergency, resulting in loss of
earnings.
A government of the jurisdiction where one or more of our containerships are registered could
requisition for title or seize our containerships. Requisition for title occurs when a government takes
control of a vessel and becomes its owner. Also, a government could requisition our containerships
for hire. Requisition for hire occurs when a government takes control of a ship and effectively
becomes the charterer at dictated charter rates. Generally, requisitions occur during a period of war
or emergency, although governments may elect to requisition vessels in other circumstances.
Although we would expect to be entitled to compensation in the event of a requisition of one or
more of our vessels, the amount and timing of payment, if any, would be uncertain. Government
requisition of one or more of our containerships may cause us to breach covenants in certain of our
credit facilities, and could have a material adverse effect on our business, results of operations and
financial condition, as well as our cash flows, including cash available for dividends to our
stockholders.
Acts of piracy on ocean-going vessels have recently increased in frequency, which could adversely
affect our business.
Acts of piracy have historically affected ocean-going vessels trading in certain regions of the
world, such as the South China Sea and the Gulf of Aden. Piracy continues to occur in the Gulf of
Aden, off the coast of Somalia, and increasingly in the Gulf of Guinea. Although both the frequency
and success of attacks have diminished recently, we still consider potential acts of piracy to be a
material risk to the international container shipping industry, and protection against this risk requires
vigilance. Our vessels regularly travel through regions where pirates are active. We may not be
adequately insured to cover losses from these incidents, which could have a material adverse effect
on our results of operations, financial condition and ability to pay dividends. Crew costs could also
increase in such circumstances. We may not be adequately insured to cover losses from acts of
terrorism, piracy, regional conflicts and other armed actions.
Risks inherent in the operation of ocean-going vessels could affect our business and reputation,
which could adversely affect our expenses, net income, cash flow and stock price.
The operation of ocean-going vessels carries inherent risks. These risks include the possibility of:
• marine disaster;
• piracy;
• environmental accidents;
• grounding, fire, explosions and collisions;
• cargo and property loss or damage;
• business interruptions caused by mechanical failure, human error, war, terrorism, disease and
quarantine, political action in various countries or adverse weather conditions; and
• work stoppages or other labor problems with crew members serving on our containerships,
some of whom are unionized and covered by collective bargaining agreements.
Such occurrences could result in death or injury to persons, loss of property or environmental
damage, delays in the delivery of cargo, loss of revenues from or termination of charter contracts,
governmental fines, penalties or restrictions on conducting business, litigation with our employees,
customers or third parties, higher insurance rates, and damage to our reputation and customer
relationships generally. Although we maintain hull and machinery and war risks insurance, as well as
protection and indemnity insurance, which may cover certain risks of loss resulting from such
occurrences, our insurance coverage may be subject to caps or not cover such losses, and any of
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these circumstances or events could increase our costs or lower our revenues. The involvement of
our vessels in an environmental disaster may harm our reputation as a safe and reliable vessel owner
and operator. Any of these results could have a material adverse effect on business, results of
operations and financial condition, as well as our cash flows, including cash available for dividends
to our stockholders.
On October 5, 2011, our vessel Rena ran aground on the Astrolabe Reef off New Zealand and
sustained significant damage. The vessel was determined to be a constructive total loss for insurance
purposes. While we anticipate that our insurance policies will cover most costs and losses associated
with the incident, such insurance may not be sufficient to cover all risks. As a result, claims against
us or our subsidiaries as a result of the grounding of the Rena could have a material adverse effect
on our business.
Our insurance may be insufficient to cover losses that may occur to our property or result from our
operations.
The operation of any vessel includes risks such as mechanical failure, collision, fire, contact with
floating objects, property loss, cargo loss or damage and business interruption due to political
circumstances in foreign countries, hostilities and labor strikes. In addition, there is always an
inherent possibility of a marine disaster, including oil spills and other environmental mishaps. There
are also liabilities arising from owning and operating vessels in international trade. We procure
insurance for our fleet of containerships in relation to risks commonly insured against by vessel
owners and operators. Our current insurance includes (i) hull and machinery insurance covering
damage to our and third-party vessels’ hulls and machinery from, among other things, collisions and
contact with fixed and floating objects, (ii) war risks insurance covering losses associated with the
outbreak or escalation of hostilities and (iii) protection and indemnity insurance (which includes
environmental damage) covering, among other things, third-party and crew liabilities such as
expenses resulting from the injury or death of crew members, passengers and other third parties, the
loss or damage to cargo, third-party claims arising from collisions with other vessels, damage to
other third-party property and pollution arising from oil or other substances.
We can give no assurance that we are adequately insured against all risks or that our insurers
will pay a particular claim. Even if our insurance coverage is adequate to cover our losses, we may
not be able to obtain a timely replacement containership in the event of a loss of a containership.
Under the terms of our credit facilities, we are subject to restrictions on the use of any proceeds we
may receive from claims under our insurance policies. Furthermore, in the future, we may not be
able to obtain adequate insurance coverage at reasonable rates for our fleet. For example, more
stringent environmental regulations have led to increased costs for, and in the future may result in
the lack of availability of, insurance against risks of environmental damage or pollution. We may
also be subject to calls, or premiums, in amounts based not only on our own claim records but also
the claim records of all other members of the protection and indemnity associations through which
we receive indemnity insurance coverage. There is no cap on our liability exposure for such calls or
premiums payable to our protection and indemnity association. Our insurance policies also contain
deductibles, limitations and exclusions which, although we believe are standard in the shipping
industry, may nevertheless increase our costs. A catastrophic oil spill or marine disaster could exceed
our insurance coverage, which could have a material adverse effect on our business, results of
operations and financial condition and our ability to pay dividends to our stockholders. Any
uninsured or underinsured loss could harm our business and financial condition. In addition, the
insurance may be voidable by the insurers as a result of certain actions, such as vessels failing to
maintain required certification.
We do not carry loss of hire insurance. Loss of hire insurance covers the loss of revenue during
extended vessel off-hire periods, such as those that occur during an unscheduled dry-docking due to
damage to the vessel from accidents. Accordingly, any loss of a vessel or any extended period of
vessel off-hire, due to an accident or otherwise, could have a material adverse effect on our
business, results of operations and financial condition and our ability to pay dividends to our
stockholders.
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Our charterers may engage in legally permitted trading in locations which may still be subject to
sanctions or boycott, such as Iran and Syria. Our insurers may be contractually or by operation of
law prohibited from honoring our insurance contract for such trading, which could result in reduced
insurance coverage for losses incurred by the related vessels. Furthermore, our insurers and we may
be prohibited from posting or otherwise be unable to post security in respect of any incident in such
locations, resulting in the loss of use of the relevant vessel and negative publicity for our Company
which could negatively impact our business, results of operations, cash flows and share price.
Maritime claimants could arrest our vessels, which could interrupt our cash flows.
Crew members, suppliers of goods and services to a vessel, shippers or receivers of cargo and
other parties may be entitled to a maritime lien against a vessel for unsatisfied debts, claims or
damages, including, in some jurisdictions, for debts incurred by previous owners. In many
jurisdictions, a maritime lien-holder may enforce its lien by arresting a vessel. The arrest or
attachment of one or more of our vessels, if such arrest or attachment is not timely discharged,
could cause us to default on a charter or breach covenants in certain of our credit facilities, could
interrupt our cash flows and could require us to pay large sums of money to have the arrest or
attachment lifted. In addition, in some jurisdictions, such as South Africa, under the “sister ship”
theory of liability, a claimant may arrest both the vessel that is subject to the claimant’s maritime
lien and any “associated” vessel, which is any vessel owned or controlled by the same owner.
Claimants could try to assert “sister ship” liability against one containership in our fleet for claims
relating to another of our containerships. Any of these occurrences could have a material adverse
effect on our business, results of operations and financial condition, as well as our cash flows,
including cash available for dividends to our stockholders.
Compliance with safety and other requirements imposed by classification societies may be very
costly and may adversely affect our business.
The hull and machinery of every commercial vessel must be classed by a classification society.
The classification society certifies that the vessel has been built and maintained in accordance with
the applicable rules and regulations of the classification society. Every vessel must comply with all
applicable international conventions and the regulations of the vessel’s flag state as verified by a
classification society and must successfully undergo periodic surveys, including annual, intermediate
and special surveys. If any vessel does not maintain its class, it will lose its insurance coverage and
be unable to trade, and the vessel’s owner will be in breach of relevant covenants under its
financing arrangements. Failure to maintain the class of one or more of our containerships could
have a material adverse effect on our financial condition and results of operations, as well as our
cash flows, including cash available to pay dividends to stockholders.
Our business depends upon certain members of our senior management who may not necessarily
continue to work for us.
Our future success depends to a significant extent upon our chairman and chief executive
officer, Konstantinos Konstantakopoulos, certain members of our senior management and our
managers. Mr. Konstantakopoulos has substantial experience in the container shipping industry and
has worked with us and our managers for many years. He, our managers and certain of our senior
management team are crucial to the execution of our business strategies and to the growth and
development of our business. If these individuals were no longer to be affiliated with us or our
managers, or if we were to otherwise cease to receive services from them, we may be unable to
recruit other employees with equivalent talent and experience, which could have a material adverse
effect on our financial condition and results of operations.
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Our arrangements with our chief executive officer restrict his ability to compete with us, and such
restrictive covenants generally may be unenforceable.
Konstantinos Konstantakopoulos, our chairman and chief executive officer, entered into a
restrictive covenant agreement with us on November 3, 2010, under which, except for in certain
limited circumstances, he is precluded during the term of his service and for six months thereafter
from owning containerships and from acquiring or investing in a business that owns such vessels
without first offering the same to us. It also requires him to offer certain charters to our vessels
where the charter is suitable for both our vessel and a vessel he owns outside of Costamare. In
addition, the restrictive covenant agreement is governed by English law, and English law generally
does not favor the enforcement of such restrictions which are considered contrary to public policy
and facially are void for being in restraint of trade. Our ability to enforce these restrictions, should
it ever become necessary, will depend upon us establishing that there is a legitimate proprietary
interest that is appropriate to protect, and that the protection sought is no more than is reasonable,
having regard to the interests of the parties and the public interest. We cannot give any assurance
that a court would enforce the restrictions as written by way of an injunction or that we could
necessarily establish a case for damages as a result of a violation of the restrictive covenants
agreement.
We depend on our managers to operate and expand our business and compete in our markets.
Pursuant to the Framework Agreement between Costamare Shipping Company S.A.
(“Costamare Shipping”) and us dated November 2, 2015 (the “Framework Agreement”), the
Services Agreement between Costamare Shipping Services Ltd. (“Costamare Services”) and our
vessel-owning subsidiaries dated November 2, 2015 (the “Services Agreement”) and the separate
ship-management agreements pertaining to each vessel, our managers provide us with, among other
things, certain commercial, technical and administrative services. See “Item 4. Information on the
Company—B. Business Overview—Management of Our Fleet” and “Item 7. Major Shareholders and
Related Party Transactions—B. Related Party Transactions—Management and Services
Agreements”. Our operational success and ability to execute our growth strategy depends
significantly upon our managers’ satisfactory performance of these services. Our business will be
harmed if such entities fail to perform these services satisfactorily or if they stop providing these
services. Costamare Shipping, one of our managers, also owns the Costamare trademarks, which
consist of the name “COSTAMARE” and the Costamare logo, and has agreed to license each
trademark to us on a royalty free basis for the life of the Framework Agreement. If the Framework
Agreement or the Services Agreement were to be terminated or if their terms were to be altered,
our business could be adversely affected, as we may not be able to immediately replace such
services, and even if replacement services were immediately available, the terms offered could be
less favorable than the ones offered by our managers.
Our ability to compete for and enter into new time charters and to expand our relationships
with our existing charterers depends largely on our relationship with our managers and their
reputation and relationships in the shipping industry. If our managers suffer material damage to their
reputation or relationships, it may harm the ability of us or our subsidiaries to:
• renew existing charters upon their expiration;
• obtain new charters;
• successfully interact with shipyards;
• obtain financing and other contractual arrangements with third parties on commercially
acceptable terms (therefore potentially increasing operating expenditure for the fleet);
• maintain satisfactory relationships with our charterers and suppliers;
• operate our fleet efficiently; or
• successfully execute our business strategies.
If our ability to do any of the things described above is impaired, it could have a material
adverse effect on our financial condition and results of operations, as well as our cash flows.
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We may not be able to realize expected benefits from the appointment of Blue Net Chartering
GmbH & Co. KG as chartering broker for our vessels.
On January 1, 2018, Costamare Shipping entered into a charter brokerage agreement (the
“Brokerage Agreement”), with Blue Net Chartering GmbH & Co. KG (“Blue Net”). Blue Net
provides chartering services to our vessels and the vessels acquired under the Framework Deed with
York, as well as to other third party vessels. Our chairman and chief executive officer, Konstantinos
Konstantakopoulos, indirectly controls 50% of Blue Net. See “Item 4. Information on the
Company—B. Business Overview—Chartering of Our Fleet”. While we believe that the appointment
of Blue Net as a chartering broker for our vessels will ultimately improve the charter rates at which
we charter our vessels, we may not be able to realize the expected benefits. Furthermore, any
benefits that we may ultimately gain from the arrangement may not be realized until some time has
passed.
We may not realize expected benefits from the Co-operation Agreement with V.Ships Greece, which
may negatively impact our business.
On January 7, 2013, Costamare Shipping entered into a Co-operation Agreement (the
“Co-operation Agreement”) with V.Ships Greece Ltd. (“V.Ships Greece”), a member of V.Group,
pursuant to which the two companies established a ship-management cell (the “Cell”) under V.Ships
Greece to serve as sub-manager of certain of our vessels. See “Item 4. Information on the
Company—B. Business Overview—Management of Our Fleet”. Costamare Shipping passes to us the
net profit, if any, it receives from V.Ships Greece pursuant to the Co-operation Agreement as a
refund or reduction of the management fees payable by us to Costamare Shipping. We may not
realize the anticipated benefits of the arrangement with V.Ships Greece, which include the Cell’s
effective management of certain of our vessels, the generation of net profit by the Cell, a portion of
which is passed on to us, and the reduction of our ship-management expenditures. Also, Costamare
Shipping or V.Ships Greece may terminate the Co-operation Agreement upon six months’ notice.
Our managers are privately held companies and there is little or no publicly available information
about them.
The ability of our managers to continue providing services for our benefit will depend in part
on their own financial strength. Circumstances beyond our control could impair our managers’
financial strength, and because they are privately held companies, information about their financial
strength is not publicly available. As a result, an investor in our stock might have little advance
warning of problems affecting any of our managers, even though these problems could have a
material adverse effect on us. As part of our reporting obligations as a public company, we will
disclose information regarding our managers that has a material impact on us to the extent that we
become aware of such information.
Our chairman and chief executive officer has affiliations with our managers and others that could
create conflicts of interest between us and our managers or other entities in which he has an
interest.
Costamare Shipping, Costamare Services and Shanghai Costamare which provide services to our
vessels and/or to our vessel-owning subsidiaries under the Framework Agreement, the Services
Agreement and the separate ship management agreements, are directly or indirectly controlled by
our chairman and chief executive officer, Konstantinos Konstantakopoulos or his family. Our
chairman and chief executive officer also controls 50% of Blue Net which provides charter
brokerage services to our vessels under the Brokerage Agreement. The terms of the Framework
Agreement, the Services Agreement, the separate ship management agreements and the Brokerage
Agreement were not negotiated at arm’s length by non-related third parties. Accordingly, the terms
may be less favorable to the Company than if such terms were obtained from a non-related third
party. Additionally, Konstantinos Konstantakopoulos, our chairman and chief executive officer, is the
owner as at February 23, 2018 of approximately 19.4% of our common stock, and this relationship
could create conflicts of interest between us, on the one hand, and our affiliated managers or service
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providers, on the other hand. These conflicts, which are addressed in the Framework Agreement, the
Services Agreement, the separate ship management agreements, the Brokerage Agreement and the
restrictive covenant agreement between us and our chairman and chief executive officer, may arise
in connection with the chartering, purchase, sale and operation of the vessels in our fleet versus
vessels owned or chartered-in by other companies, including companies affiliated with our chairman
and chief executive officer. These conflicts of interest may have an adverse effect on our results of
operations. See “Item 4. Information on the Company—B. Business Overview—Management of Our
Fleet” and “Item 7. Major Shareholders and Related Party Transactions—B. Related Party
Transactions—Restrictive Covenant Agreements”.
Our chairman and chief executive officer, Konstantinos Konstantakopoulos, holds a passive
interest in certain companies controlled by the family of Dimitrios Lemonidis that own seven
containerships comparable to 17 of our vessels (including five vessels acquired under the Framework
Deed) and may acquire additional vessels. Additionally, one of our non-independent board members,
Konstantinos Zacharatos, holds a passive minority interest in certain companies controlled by the
family of Mr. Lemonidis that own three containerships comparable to seven of our vessels (including
three vessels acquired under the Framework Deed) and may acquire additional vessels. These vessels
may compete with the Company’s vessels for chartering opportunities. These investments were
entered into following the review and approval of our Audit Committee and Board of Directors.
“Item 7. Major Shareholders and Related Party Transactions—B. Related Party Transactions—Other
Transactions”.
Certain of our managers are permitted to, and are actively seeking to, provide management services
to vessels owned by third parties that compete with us, which could result in conflicts of interest or
otherwise adversely affect our business.
Shanghai Costamare is not prohibited from providing management services to vessels owned by
third parties, including related parties that may compete with us for charter opportunities. The Cell
under V.Ships Greece provides and actively seeks to provide management services to vessels owned
by third parties that may compete with us. Costamare Shipping provides management services in
respect of the Joint Venture vessels that are similar to and compete with our vessels. In addition to
providing brokerage services to our vessels and the vessels acquired pursuant to the Framework
Deed, Blue Net provides brokerage services to third party vessels, including vessels that are similar
to and compete with our vessels. These third party vessels include vessels owned by Peter Dohle
Schffahrs-KG (“Dohle”), a German integrated ship owner and manager, which also controls 50% of
Blue Net. Our managers’ provision of management services to third parties, including related parties,
that may compete with our vessels could give rise to conflicts of interest or adversely affect the
ability of these managers to provide the level of service that we require. Conflicts of interest with
respect to certain services, including sale and purchase and chartering activities, among others, may
have an adverse effect on our results of operations. Shanghai Costamare has only provided
management services to third parties in a limited number of cases in the past and currently does not
provide any such services to third parties other than to three vessels acquired under the Framework
Deed with York.
Our vessels may call at ports located in countries that are subject to restrictions imposed by the
United States government, the European Union, the United Nations and other governments, which
could negatively affect the trading price of our shares of common stock.
The United States, the European Union, the United Nations and other governments and their
agencies impose sanctions and embargoes on certain countries and maintain lists of countries,
individuals or entities they consider to be state sponsors of terrorism, involved in prohibited
development of certain weapons or engaged in human rights violations. From time to time on
charterers’ instructions, our vessels have called and may again call at ports located in countries
subject to sanctions and embargoes imposed by the United States, the European Union, the
United Nations and other governments and their agencies, including ports in Iran6and Syria.
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The sanctions and embargo laws and regulations vary in their application, as they do not all
apply to the same covered persons or proscribe the same activities, and such sanctions and embargo
laws and regulations may be amended, strengthened or lifted over time. The United States sanctions
administered by the Office of Foreign Assets Control (“OFAC”) of the U.S. Department of the
Treasury principally apply, with limited exception, to U.S. persons (defined as any United States
citizen, permanent resident alien, entity organized under the laws of the United States or any
jurisdiction within the United States, or any person in the United States) only, not to non-U.S.
companies. The United States can, however, extend sanctions liability to non-U.S. persons, including
non-U.S. companies, such as our Company.
For example, in 2010, the United States enacted the Comprehensive Iran Sanctions
Accountability and Divestment Act (“CISADA”), which expanded the scope of the former Iran
Sanctions Act. Among other things, CISADA expands the application of the prohibitions to non-
U.S. companies, such as the Company, and introduces limits on the ability of companies and persons
to do business or trade with Iran when such activities relate to the investment, supply or export of
refined petroleum or petroleum products. In 2012, President Obama signed Executive Order 13608
which prohibits foreign persons from violating or attempting to violate, or causing a violation of any
sanctions in effect against Iran or facilitating any deceptive transactions for or on behalf of any
person subject to U.S. sanctions. The Secretary of the Treasury may prohibit any transactions or
dealings, including any U.S. capital markets financing, involving any person found to be in violation
of Executive Order 13608. Also in 2012, the U.S. enacted the Iran Threat Reduction and Syria
Human Rights Act of 2012 (the “ITRA”), which created new sanctions and strengthened existing
sanctions. Among other things, the ITRA intensifies existing sanctions regarding the provision of
goods, services, infrastructure or technology to Iran’s petroleum or petrochemical sector. The ITRA
also includes a provision requiring the President of the United States to impose five or more
sanctions from Section 6(a) of the Iran Sanctions Act, as amended, on a person the President
determines is a controlling beneficial owner of, or otherwise owns, operates, or controls or insures a
vessel that was used to transport crude oil from Iran to another country and (1) if the person is a
controlling beneficial owner of the vessel, the person had actual knowledge the vessel was so used or
(2) if the person otherwise owns, operates, or controls or insures the vessel, the person knew or
should have known the vessel was so used. Such a person could be subject to a variety of sanctions,
including exclusion from U.S. capital markets, exclusion from financial transactions subject to U.S.
jurisdiction, and exclusion of that person’s vessels from U.S. ports for up to two years. The ITRA
also includes a requirement that issuers of securities must disclose to the SEC in their annual and
quarterly reports filed after February 6, 2013 if the issuer or “any affiliate” has “knowingly” engaged
in certain sanctioned activities involving Iran during the timeframe covered by the report. Finally, in
January 2013, the U.S. enacted the Iran Freedom and Counter-Proliferation Act of 2012 (the
“IFCA”), which expanded the scope of U.S. sanctions on any person that is part of Iran’s energy,
shipping or shipbuilding sector and operators of ports in Iran, and imposes penalties on any person
who facilitates or otherwise knowingly provides significant financial, material or other support to
these entities.
The United States can also remove sanctions it has previously imposed. On January 16, 2016,
the United States suspended certain sanctions against Iran applicable to non-U.S. companies, such as
us, pursuant to the nuclear agreement reached between Iran, China, France, Germany, Russia, the
United Kingdom, the United States and the European Union. To implement these changes,
beginning on January 16, 2016, the United States waived enforcement as to non-U.S. companies of
many of the sanctions against Iran’s energy and petrochemical sectors described above, among other
things, including certain provisions of CISADA, ITRA, and IFCA. While non-U.S. companies
including our charterers may now engage in certain business or trade with Iran that was previously
prohibited, the U.S. has the ability to reimpose sanctions against Iran if, in the future, Iran does not
comply with its obligations under the nuclear agreement, and non-U.S. companies are still prohibited
from engaging in significant transactions with Iranian persons or entities that are on the Specially
Designated Nationals (“SDN”) List.
From January 2011 through December 2017, vessels in our fleet made a total of 60 calls to
ports in Iran and Syria, representing approximately 0.2% of our approximately 32,964 calls on
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worldwide ports, including 2,351 calls made by vessels owned pursuant to the Framework Deed with
York, and may again call on ports located in countries subject to sanctions and embargoes imposed
by the United States government as state sponsors of terrorism. Although we believe that we were
and are in compliance with all applicable sanctions and embargo laws and regulations, and intend to
continue to maintain such compliance, there can be no assurance that we will be in compliance in
the future, particularly as the scope of certain laws may be expanded and subject to changing
interpretations. Any such violation could result in fines or other penalties, could limit our ability to
trade to the United States and other countries or charter our vessels, could limit our ability to
obtain financing and could result in some investors deciding, or being required, to divest their
interest, or not to invest, in the Company. In addition, if we have a casualty in sanctioned locations,
including Iran, our underwriters may not provide required security which could lead to the detention
and subsequent loss of our vessel and the imprisonment of our crew, and our insurance policies may
not cover the costs and losses associated with the incident. Additionally, some investors may decide
to divest their interest, or not to invest, in the Company simply because we do business with
companies that do business in sanctioned countries. Moreover, our charterers may violate applicable
sanctions and embargo laws and regulations as a result of actions that may involve our vessels, and
could result in fines or other penalties against the Company for failing to prevent those violations,
could limit our ability to trade to the United States and other countries or charter our vessels, could
limit our ability to obtain financing and could in turn negatively affect our reputation. Investor
perception of the value of our common stock may also be adversely affected by the consequences of
war, the effects of terrorism, civil unrest and governmental actions in these and surrounding
countries.
Failure to comply with the U.S. Foreign Corrupt Practices Act and other anti-bribery legislation in
other jurisdictions could result in fines, criminal penalties, contract terminations and an adverse
effect on our business.
We may operate in a number of countries through the world, including countries known to have
a reputation for corruption. We are committed to doing business in accordance with applicable anti-
corruption laws and have adopted a code of business conduct and ethics which is consistent and in
full compliance with the U.S. Foreign Corrupt Practices Act of 1977 (the “FCPA”). We are subject,
however, to the risk that we, our affiliated entities or our or their respective officers, directors,
employees and agents may take actions determined to be in violation of such anti-corruption laws,
including the FCPA. Any such violation could result in substantial fines, sanctions, civil and/or
criminal penalties, curtailment of operations in certain jurisdictions, and might adversely affect our
business, results of operations or financial condition. In addition, actual or alleged violations could
damage our reputation and ability to do business. Furthermore, detecting, investigating, and
resolving actual or alleged violations is expensive and can consume significant time and attention of
our senior management.
We are a Marshall Islands corporation, and the Marshall Islands does not have a well developed
body of corporate law or a bankruptcy act, and as a result, stockholders may have fewer rights and
protections under Marshall Islands law than under the laws of a jurisdiction in the United States.
Our corporate affairs are governed by our articles of incorporation and bylaws and by the
Marshall Islands Business Corporations Act (the “BCA”). The provisions of the BCA are similar to
provisions of the corporation laws of a number of states in the United States, most notably
Delaware. The BCA also provides that it is to be applied and construed to make it uniform with the
laws of Delaware and other states of the United States that have substantially similar laws. In
addition, so long as it does not conflict with the BCA or decisions of the Marshall Islands courts,
the BCA is to be interpreted according to the non-statutory law (or case law) of the State of
Delaware and other states of the United States that have substantially similar laws. There have
been, however, few court cases in the Marshall Islands interpreting the BCA, in contrast to
Delaware, which has a well-developed body of case law interpreting its corporate law statutes.
Accordingly, we cannot predict whether Marshall Islands courts would reach the same conclusions as
the courts in Delaware or such other states of the United States. For example, the rights and
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fiduciary responsibilities of directors under the laws of the Marshall Islands are not as clearly
established as the rights and fiduciary responsibilities of directors under statutes or judicial precedent
in existence in the relevant U.S. jurisdictions. Stockholder rights may differ as well. As a result, our
public stockholders may have more difficulty in protecting their interests in the face of actions by
the management, directors or controlling stockholders than would stockholders of a corporation
incorporated in a U.S. jurisdiction.
The Marshall Islands has no established bankruptcy act, and as a result, any bankruptcy action
involving our company would have to be initiated outside the Marshall Islands, and our public
stockholders may find it difficult or impossible to pursue their claims in such other jurisdictions.
It may be difficult or impossible to enforce service of process and enforcement of judgments against
us and our officers and directors.
We are a Marshall Islands corporation and all of our subsidiaries are, and will likely be,
incorporated in jurisdictions outside the United States. In addition, our executive offices are located
outside of the United States in Monaco. All of our directors and officers reside outside of the
United States, and all or a substantial portion of our assets and the assets of most of our officers
and directors are, and will likely be, located outside of the United States. As a result, it may be
difficult or impossible for U.S. investors to serve legal process within the United States upon us or
any of these persons or to enforce a judgment against us for civil liabilities in U.S. courts. In
addition, you should not assume that courts in the countries in which we or our subsidiaries are
incorporated or where our or our subsidiaries’ assets are located (1) would enforce judgments of
U.S. courts obtained in actions against us or our subsidiaries based upon the civil liability provisions
of applicable U.S. Federal and state securities laws or (2) would enforce, in original actions,
liabilities against us or our subsidiaries based on those laws.
There is also substantial doubt that the courts of the Marshall Islands or Monaco would enter
judgments in original actions brought in those courts predicated on U.S. Federal or state securities laws.
Risks Relating to our Securities
The price of our securities may be volatile
The price of our equity securities may be volatile and may fluctuate due to various factors
including:
• actual or anticipated fluctuations in quarterly and annual results;
• fluctuations in the seaborne transportation industry, including fluctuations in the containership
market;
• our payment of dividends;
• mergers and strategic alliances in the shipping industry;
• changes in governmental regulations or maritime self-regulatory organization standards;
• shortfalls in our operating results from levels forecasted by securities analysts;
• announcements concerning us or our competitors;
• general economic conditions;
• terrorist acts;
• future sales of our stock or other securities;
• investors’ perceptions of us and the international container shipping industry;
• the general state of the securities markets; and
• other developments affecting us, our industry or our competitors.
The containership sector of the shipping industry has been highly unpredictable and volatile.
Securities markets worldwide are experiencing significant price and volume fluctuations. The market
price for our securities may also be volatile. This market volatility, as well as general economic,
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market or political conditions, could reduce the market price of our securities in spite of our
operating performance. Consequently, you may not be able to sell our securities at prices equal to
or greater than those at which you pay or paid.
Our management is required to devote substantial time to complying with public company
regulations.
As a public company, we incur significant legal, accounting and other expenses. In addition, the
Sarbanes-Oxley Act of 2002 (“Sarbanes-Oxley”) as well as rules subsequently adopted by the SEC
and the New York Stock Exchange (“NYSE”), including the Dodd-Frank Wall Street Reform and
Consumer Protection Act of 2010, have imposed various requirements on public companies,
including changes in corporate governance practices. Our directors, management and other personnel
devote a substantial amount of time to comply with these requirements and compliance with these
rules and regulations relating to public companies result in legal and financial compliance costs.
Sarbanes-Oxley requires, among other things, that we maintain and periodically evaluate our
internal control over financial reporting and disclosure controls and procedures. In particular, under
Section 404 of Sarbanes-Oxley, we are required to include in each of our annual reports on
Form 20-F a report containing our management’s assessment of the effectiveness of our internal
control over financial reporting and a related attestation of our independent auditors. We have
undertaken the required review to comply with Section 404, including the documentation, testing and
review of our internal controls under the direction of our management. While we did not identify
any material weaknesses or significant deficiencies in our internal controls under the current
assessment, we cannot be certain at this time that all our controls will be considered effective in
future assessments. Therefore, we can give no assurances that our internal control over financial
reporting will satisfy the new regulatory requirements in the future.
We are a “foreign private issuer” and “controlled company” under the NYSE rules, and as such we
are entitled to exemption from certain NYSE corporate governance standards, and you may not
have the same protections afforded to stockholders of companies that are subject to all of the NYSE
corporate governance requirements.
We are a “foreign private issuer” under the securities laws of the United States and the rules of
the NYSE. Under the securities laws of the United States, “foreign private issuers” are subject to
different disclosure requirements than U.S. domiciled registrants, as well as different financial
reporting requirements. Under the NYSE rules, a “foreign private issuer” is subject to less stringent
corporate governance requirements. Subject to certain exceptions, the rules of the NYSE permit a
“foreign private issuer” to follow its home country practice in lieu of the listing requirements of the
NYSE. In addition, members of the Konstantakopoulos family continue to own, in the aggregate, a
majority of our outstanding common stock. As a result, we are a “controlled company” within the
meaning of the NYSE corporate governance standards. Under the NYSE rules, a company of which
more than 50% of the voting power is held by another company or group is a “controlled company”
and may elect not to comply with certain NYSE corporate governance requirements, including
(1) the requirement that a majority of the board of directors consist of independent directors,
(2) the requirement that the nominating committee be composed entirely of independent directors
and have a written charter addressing the committee’s purpose and responsibilities, (3) the
requirement that the compensation committee be composed entirely of independent directors and
have a written charter addressing the committee’s purpose and responsibilities and (4) the
requirement of an annual performance evaluation of the nominating and corporate governance and
compensation committees. As permitted by these exemptions, as well as by our bylaws and the laws
of the Marshall Islands, we currently have a board of directors with a majority of non-independent
directors, an audit committee comprised solely of two independent directors and a combined
corporate governance, nominating and compensation committee with one non-independent director
serving as a committee chairman. As a result, non-independent directors, including members of our
management who also serve on our board of directors, may, among other things, fix the
compensation of our management, make stock and option awards and resolve governance issues
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regarding our company. Accordingly, in the future you may not have the same protections afforded
to stockholders of companies that are subject to all of the NYSE corporate governance
requirements.
Future sales of our equity securities could cause the market price of our securities to decline.
Sales of a substantial number of shares of our equity securities in the public market, or the
perception that these sales could occur, may depress the market price for our securities. These sales
could also impair our ability to raise additional capital through the sale of our equity securities in
the future.
On July 6, 2016, we implemented a dividend reinvestment plan (the “Dividend Reinvestment
Plan”) that offers holders of our common stock the opportunity to purchase additional shares by
having their cash dividends automatically reinvested in our common stock. Subject to the rules of
the NYSE, in the future, we may issue, in addition to the shares to be issued under our Dividend
Reinvestment Plan and the shares to be issued under the Services Agreement, additional shares of
common stock, and other equity securities of equal or senior rank, without stockholder approval, in
a number of circumstances. On May 31, 2017, we completed a follow-on offering for the sale of
13.5 million of our common shares. During the year ended December 31, 2017, we have issued
3,682,704 new shares under the Dividend Reinvestment Plan. In addition, during the year ended
December 31, 2017, we have issued 598,400 common shares to Costamare Services in payment of
services rendered under the Services Agreement.
The issuance by us of additional shares of common stock or other equity securities of equal or
senior rank would have the following effects:
• our existing stockholders’ proportionate ownership interest in us will decrease;
• the dividend amount payable per share on our securities may be lower;
• the relative voting strength of each previously outstanding share may be diminished; and
• the market price of our securities may decline.
Our stockholders also may elect to sell large numbers of shares held by them from time to
time. The number of shares of common stock and Preferred Stock available for sale in the public
market will be limited by restrictions applicable under securities laws, and agreements that we and
our executive officers, directors and existing stockholders may enter into with the underwriters at the
time of an offering. Subject to certain exceptions, these agreements generally restrict us and our
executive officers, directors and existing stockholders from directly or indirectly offering, selling,
pledging, hedging or otherwise disposing of our equity securities or any security that is convertible
into or exercisable or exchangeable for our equity securities and from engaging in certain other
transactions relating to such securities for an agreed period after the date of an offering prospectus
without the prior written consent of the underwriters.
Our Preferred Stock is subordinated to our debt obligations and pari passu with each other, and
your interests could be diluted by the issuance of additional shares of preferred stock, including
additional Series B, Series C, Series D and Series E Preferred Stock, and by other transactions.
Our Preferred Stock is subordinated to all of our existing and future indebtedness. As of
December 31, 2017, we had outstanding indebtedness, including our lease obligations, of approximately
$1.23 billion. Our existing indebtedness restricts, and our future indebtedness may include restrictions on,
our ability to pay dividends to preferred stockholders. Our charter currently authorizes the issuance of
up to 100 million shares of preferred stock in one or more classes or series. Of this preferred stock,
75.4 million shares remain available for issuance after giving effect to the designation of 10 million
shares as Series A Participating Preferred Stock in connection with our adoption of a stockholder rights
plan, the issuance of two million shares as Series B Preferred Stock, the issuance of four million shares
as Series C Preferred Stock, the issuance of four million shares as Series D Preferred Stock and the
issuance of four million six hundred thousand shares as Series E Preferred Stock. The issuance of
additional preferred stock on a parity with or senior to our Preferred Stock would dilute the interests of
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the holders of our Preferred Stock, and any issuance of preferred stock senior to or on a parity with our
Preferred Stock or of additional indebtedness could affect our ability to pay dividends on, redeem or
pay the liquidation preference on our Preferred Stock. No provisions relating to our Preferred Stock
protect the holders of our Preferred Stock in the event of a highly leveraged or other transaction,
including a merger or the sale, lease or conveyance of all or substantially all our assets or business,
which might adversely affect the holders of our Preferred Stock.
Holders of Preferred Stock have extremely limited voting rights.
Our common stock is the only class of our stock carrying full voting rights. Holders of the
Preferred Stock generally have no voting rights except (1) in respect of amendments to the Articles
of Incorporation which would adversely alter the preferences, powers or rights of the Preferred
Stock or (2) in the event that the Company proposes to issue any parity stock if the cumulative
dividends payable on outstanding Preferred Stock are in arrears or any senior stock. However, if and
whenever dividends payable on the Preferred Stock are in arrears for six or more quarterly periods,
whether or not consecutive, holders of Preferred Stock (for this purpose the Series B, Series C and
Series D Preferred Stock will vote together as a single class with all other classes or series of parity
stock upon which like voting rights have been conferred and are exercisable) will be entitled to elect
one additional director to serve on our board of directors, and the size of our board of directors will
be increased as needed to accommodate such change (unless the size of our board of directors
already has been increased by reason of the election of a director by holders of parity stock upon
which like voting rights have been conferred and with which the Preferred Stock voted as a class for
the election of such director). The right of such holders of Preferred Stock to elect a member of our
board of directors will continue until such time as all accumulated and unpaid dividends on the
Preferred Stock have been paid in full.
The Preferred Stock represents perpetual equity interests and you will have no right to receive any
greater payment than the liquidation preference regardless of the circumstances.
The Preferred Stock represents perpetual equity interests in us and, unlike our indebtedness,
will not give rise to a claim for payment of a principal amount at a particular date. As a result,
holders of the Preferred Stock may be required to bear the financial risks of an investment in the
Preferred Stock for an indefinite period of time.
The payment due to a holder of Preferred Stock upon a liquidation is fixed at the redemption
preference of $25.00 per share plus accumulated and unpaid dividends to the date of liquidation. If,
in the case of our liquidation, there are remaining assets to be distributed after payment of this
amount, you will have no right to receive or to participate in these amounts. Furthermore, if the
market price for your Preferred Stock is greater than the liquidation preference, you will have no
right to receive the market price from us upon our liquidation.
Members of the Konstantakopoulos family are our principal existing stockholders and will control
the outcome of matters on which our stockholders are entitled to vote; their interests may be
different from yours.
Members of the Konstantakopoulos family own as at February 23, 2018, directly or indirectly,
approximately 55.0% of our outstanding common stock, in the aggregate. These stockholders will be
able to control the outcome of matters on which our stockholders are entitled to vote, including the
election of our entire board of directors and other significant corporate actions. The interests of
each of these stockholders may be different from yours.
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Anti-takeover provisions in our organizational documents could make it difficult for our
stockholders to replace or remove our current board of directors or could have the effect of
discouraging, delaying or preventing a merger or acquisition, which could adversely affect the
market price of the shares of our common stock.
Several provisions of our articles of incorporation and bylaws could make it difficult for our
stockholders to change the composition of our board of directors in any one year, preventing them
from changing the composition of our management. In addition, the same provisions may discourage,
delay or prevent a merger or acquisition that stockholders may consider favorable.
These provisions:
• authorize our board of directors to issue “blank check” preferred stock without stockholder
approval;
• provide for a classified board of directors with staggered, three-year terms;
• prohibit cumulative voting in the election of directors;
• authorize the removal of directors only for cause and only upon the affirmative vote of the
holders of a majority of the outstanding stock entitled to vote for those directors;
• prohibit stockholder action by written consent unless the written consent is signed by all
stockholders entitled to vote on the action; and
• establish advance notice requirements for nominations for election to our board of directors
or for proposing matters that can be acted on by stockholders at stockholder meetings.
We have adopted a stockholder rights plan pursuant to which our board of directors may cause
the substantial dilution of the holdings of any person that attempts to acquire us without the
approval of our board of directors.
These anti-takeover provisions, including the provisions of our stockholder rights plan, could
substantially impede the ability of public stockholders to benefit from a change in control and, as a
result, may adversely affect the market price of our common stock and your ability to realize any
potential change of control premium.
Tax Risks
In addition to the following risk factors, you should read “Item 10. Additional Information—E.
Tax Considerations—Marshall Islands Tax Considerations”, “Item 10. Additional Information—E.
Tax Considerations—Liberian Tax Considerations” and “Item 10. Additional Information—E. Tax
Considerations—United States Federal Income Tax Considerations” for a more complete discussion
of the material Marshall Islands, Liberian and U.S. Federal income tax consequences of owning and
disposing of our common stock and Preferred Stock.
We may have to pay tax on U.S.-source income, which would reduce our earnings.
Under the United States Internal Revenue Code of 1986, as amended (the “Code”), the U.S.
source gross transportation income of a ship-owning or chartering corporation, such as ourselves, is
subject to a 4% U.S. Federal income tax without allowance for deduction, unless that corporation
qualifies for exemption from tax under Section 883 of the Code and the Treasury Regulations
promulgated thereunder. U.S. source gross transportation income consists of 50% of the gross
shipping income that is attributable to transportation that begins or ends, but that does not both
begin and end, in the United States.
We believe that we have qualified and currently intend to continue to qualify for this statutory
tax exemption for the foreseeable future. However, no assurance can be given that this will be the
case. If we or our subsidiaries are not entitled to this exemption under Section 883 for any taxable
year, we or our subsidiaries would be subject for those years to a 4% U.S. Federal income tax on
our U.S. source gross transportation income. The imposition of this taxation could have a negative
effect on our business and would result in decreased earnings available for distribution to our
stockholders. Some of our time charters contain provisions pursuant to which charterers undertake
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to reimburse us for the 4% gross basis tax on our U.S. source gross transportation income. For a
more detailed discussion, see “Item 10. Additional Information—E. Tax Considerations—
United States Federal Income Tax Considerations—Taxation of Our Shipping Income”.
If we were treated as a “passive foreign investment company”, certain adverse U.S. Federal income
tax consequences could result to U.S. stockholders.
A foreign corporation will be treated as a “passive foreign investment company” (“PFIC”), for
U.S. Federal income tax purposes if at least 75% of its gross income for any taxable year consists of
certain types of “passive income”, or at least 50% of the average value of the corporation’s assets
produce or are held for the production of those types of “passive income”. For purposes of these
tests, “passive income” includes dividends, interest, and gains from the sale or exchange of
investment property and rents and royalties other than rents and royalties that are received from
unrelated parties in connection with the active conduct of a trade or business. For purposes of these
tests, income derived from the performance of services does not constitute “passive income”. U.S.
stockholders of a PFIC are subject to a disadvantageous U.S. Federal income tax regime with
respect to the income derived by the PFIC, the distributions they receive from the PFIC, and the
gain, if any, they derive from the sale or other disposition of their shares in the PFIC. If we are
treated as a PFIC for any taxable year, we will provide information to U.S. stockholders who
request such information to enable them to make certain elections to alleviate certain of the adverse
U.S. Federal income tax consequences that would arise as a result of holding an interest in a PFIC.
Based on our proposed method of operation, we do not believe that we will be a PFIC with
respect to any taxable year. In this regard, we intend to treat the gross income we derive or are
deemed to derive from our time chartering activities as services income, rather than rental income.
Accordingly, we believe that our income from our time chartering activities does not constitute
“passive income”, and the assets that we own and operate in connection with the production of that
income do not constitute passive assets. Our counsel, Cravath, Swaine & Moore LLP, is of the
opinion that we should not be a PFIC based on certain assumptions made by them as well as certain
representations we made to them regarding the composition of our assets, the source of our income,
and the nature of our operations.
There is, however, no legal authority under the PFIC rules addressing our proposed method of
operation. Accordingly, no assurance can be given that the U.S. Internal Revenue Service (the
“IRS”) or a court of law will accept our position, and there is a risk that the IRS or a court of law
could determine that we are a PFIC. Moreover, no assurance can be given that we would not
constitute a PFIC for any future taxable year if there were to be changes in the nature and extent
of our operations.
If the IRS were to find that we are or have been a PFIC for any taxable year, U.S.
stockholders would face adverse tax consequences. Under the PFIC rules, unless those stockholders
make certain elections available under the Code, such stockholders would be liable to pay U.S.
Federal income tax at the then prevailing income tax rates on ordinary income plus interest upon
excess distributions and upon any gain from the disposition of our common stock or Preferred Stock,
as if the excess distribution or gain had been recognized ratably over the stockholder’s holding
period. Please read “Item 10. Additional Information—E. Tax Considerations—United States
Federal Income Tax Considerations—Taxation of United States Holders—PFIC Status” for a more
detailed discussion of the U.S. Federal income tax consequences to U.S. stockholders if we are
treated as a PFIC.
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ITEM 4. INFORMATION ON THE COMPANY
A. History and Development of the Company
Costamare Inc. was incorporated in the Republic of the Marshall Islands on April 21, 2008
under the Marshall Islands Business Corporations Act. We are controlled by members of the
Konstantakopoulos family, which has a long history of operating and investing in the international
shipping industry, including a long history of vessel ownership. We were founded in 1974 and
initially owned and operated drybulk carrier vessels. In 1984 we became the first Greek-owned
company to enter the containership market and, since 1992, we have focused exclusively on
containerships. After assuming management of our company in 1998, Konstantinos
Konstantakopoulos has concentrated on building a large, modern and reliable containership fleet run
and supported by highly skilled, experienced and loyal personnel. Under Konstantinos
Konstantakopoulos’s leadership, we have continued to foster a company culture focusing on
excellent customer service, industry leadership and innovation.
In November 2010, we completed an initial public offering of our common stock in the
United States and our common stock began trading on the NYSE on November 4, 2010 under the
ticker symbol “CMRE”. On March 27, 2012, October 19, 2012, December 5, 2016 and May 31, 2017,
we completed four follow-on public offerings of our common stock. On August 7, 2013, we
completed a public offering of our Series B Preferred Stock, on January 21, 2014, we completed a
public offering of our Series C Preferred Stock, on May 13, 2015, we completed a public offering of
our Series D Preferred Stock and on January 30, 2018, we completed a public offering of our Series
E Preferred Stock. On July 6, 2016, we implemented a Dividend Reinvestment Plan that offers
holders of our common stock the opportunity to purchase additional shares by having their cash
dividends automatically reinvested in our common stock at a discount to current market price.
Under the Framework Deed entered into in May 2013 and amended and restated in May 2015,
we have agreed with York to invest in newbuild and secondhand container vessels through jointly
held companies, thereby increasing our ability to expand our operations while diversifying our risk.
The joint venture established by the Framework Deed is expected to be each party’s exclusive joint
venture for the acquisition of vessels in the containership industry during the commitment period
ending May 15, 2020, unless terminated earlier in certain circumstances (although we may acquire
vessels outside the joint venture where York rejects a vessel acquisition opportunity). If York
decides to participate in a new vessel acquisition, we will hold a 25% to 75% equity interest in such
vessel. As of February 23, 2018, the joint venture had executed transactions with capital expenditure
commitments of approximately $1.17 billion. As of the same date, Costamare and York had made
payments of approximately $1.14 billion, which includes $821.2 million of debt and lease proceeds.
As of the same date, the remaining installments for the one newbuild ordered under the Framework
Deed with York were $30.6 million, out of which we had secured debt and lease financing for
$28.4 million. As part of the Framework Deed, we hold a minority stake in the existing Joint
Venture vessels and expect to hold a stake of 25% to 75% in future Joint Venture vessels. For
more information on the Company’s capital expenditures and divestitures, see Note 13 to our
consolidated financial statements included elsewhere in this annual report.
We maintain our principal executive offices at 7 rue du Gabian, MC 98000 Monaco. Our
telephone number at that address is +377 93 25 09 40. Our registered address in the Marshall Islands
is Trust Company Complex, Ajeltake Road, Ajeltake Island, Majuro, Marshall Islands MH96960.
The name of our registered agent at such address is The Trust Company of the Marshall Islands,
Inc.
B. Business Overview
General
We are an international owner of containerships, chartering our vessels to many of the world’s
largest liner companies. As of February 23, 2018, we had a fleet of 71 containerships with a total
capacity of approximately 466,000 TEU, including one newbuild on order, making us one of the
largest public containership companies in the world based on total TEU capacity. At that date, our
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fleet consisted of (i) 70 vessels in the water, aggregating approximately 462,000 TEU and (ii) one
newbuild vessel of 3,800 TEU that is scheduled to be delivered to us through the second quarter of
2018, based on the current shipyard schedule. As of February 23, 2018, 18 of our containerships,
including one newbuild on order, have been acquired pursuant to the Framework Deed with York
by vessel-owning joint venture entities in which we hold a minority equity interest. See “Item 4.
Information on the Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild
Vessels”.
Our strategy is to time-charter our containerships to a geographically diverse, financially strong
and loyal group of leading liner companies. We aim to operate our containerships under long-term,
fixed-rate time charters, to the extent available, to avoid seasonal variations in demand. Our
containerships have very low unscheduled off-hire days, with fleet utilization levels, excluding
scheduled dry dockings, of 99.7%, 99.9% and 99.7% in 2015, 2016 and 2017, respectively. Over the
last three years our largest customers by revenue were A.P. Moller-Maersk, MSC, Evergreen,
Hapag Lloyd and COSCO. As of February 23, 2018, the average (weighted by TEU capacity)
remaining time-charter duration for our fleet of 71 containerships, including 18 vessels acquired
under the Framework Deed, was approximately 2.9 years, based on the remaining fixed terms and
assuming the exercise of any owner’s options and the non-exercise of any charterer’s options under
our containerships’ charters. As of February 23, 2018, our fixed-term charters represented an
aggregate of approximately 1.2 billion of contracted revenue, assuming the earliest redelivery dates
possible and 365 revenue days per annum per containership (which amount includes our ownership
percentage of contracted revenue for the Joint Venture vessels (currently $351.1 million)) and the
exercise of the owner’s unilateral extension options. Ten of these charters include an option
exercisable by either party to extend the term: five wholly-owned vessels for two one-year periods at
the same charter rate, which represents $152.4 million of potential contracted revenue, and five Joint
Venture vessels for a three-year period and a subsequent two-year period at the same charter rate,
which represents $170.5 million of potential contracted revenue that is attributable to our share of
the relevant vessel-owning entities. In addition, we have charters for two wholly-owned vessels,
which include an option to extend the charters for subsequent one-year periods at market rate plus
$1,100 per vessel per day.
As described below, our vessels are managed by Costamare Shipping which is controlled by our
chairman and chief executive officer. Costamare Shipping may subcontract certain services to other
affiliated managers (such as Shanghai Costamare), or to V.Ships Greece or, subject to our consent,
to other third party managers. We believe that having several management companies, both affiliate
and third party, provides us with a deep pool of operational management in multiple locations with
market-specific experience and relationships, as well as the geographic flexibility needed to manage
and crew our large and diverse fleet so as to provide a high level of service, while remaining cost-
effective.
Our Fleet, Acquisitions and Newbuild Vessels
Our Fleet
The table below provides additional information, as of February 23, 2018, about our fleet of
71 containerships, including one newbuild on order, of which 18 containerships, including the
newbuild on order, have been acquired pursuant to the Framework Deed with York. Some of our
vessels, including some of the vessels acquired pursuant to the Framework Deed, are subject to sale
and leaseback transactions as indicated here below.
Vessel Name
1
2
3
4
TRITON(i)(ii)
TITAN(i)(ii)
TALOS(i)(ii)
TAURUS(i)(ii)
Year
Built
2016
2016
2016
2016
Capacity
(TEU)
14,424
14,424
14,424
14,424
Current Daily
Charter Rate(1)
(U.S. dollars)
(*)
(*)
(*)
(*)
Expiration of
Charter(2)
March 2026
April 2026
July 2026
August 2026
Charterer
Evergreen
Evergreen
Evergreen
Evergreen
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17308
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
Vessel Name
THESEUS(i)(ii)
CAPE AKRITAS(i)
CAPE TAINARO(i)
CAPE KORTIA(i)
CAPE SOUNIO(i)
CAPE ARTEMISIO(i)
COSCO GUANGZHOU
COSCO NINGBO
COSCO YANTIAN
COSCO BEIJING
COSCO HELLAS
MSC AZOV(ii)
MSC AJACCIO(ii)
MSC AMALFI(ii)
MSC ATHENS(ii)
MSC ATHOS(ii)
VALOR
VALUE
VALIANT
VALENCE
VANTAGE
NAVARINO
Charterer
Evergreen
CMA CGM
OOCL
Evergreen
(*)
Hapag Lloyd
COSCO
COSCO
COSCO
COSCO
COSCO
MSC
MSC
MSC
MSC
MSC
Evergreen
Evergreen
Evergreen
Evergreen
Evergreen
PIL
MAERSK KOWLOON
A.P. Moller-Maersk
MAERSK KAWASAKI
A.P. Moller-Maersk
MAERSK KURE
A.P. Moller-Maersk
NILEDUTCH PANTHER
MSC METHONI
NileDutch
MSC
SEALAND NEW YORK
A.P. Moller-Maersk
MAERSK KOBE
A.P. Moller-Maersk
SEALAND WASHINGTON
A.P. Moller-Maersk
SEALAND MICHIGAN
A.P. Moller-Maersk
SEALAND ILLINOIS
A.P. Moller-Maersk
MAERSK KOLKATA
A.P. Moller-Maersk
MSC KINGSTON
MSC KALAMATA
VENETIKO
ENSENADA(i)
ZIM NEW YORK
ZIM SHANGHAI
PIRAEUS
LEONIDIO(ii)
KYPARISSIA(ii)
OAKLAND EXPRESS
HALIFAX EXPRESS
SINGAPORE EXPRESS
ULSAN
MSC KORONI
ITEA
A.P. Moller-Maersk
A.P. Moller-Maersk
Hapag Lloyd
Sea Consortium
ZIM
ZIM
(*)
A.P. Moller-Maersk
A.P. Moller-Maersk
Hapag Lloyd
Hapag Lloyd
Hapag Lloyd
A.P. Moller-Maersk
MSC
ACL
39
Year
Built
2016
2016
2017
2017
2017
2017
2006
2006
2006
2006
2006
2014
2014
2014
2013
2013
2013
2013
2013
2013
2013
2010
2005
1997
1996
1997
2003
2000
2000
2000
2000
2000
2003
2003
2003
2003
2001
2002
2002
2004
2014
2014
2000
2000
2000
2002
1998
1998
Capacity
(TEU)
14,424
11,010
11,010
11,010
11,010
11,010
9,469
9,469
9,469
9,469
9,469
9,403
9,403
9,403
8,827
8,827
8,827
8,827
8,827
8,827
8,827
8,531
7,471
7,403
7,403
7,403
6,724
6,648
6,648
6,648
6,648
6,648
6,644
6,644
6,644
5,928
5,576
4,992
4,992
4,992
4,957
4,957
4,890
4,890
4,890
4,132
3,842
3,842
Current Daily
Charter Rate(1)
(U.S. dollars)
(*)
(**)
28,250(3)
(**)
Expiration of
Charter(2)
August 2026
August 2018
March 2019
September 2018
(*)
(*)
27,000 (net)(4)
16,000
16,000
16,000
16,000
16,000
43,000
43,000
43,000
42,000
42,000
41,700
41,700
41,700
41,700
41,700
9,000
16,000
15,000
12,500
12,750
29,000
14,000
26,100
26,100
26,100
26,100
26,100
26,100
26,100
6,600
11,600
8,401
8,401
(*)
14,200
14,200
8,800
8,800
8,800
7,600
May 2019
July 2018(5)
July 2018
August 2018(6)
August 2018(7)
September 2018(8)
December 2023
February 2024
March 2024
January 2023
February 2023
April 2020(9)
April 2020(9)
June 2020(9)
July 2020(9)
September 2020(9)
March 2018
June 2022
May 2018(10)
March 2018
November 2018
September 2021
May 2018(11)
May 2018
June 2018
August 2018
October 2018
November 2019
February 2020
April 2020
March 2018
March 2018
September 2018(12)
September 2018(12)
April 2018
December 2024
November 2024
February 2019
February 2019
February 2019
April 2018
13,500
September 2018
8,000
March 2018
35214
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
Vessel Name
Charterer
POLAR ARGENTINA(i)(ii)
Hamburg Su¨ d
LAKONIA
CMA CGM L’ETOILE
ELAFONISOS(i)
AREOPOLIS
MONEMVASIA(i)
MESSINI
MSC REUNION
MSC NAMIBIA II
MSC SIERRA II
MSC PYLOS
PADMA(i)
NEAPOLIS
ARKADIA(i)
PROSPER
ZAGORA
PETALIDI(i)
LUEBECK
Evergreen
CMA CGM
MSC
Evergreen
A.P. Moller-Maersk
Evergreen
MSC
MSC
MSC
MSC
Evergreen
Evergreen
Evergreen
Sea Consortium
MSC
CMA CGM
MSC
Newbuilds
Year
Built
2018
2004
2005
1999
2000
1998
1997
1992
1991
1991
1991
1998
2000
2001
1996
1995
1994
2001
Capacity
(TEU)
Current Daily
Charter Rate(1)
(U.S. dollars)
3,800
2,586
2,556
2,526
2,474
2,472
2,458
2,024
2,023
2,023
2,020
1,645
1,645
1,550
1,504
1,162
1,162
1,078
19,700
8,500
10,250
6,200
8,300
9,250
8,300
6,800
6,800
6,800
6,800
6,800
8,300
7,800
7,500
6,500
6,550
6,500
Expiration of
Charter(2)
October 2024
April 2018
April 2018
March 2018
March 2018
November 2021
April 2018
July 2018
July 2018
June 2018
January 2019
March 2018
May 2018(13)
March 2018
March 2018
May 2018
May 2018
January 2019
Vessel Name
YZJ1207(i)(ii)
1
Shipyard
Capacity (TEU)
Charterer
Expected Delivery(14)
Jiangsu New Yangzi
3,800
Hamburg Su¨ d
Q2 2018
(1) Daily charter rates are gross, unless stated otherwise.
(2) Charter terms and expiration dates are based on the earliest date charters could expire. Amounts set out for current daily
charter rate are the amounts contained in the charter contracts.
(3) This charter rate will start on April 1, 2018.
(4) This charter rate will start on June 12, 2018.
(5) This charter rate will start on March 18, 2018.
(6) This charter rate will start on February 27, 2018. Until then, the charter rate will be $36,400 per day.
(7) This charter rate will start on April 9, 2018. Until then, the charter rate will be $36,400 per day.
(8) This charter rate will start on May 7, 2018. Until then, the charter rate will be $37,519 per day.
(9) Assumes exercise of owner’s unilateral options to extend the charter of these vessels for two one year periods at the same
charter rate. The charterer also has corresponding options to unilaterally extend the charter for the same periods at the
same charter rate.
(10) This charter rate will start on March 12, 2018. Until then, the charter rate will be $12,500 per day.
(11) This charter rate will start on March 8, 2018. Until then, the charter rate will be $26,100 per day.
(12) The amounts in the table reflect the current charter terms, giving effect to our agreement with Zim under its 2014
restructuring plan. Based on this agreement, we have been granted charter extensions and have been issued equity
securities representing 1.2% of Zim’s equity and approximately $8.2 million in interest bearing notes maturing in 2023. In
May 2017 the Company exercised its option to extend the charters of Zim New York and Zim Shanghai for a one year
period at market rate plus $1,100 per day per vessel while the notes remain outstanding. The rate for this third optional
year has been determined at $8,401 per day.
(13) This charter rate will start on February 25, 2018. Until then, the charter rate will be $6,900 per day.
(14) Based on latest shipyard production schedule, subject to change.
(i) Denotes vessels acquired pursuant to the Framework Deed. The Company holds an equity interest ranging between 25%
and 49% in each of the vessel-owning entities.
(ii) Denotes vessels subject to a sale and leaseback transaction
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07042
(*) Denotes charterer’s identity and/or current daily charter rates and/or charter expiration dates which are treated as
confidential.
(**) Vessel’s daily charter rate is in the mid-twenty thousands of dollars.
Framework Deed
Under the Framework Deed entered into on May 15, 2013 and amended and restated on
May 18, 2015, we have agreed with York to jointly invest in newbuild and secondhand container
vessels through jointly held companies. The decisions regarding vessel acquisitions are made jointly
between us and York, and the Framework Deed is expected to be each party’s exclusive joint
venture for the acquisition of vessels in the containership industry during the commitment period
ending May 15, 2020 (unless terminated earlier in certain circumstances). We reserve the right to
acquire any vessels outside the Framework Deed that York decides not to pursue and therefore are
not acquired by the jointly-owned entities under the Framework Deed.
Under the terms of the Original Framework Deed, (i) York agreed to invest up to $250 million
in mutually agreed vessel acquisitions and we agreed to invest a minimum of $75 million with an
option to invest up to $240 million in these transactions and (ii) depending on the amount the
Company elected to invest in any acquisition, the Company expected to hold between 25% and 49%
of the equity in the relevant vessel-owning entity and York would hold the balance. The Original
Framework Deed was amended and restated on May 18, 2015. Pursuant to the amended Framework
Deed, there are no minimum or maximum amounts to be invested by Costamare Ventures and York
and both Costamare Ventures and York can invest between 25% and 75% of the equity in the
affiliate ship-owning companies. As of February 23, 2018, York has invested $187.2 million and we
have invested $128.6 million for the acquisition of six secondhand vessels and entering into contracts
for twelve newbuild vessels in total. Costamare Shipping provides ship-management services to the
Joint Venture vessels, with the right either to subcontract to V.Ships Greece and/or Shanghai
Costamare or to direct a vessel-owning entity to contract directly for certain ship-management
services with V.Ships Greece. The Framework Deed will terminate on May 15, 2020 or upon the
occurrence of certain extraordinary events. At that time, Costamare Ventures can elect to divide the
vessels owned by all such vessel-owning entities between itself and York to reflect their cumulative
participation in all such entities. We expect to account for the entities formed under the Framework
Deed as equity investments.
18 vessels, totaling approximately 150,000 TEU, have been acquired or ordered under the
Framework Deed with York to date for a total purchase price of approximately $1.2 billion. One
vessel of 3,800 TEU will be delivered through the second quarter of 2018. The Company holds an
equity interest ranging between 25% and 49% in each of the Joint Venture entities.
Chartering of Our Fleet
We aim to deploy our containership fleet principally under long-term, fixed-rate time charters
with leading liner companies that operate on regularly scheduled routes between large commercial
ports. As of February 23, 2018, the average (weighted by TEU capacity) remaining time-charter
duration for our fleet of 71 containerships, including 18 vessels acquired pursuant to the Framework
Deed one of which was under construction, was approximately 2.9 years, based on the remaining
fixed terms and assuming the exercise of any owner’s options and the non-exercise of any charterer’s
options under our containerships’ charters.
A time charter is a contract to charter a vessel for a fixed period of time at a set daily rate and
can last from a few days up to several years. Under our time charters the charterer pays for most
voyage expenses, which generally include, among other things, fuel costs, port and canal charges,
pilotages, towages, agencies, commissions, extra war risks insurance and any other expenses related
to the cargoes, and we pay for vessel operating expenses, which generally include, among other
costs, costs for crewing, provisions, stores, lubricants, insurance, maintenance and repairs, dry-
docking and intermediate and special surveys.
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Our Customers
Since 2006, our customers have included many of the leading international liner companies,
including the current charterers A.P. Moller-Maersk, COSCO, Evergreen, Hapag Lloyd, Hamburg
Su¨ d, Sea Consortium, MSC, CMA CGM S.A. (“CMA CGM”), Pacific International Lines (“PIL”)
and ZIM. A.P. Moller-Maersk, MSC, Evergreen, Hapag Lloyd and COSCO together represented
95%, 96% and 96% of our revenue in 2015, 2016 and 2017, respectively.
Management of Our Fleet
Costamare Shipping is the head manager for our containerships and provides us with general
administrative services and certain commercial services pursuant to the Framework Agreement.
Costamare Shipping is a ship management company established in 1974 and is controlled by our
chairman and chief executive officer. Costamare Shipping has over 43 years of experience in
managing containerships of all sizes, developing specifications for newbuild vessels and supervising
the construction of such newbuild vessels in reputable shipyards in the Far East. Costamare Shipping
has long established relationships with major liner companies, financial institutions and suppliers and
we believe is recognized in the containership shipping industry as a leading containership manager.
Prior to November 2, 2015, Costamare Shipping provided our fleet with general administrative
services and certain commercial and technical services pursuant to the Group Management
Agreement between us and Costamare Shipping, dated November 3, 2010, as amended on March 3,
2015 (the “Group Management Agreement”).
Costamare Shipping may subcontract certain of its obligations to other affiliated sub-managers,
to V.Ships Greece or, subject to our consent, to another third party sub-manager or direct that such
related or third party sub-manager enter into a direct ship-management contract with the relevant
vessel-owning subsidiary. As discussed below these arrangements will not result in any increase in
the aggregate amount of management fees we pay. In return for these services, we pay the
management fees described below in this section. Costamare Shipping, itself or through Shanghai
Costamare or together with V. Ships Greece or, following our consent, F. A. Vinnen & Co.
(GmbH & Co. KG) (“Vinnen”), provides our fleet with technical, crewing, commercial, provisioning,
bunkering, sale and purchase, chartering, accounting, insurance and administrative services pursuant
to the Framework Agreement and separate ship-management agreements between each of our
vessel-owning subsidiaries and Costamare Shipping and, in certain cases, V.Ships Greece or Vinnen.
On January 1, 2018, Costamare Shipping entered into the Brokerage Agreement with Blue Net.
Blue Net provides chartering brokerage services to our vessels and the vessels acquired pursuant to
the Framework Deed, as well as to other third party vessels. Our chairman and chief executive
officer, Konstantinos Konstantakopoulos, indirectly controls 50% of Blue Net. We believe that the
appointment of Blue Net will allow us to improve the charter rates at which we charter our vessels.
Shanghai Costamare, which was established in February 2005, is owned (indirectly) 70% by our
chairman and chief executive officer, and (indirectly) 30% by a Chinese national who is Shanghai
Costamare’s general manager. Shanghai Costamare was established to service the needs of our fleet
of containerships when operating in the Far East and South East Asia regions in an efficient and
cost-effective manner by providing, among other services, manning services in China, and a valuable
interface with Chinese shipyards, charterers, ship-owners, financial institutions and containership
service providers. Shanghai Costamare provides these services for a fixed daily fee, pursuant to
separate ship-management agreements between Costamare Shipping and Shanghai Costamare.
Costamare Services is a service provider which was established in May 2015, and is controlled
by our chairman and chief executive officer and members of his family. Costamare Services builds
on the long-running relationships established by Costamare Shipping with our charterers. Costamare
Services provides our vessel-owning subsidiaries with crewing, commercial and administrative
services, including broking and representation, pursuant to the Services Agreement.
Our chairman and chief executive officer and our chief financial officer supervise, in conjunction
with our board of directors, the services provided by our managers and Costamare Services.
Costamare Shipping and Costamare Services report to our board of directors through our chairman
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and chief executive officer and our chief financial officer, each of whom is appointed by our board
of directors.
In 2013, Costamare Shipping entered into a Co-operation Agreement with V.Ships Greece, a
member of V.Group, one of the largest providers of ship-management services worldwide, pursuant
to which the two companies established the Cell within V.Ships Greece to provide management
services to certain of our containerships. The Cell also offers ship-management services to third-
party owners, including four Joint Venture vessels in our fleet. The net profit from the operation of
the Cell relating to the Company’s containerships is passed on to Costamare Shipping to the extent
it exceeds $20,000 per vessel while the net profit from the operation of the Cell related to third-
party owners (including Joint Venture vessels in our fleet) is split equally between V.Ships Greece
and Costamare Shipping. Costamare Shipping passes to us the net profit, if any, it receives pursuant
to the Co-operation Agreement as a refund or reduction of the management fees payable by us to
Costamare Shipping under the Framework Agreement (prior to November 2, 2015, the management
fees that were payable under the Group Management Agreement). Costamare Shipping’s share of
the Cell’s net profit was $380,000 and $561,291 for the years ended December 31, 2017 and
December 31, 2016, respectively. We expect Costamare Shipping to pay to us its $380,000 share of
the Cell’s net profit by the end of the first quarter of 2018. Costamare Shipping has certain control
rights regarding the employment and dismissal of the Cell’s personnel, the appointment of the Cell’s
senior managers and the management of vessels owned by third parties. Costamare Shipping or
V.Ships Greece may terminate the Co-operation Agreement upon six months’ notice. Although the
Cell is operated pursuant to the Co-operation Agreement between Costamare Shipping and V.Ships
Greece, it is not controlled by Costamare Shipping and we do not consider it to be an affiliated
manager. In November 2015, Costamare Shipping entered into an agreement with Marcas Ltd.
(“Marcas”), a company which negotiates marine supply contracts on behalf of vessel owners and
vessel management companies. We believe that we will benefit from this agreement, which requires
Costamare Shipping and Marcas to cooperate and combine their various strengths in order to
achieve the best possible service and price combination with suppliers for us. Each vessel pays an
annual membership fee to Marcas and any supplier brokerage fees that Marcas receives with respect
to supplies purchased by our vessels or vessels acquired under the Framework Deed are credited to
the relevant vessel-owning entities against their respective vessels’ operating expenses.
We believe that having multiple management companies provides us with a deep pool of
operational management in multiple locations with market-specific experience and relationships, as
well as the geographic flexibility needed to manage and crew our large and diverse fleet so as to
provide a high level of service, while remaining cost-effective. For example, Shanghai Costamare
employs Chinese nationals with the language skills and local knowledge we believe are necessary to
establish and grow meaningful relationships with Chinese shipyards, charterers, ship-owners, financial
institutions and containership service providers. The Cell under V.Ships Greece provides added
operational flexibility and economies of scale while maintaining a high level of management services.
We believe that our managers are well regarded in the industry and use innovative practices
and technological advancement to maximize the efficiency of the operation of our fleet of
containerships. ISM certification is in place for our fleet of containerships and our managers, with
Costamare Shipping, our head manager under the Framework Agreement, having obtained such
certification in 1998, three years ahead of the deadline set by the IMO. Costamare Shipping,
Shanghai Costamare, V.Ships Greece, as well as our fleet of containerships are also certified in
accordance with ISO 9001-2008 and ISO 14001-2004 relating to quality management and
environmental standards. In 2013, the Company received the Lloyd’s List Greek shipping award for
Dry Cargo Company of the Year. Costamare Shipping received that same award in 2004.
Additionally, in 2014, the Company received the Lloyd’s List Company of the Year award.
As of February 23, 2018,
• Costamare Shipping provided commercial and insurance services to all of our containerships,
including vessels acquired pursuant to the Framework Deed, as well as technical, crewing,
provisioning, bunkering, sale and purchase and accounting services to 25 of our containerships,
including 10 Joint Venture vessels;
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• Shanghai Costamare provided technical, crewing, provisioning, bunkering, sale and purchase
and accounting services to 17 of our containerships including three Joint Venture vessels; and
• V.Ships Greece provided technical, crewing, provisioning, bunkering, sale and purchase and
accounting services, as well as certain commercial services, to 25 of our containerships
including four Joint Venture vessels.
• Vinnen provided technical, crewing, provisioning, bunkering, sale and purchase and accounting
services, as well as certain commercial services, to three of our containerships.
Costamare Shipping has agreed that during the term of the Framework Agreement, it will not
provide any management services to any entity other than our subsidiaries and entities established
pursuant to the Framework Deed, without our prior written approval, which we may provide under
certain circumstances. Costamare Services has agreed that during the term of the Services Agreement,
it will not provide services to any entity other than our subsidiaries, entities established pursuant to
the Framework Deed and entities affiliated with our chairman and chief executive officer or his
family, without our prior written approval. As of February 23, 2018, Costamare Shipping manages
containerships owned by our subsidiaries and entities formed under the Framework Deed.
Shanghai Costamare is not contractually prohibited from providing management services to third
parties. In the past, Shanghai Costamare has only provided services to third parties on a limited
basis and there is no current plan to change that practice. Shanghai Costamare currently provides
services to two Joint Venture vessels. The Co-operation Agreement anticipates that the Cell will
continue to actively seek to provide ship-management services to third-party owners in order to
capitalize on the ship-management expertise of the Cell and the economies of scale brought by the
affiliation with V.Group. However, as noted above, Costamare Shipping has agreed to pass to us the
net profit, if any, it receives from the Cell.
Under the restrictive covenant agreement between the Company and Konstantinos
Konstantakopoulos, during the period of his employment or service with the Company and for
six months thereafter, he has agreed to restrictions on his ownership of any containerships or the
acquisition, investment in or control of any business involved in the ownership or operation of
containerships, subject to certain exceptions. Konstantinos Konstantakopoulos has also agreed that if
one of our containerships and a containership owned by him are both available and meet the criteria
for an available charter, our containerships will receive such charter. See “Item 7. Major Shareholders
and Related Party Transactions—B. Related Party Transactions—Restrictive Covenant Agreements”.
In the event that Costamare Shipping or Costamare Services decide to delegate certain or all of
the services they have agreed to perform under the Framework Agreement or the Services
Agreement, respectively, either through (i) subcontracting to a sub-manager or sub-provider or
(ii) by directing such sub-manager or sub-provider to enter into a direct agreement with the relevant
vessel-owning subsidiary, then, in the case of subcontracting under (i), Costamare Shipping or
Costamare Services, as applicable, will be responsible for paying the fee charged by the relevant sub-
manager or sub-provider for providing such services and, in the case of a direct agreement under
(ii), the fee received by Costamare Shipping or Costamare Services, as applicable, will be reduced by
the fee payable to the sub-manager or sub-provider under the relevant direct agreement. As a result,
these arrangements will not result in any increase in the aggregate management fees and services
fees that we pay. Moreover, in the case of the Co-operation Agreement, the management fees we
pay are reduced by any net profit received by Costamare Shipping from the Cell’s operation. In
addition to management fees, we pay for any capital expenditures, financial costs, operating expenses
and any general and administrative expenses, including payments to third parties, including specialist
providers, in accordance with the Framework Agreement and the relevant separate ship-management
agreements or supervision agreements.
Costamare Shipping received in 2017 and 2016 a fee of $956 per day pro rated for the calendar
days we own each containership. This fee will be reduced to $478 per day in the case of a
containership subject to a bareboat charter. We will also pay to Costamare Shipping a flat fee of
$787,405 per newbuild vessel for the supervision of the construction of any newbuild vessel that we
may contract. Costamare Shipping received in 2017 and 2016, a fee of 0.15% on all gross freight,
demurrage, charter hire and ballast bonus or other income earned with respect to each containership
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in our fleet. Costamare Services received in 2017 and 2016 a fee of 0.60% on all gross freight,
demurrage, charter hire and ballast bonus or other income earned with respect to each containership
in our fleet and a quarterly fee of (i) $625,000 and (ii) an amount equal to the value of 149,600
shares, based on the average closing price of our common stock on the NYSE for the 10 days
ending on the 30th day of the last month of each quarter; provided that Costamare Services may
elect to receive 149,600 shares instead of the fee under (ii). We have reserved a number of shares of
common stock to cover the fees to be paid to Costamare Services under (ii) through December 31,
2020. The aforementioned fees remain unchanged in 2018. During the year ended December 31,
2016 and December 31, 2017, Costamare Shipping charged in aggregate to the companies established
pursuant to the Framework Deed $3.0 million and $5.0 million, respectively, for services provided in
accordance with the relevant management agreements. For the year ended December 31, 2017, we
paid aggregate fees of approximately $2.5 million and issued in aggregate 598,400 shares to
Costamare Services under the Services Agreement. For the year ended December 31, 2016 we paid
aggregate fees of approximately $2.5 million and issued in aggregate 598,400 shares to Costamare
Services under the Services Agreement.
On December 31, 2017, the terms of the Framework Agreement and the Services Agreement
automatically renewed for another one-year period, and will automatically renew for 7 more
consecutive one-year periods until December 31, 2025, at which point the Framework Agreement
and the Services Agreement will expire. The daily fee for each containership, the supervision fee in
respect of each containership under construction and the quarterly fee payable to Costamare
Shipping under the Framework Agreement and the quarterly fee payable to Costamare Services
under the Services Agreement (other than the portion of the fee in clause (ii) above which is
calculated on the basis of our share price) will be annually adjusted to reflect any strengthening of
the Euro against the U.S. dollar of more than 5% per year and/or material unforeseen cost
increases. There has been no increase in 2017. We are able to terminate the Framework Agreement
or the Services Agreement, subject to a termination fee, by providing written notice to Costamare
Shipping or Costamare Services, as applicable, at least 12 months before the end of the subsequent
one-year term. The termination fee is equal to (a) the number of full years remaining prior to
December 31, 2025, times (b) the aggregate fees due and payable to Costamare Shipping or
Costamare Services, as applicable, during the 12-month period ending on the date of termination
(without taking into account any reduction in fees under the Framework Agreement to reflect that
certain obligations have been delegated to a sub-manager or a sub-provider, as applicable); provided
that the termination fee will always be at least two times the aggregate fees over the 12-month
period described above. Information about other termination events under the Management
Agreements is set forth in “Item 7. Major Shareholders and Related Party Transactions—B. Related
Party Transactions—Management Agreements—Term and Termination Rights”.
Pursuant to the terms of the Framework Agreement, the separate ship-management agreements
and supervision agreements and the Services Agreement, liability of our affiliated managers and
Costamare Services to us is limited to instances of gross negligence or willful misconduct on the part
of the affiliated managers or Costamare Services. Further, we are required to indemnify our
affiliated managers and Costamare Services for liabilities incurred by the managers in performance
of the Framework Agreement, separate ship-management agreements, supervision agreements, and
the Services Agreement, in each case except in instances of gross negligence or willful misconduct
on the part of our affiliated managers or Costamare Services.
Competition
We operate in markets that are highly competitive and based primarily on supply and demand.
Generally, we compete for charters based upon charter rate, customer relationships, operating
expertise, professional reputation and containership specifications, size, age and condition.
Competition for providing containership services comes from a number of experienced shipping
companies, including state-sponsored entities. In addition, in recent years, there have been other
entrants in the market, such as leasing companies and private equity firms who have significant
capital to invest in vessel ownership, which has provided for additional competition in the sector.
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Participants in the container shipping industry include “liner” shipping companies, who operate
container shipping services and own containerships, containership owners, often known as “charter
owners”, who own containerships and charter them out to liner companies, and shippers who require
the seaborne movement of containerized goods. Historically, a significant share of the world’s
containership capacity has been owned by the liner companies, but since the 1990s, there has been
an increasing trend for the liner companies to charter-in a larger proportion of the capacity that they
operate as a way of retaining some degree of flexibility with regard to capital spending levels over
time given the significant costs associated with purchasing vessels.
We believe that the containership sector of the international shipping industry is characterized
by the significant time required to develop the operating expertise and professional reputation
necessary to obtain and retain customers. We believe that our development of a large fleet of
containerships with varying TEU capacities has enhanced our relationship with our principal
charterers by enabling them to serve the East-West, North-South and Intra-regional trade routes
efficiently, while enabling us to operate in the different rate environments prevailing for those
routes. We also believe that our focus on customer service and reliability enhances our relationships
with our charterers. In the past decade, we have had successful chartering relationships with the
majority of the top 20 liner companies by TEU capacity.
In the past, we have been able to address the periodic scarcity of secondhand containerships
available for acquisition in the open market though the acquisition of containerships mainly from
our liner company customers in privately negotiated sales. In connection with these acquisitions, we
then typically charter back the vessels to these customers. We believe we have been able to pursue
these privately negotiated acquisitions because of our long-standing customer relations, which we do
not believe new entrants have.
Crewing and Shore Employees
We have four shore-based officers, our chairman and chief executive officer, our chief financial
officer, our general counsel and secretary, and our chief operating officer. We do not pay any
compensation to our officers for their services as officers or directors. Our chief financial officer, our
general counsel and secretary, and our chief operating officer are employed by and receive
compensation for their services by Costamare Shipping or Costamare Services. Costamare Shipping,
Costamare Services and Shanghai Costamare each employed approximately 85, 15 and 35 people,
respectively, all of whom were shore-based. As of December 31, 2017, about 2,400 people served in
a pool of personnel who rotate their service onboard the containerships in our fleet. Our managers
are responsible for recruiting, either directly or through manning agents, the officers and crew for
our containerships that they manage. Recruiting is arranged directly through Costamare Shipping in
Greece and indirectly through our related manning agent, C-Man Maritime, in the Philippines, as
well as independent manning agents in Romania and Bulgaria. The officers and crew for our
containerships managed by Shanghai Costamare are recruited indirectly through a local manning
agent. The officers and crew for our containerships managed by V.Ships Greece are recruited in part
through C-Man Maritime and in part through V.Ships Greece (which utilizes the global V.Group
network) under the Co-operation Agreement. Vinnen uses its related manning agents in, Germany
and the Philippines for recruiting the officers and crew for our containerships that are under their
management. We believe the streamlining of crewing arrangements through our managers ensures
that all of our vessels will be crewed with experienced crews that have the qualifications and licenses
required by international regulations and shipping conventions. We have not experienced any
material work stoppages due to labor disagreements during the past three years.
Permits and Authorizations
We are required by various governmental and other agencies to obtain certain permits, licenses,
certificates and financial assurances with respect to each of our vessels. The kinds of permits,
licenses, certificates and financial assurances required by governmental and other agencies depend
upon several factors, including the commodity being transported, the waters in which the vessel
operates, the nationality of the vessel’s crew and the type and age of the vessel. All permits,
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licenses, certificates and financial assurances currently required to operate our vessels have been
obtained (exclusive of cargo-specific documentation, for which charterers or shippers are
responsible). Additional laws and regulations, environmental or otherwise, may be adopted which
could limit our ability to do business or increase the cost of doing business.
Risk of Loss and Liability Insurance
General
The operation of any vessel includes risks such as mechanical failure, collision, property loss or
damage, cargo loss or damage and business interruption due to a number of reasons, including
political circumstances in foreign countries, hostilities and labor strikes. In addition, there is always
an inherent possibility of marine disaster, including oil spills and other environmental mishaps, as
well as other liabilities arising from owning and operating vessels in international trade. The U.S. Oil
Pollution Act of 1990 (“OPA 90”), which imposes under certain circumstances, unlimited liability
upon owners, operators and demise charterers of vessels trading in the United States exclusive
economic zone for certain oil pollution accidents in the United States, has made liability insurance
more expensive for ship-owners and operators trading in the United States market.
We maintain hull and machinery marine risks insurance and hull and machinery war risks
insurance for our fleet of containerships to cover normal risks in our operations and in amounts that
we believe to be prudent to cover such risks. In addition, we maintain protection and indemnity
insurance up to the maximum insurable limit available at any given time. While we believe that our
insurance coverage will be adequate, not all risks can be insured, and there can be no guarantee that
we will always be able to obtain adequate insurance coverage at reasonable rates or at all, or that
any specific claim we may make under our insurance coverage will be paid. In addition, our insurers
may not be contractually obligated or may be prohibited from posting security or covering costs or
losses associated with certain incidents (for example, casualties in sanctioned locations like Iran).
Hull & Machinery Marine Risks Insurance, Hull & Machinery War Risks Insurance and Loss of
Hire Insurance
We maintain hull and machinery marine risks insurance and hull and machinery war risks
insurance, which cover the risk of particular average, general average, 4/4ths collision liability,
contact with fixed and floating objects and actual or constructive total loss in accordance with the
Nordic Marine Insurance Plan. Each of our containerships is insured up to what we believe to be at
least its fair market value, after meeting certain deductibles.
We do not and will not obtain loss of hire insurance (or any other kind of business interruption
insurance) covering the loss of revenue during off-hire periods for any of our vessels because we
believe that this type of coverage is not economical and is of limited value to us, in part because
historically our vessels have had a very limited number of off-hire days.
Protection and Indemnity Insurance—Pollution Coverage
Protection and indemnity insurance is usually provided by a protection and indemnity
association (a “P&I association”) and covers third-party liability, crew liability and other related
expenses resulting from the injury or death of crew, passengers and other third parties, the loss or
damage to cargo, third-party claims arising from collisions with other vessels (to the extent not
recovered by the hull and machinery policies), damage to other third-party property, pollution
arising from oil or other substances and salvage, towing and other related costs, including wreck
removal.
Our protection and indemnity insurance is provided by a P&I association which is a member of
the International Group of P&I Clubs (“International Group”). The 13 P&I associations that
comprise the International Group insure approximately 90% of the world’s commercial blue-water
tonnage and have entered into a pooling agreement to reinsure each association’s liabilities.
Insurance provided by a P&I association is a form of mutual indemnity insurance.
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Our protection and indemnity insurance coverage is currently subject to a limit of about
$5 billion per vessel per incident except that for pollution the limit is set at $1 billion per vessel per
incident, and for war risks the limit is set at $500 million per vessel per incident.
As a member of a P&I association, which is a member of the International Group, we will be
subject to calls payable to the P&I association based on the International Group’s claim records as
well as the claim records of all other members of the P&I association of which we are a member.
On October 5, 2011, our vessel Rena ran aground on the Astrolabe Reef off New Zealand and
sustained significant damage. The vessel was determined to be a constructive total loss for insurance
purposes. On October 1, 2012, we announced that Daina Shipping Co., our subsidiary that owned
the Rena, had entered into a settlement agreement with the New Zealand government in respect of
certain matters arising from the Rena’s grounding. On October 26, 2012, Daina Shipping Co. pleaded
guilty in a New Zealand court to a strict liability criminal charge of discharging harmful substances
and was fined NZ$300,050. While we anticipate that our insurance policies will cover most costs and
losses associated with the incident, such insurance may not be sufficient to cover all risks.
Inspection by Classification Societies
Every seagoing vessel must be “classed” by a classification society. The classification society
certifies that the vessel is “in class”, signifying that the vessel has been built and maintained in
accordance with the rules of the classification society and complies with applicable rules and
regulations of the vessel’s country of registry and the international conventions of which that country
is a member. In addition, where surveys are required by international conventions and corresponding
laws and ordinances of a flag state, the classification society will undertake them on application or
by official order, acting on behalf of the authorities concerned.
The classification society also undertakes on request other surveys and checks that are required
by regulations and requirements of the flag state. These surveys are subject to agreements made in
each individual case and/or to the regulations of the country concerned.
For maintenance of the class, regular and extraordinary surveys of hull and machinery, including
the electrical plant and any special equipment classed, are required to be performed as follows:
Annual Surveys. For seagoing ships, annual surveys are conducted for the hull and the machinery,
including the electrical plant, and where applicable, on special equipment classed at intervals of
12 months from the date of commencement of the class period indicated in the certificate.
Intermediate Surveys. Extended annual surveys are referred to as intermediate surveys and
typically are conducted two and one-half years after commissioning and each class renewal.
Intermediate surveys may be carried out on the occasion of the second or third annual survey.
Class Renewal Surveys. Class renewal surveys, also known as special surveys, are carried out on
the ship’s hull and machinery, including the electrical plant, and on any special equipment classed at
the intervals indicated by the character of classification for the hull. During the special survey, the
vessel is thoroughly examined, including audio-gauging to determine the thickness of the steel
structures. Should the thickness be found to be less than class requirements, the classification society
would prescribe steel renewals. The classification society may grant a one-year grace period for
completion of the special survey. Substantial amounts of funds may have to be spent for steel renewals
to pass a special survey if the vessel experiences excessive wear and tear. In lieu of the special survey
every four or five years, depending on whether a grace period is granted, a ship-owner has the option
of arranging with the classification society for the vessel’s hull or machinery to be on a continuous
survey cycle, in which every part of the vessel would be surveyed within a five-year cycle. At a ship-
owner’s application, the surveys required for class renewal may be split according to an agreed
schedule to extend over the entire period of class. This process is referred to as continuous class
renewal. All areas subject to surveys as defined by the classification society are required to be
surveyed at least once per class period, unless shorter intervals between surveys are otherwise
prescribed. The period between two consecutive surveys of each area must not exceed five years.
All vessels are also dry-docked at least once every five years for inspection of their underwater
parts and for repairs related to such inspections. If any defects are found, the classification surveyor
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will issue a “recommendation” which must be rectified by the ship-owner within prescribed time
limits.
Insurance underwriters make it a condition for insurance coverage that a vessel be certified as
“in class” by a classification society which is a member of the International Association of
Classification Societies (“IACS”). All of our vessels are certified as being “in class” by members of
IACS.
The following table lists the dates by which we expect to carry out the next dry-dockings and
special surveys for the vessels in our current vessel fleet:
Number of vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
14
15
16
8
Dry-docking Schedule(1)
2018
2019
2020
2021
2022
(1) Excludes vessels Itea and Padma which have been classified as assets held for sale
Environmental and Other Regulations
Government regulation affects the ownership and operation of our vessels in a significant manner.
We are subject to international conventions and national, port state and local laws and regulations
applicable to international waters and/or territorial waters of the countries in which our vessels may
operate or are registered, including those governing the management and disposal of hazardous
substances and wastes, the cleanup of oil spills and the management of other contamination, air
emissions, and grey water and ballast water discharges. These laws and regulations include OPA 90,
the U.S. Comprehensive Environmental Response, Compensation, and Liability Act (“CERCLA”), the
U.S. Clean Water Act (“CWA”), the U.S. Clean Air Act (“CAA”) and regulations adopted by the
IMO, including the International Convention for Prevention of Pollution from Ships (“MARPOL”)
and the International Convention for Safety of Life at Sea (“SOLAS”), as well as regulations enacted
by the European Union and other international, national and local regulatory bodies. Compliance with
these laws, regulations and other requirements entails significant expense, including vessel
modifications and implementation of certain operating procedures.
A variety of governmental and private entities subject our vessels to both scheduled and
unscheduled inspections. These entities include the local port authorities Port State Control (such as
the U.S. Coast Guard, harbor master or equivalent), classification societies, flag state administration
(country of registry) and charterers. Several of these entities require us to obtain permits, licenses,
financial assurances and certificates for the operation of our vessels. Failure to maintain necessary
permits or approvals could require us to incur substantial costs or result in the temporary suspension
of operation of one or more of our vessels in one or more ports.
We believe that the heightened level of environmental and quality concerns among insurance
underwriters, regulators and charterers is leading to greater inspection and safety requirements for
all vessels and may accelerate the scrapping of older vessels throughout the container shipping
industry. Increasing environmental concerns have created a demand for vessels that conform to the
strictest environmental standards. We are required to maintain operating standards for all of our
vessels that emphasize operational safety, quality maintenance, continuous training of our officers
and crews and compliance with U.S. and international regulations. Our affiliated managers and
V.Ships Greece are certified in accordance with ISO 9001-2008 and ISO 14001-2004 (relating to
quality management and environmental standards, respectively). Costamare Shipping is also certified
to the environmental Standard ISO 50001-2011. We believe that operation of our vessels are in
substantial compliance with applicable environmental laws and regulations and that our vessels have
all material permits, licenses, certificates and other authorizations necessary for their operation.
Our containerships are subject to standards imposed by the IMO, the United Nations agency for
maritime safety and the prevention of pollution by ships. The IMO has adopted regulations that are
designed to reduce pollution in international waters, both from accidents and from routine
operations, and has negotiated international conventions that impose liability for oil pollution in
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international waters and a signatory’s territorial waters. For example, Annex VI to MARPOL, which
became effective on May 19, 2005, sets limits on sulfur oxide and nitrogen oxide emissions from
vessel exhausts and prohibits deliberate emissions of ozone depleting substances, such as
chlorofluorocarbons. Annex VI also includes a global cap on the sulfur content of fuel oil. In
addition, amendments to Annex VI that entered into force in July 2010 seek to reduce air pollution
from vessels by, among other things, establishing a series of progressive requirements to further limit
the sulfur content of fuel oil that will be phased in through 2020 and by establishing new tiers of
nitrogen oxide emission standards for new marine diesel engines, depending on their date of
installation. In 2016, the IMO confirmed its decision to implement a global sulphur cap of 0.5% m/m
in 2020. This represents a significant cut from the 3.5% m/m global limit currently in place and
demonstrates a clear commitment by IMO to ensuring shipping meets its environmental obligations.
Annex VI also provides for the establishment of special areas, known as Emission Control Areas,
where more stringent controls on sulphur and other emissions apply. Currently, the Baltic Sea, the
North Sea, certain coastal areas of North America and the U.S. Caribbean Sea are within designated
Emission Control Areas, and additional Emission Control Areas could be established in the future.
All our existing containerships are generally compliant with current Annex VI requirements.
However, if new Emission Control Areas are approved by the IMO or other new or more stringent
air emission requirements are adopted by the IMO or the states where we expect to operate,
compliance with these requirements could entail significant additional capital expenditures,
operational changes or otherwise increase the costs of our operations. Furthermore, the amendments
to MARPOL Annex V (regulation for the prevention of pollution by garbage from ships) adopted
at MEPC 70 will enter into force on March 1, 2018. The changes include criteria for determining
whether cargo residues are harmful to the marine environment, and a new Garbage Record Book
format with a new garbage category for e-waste. As all our existing containerships are compliant
with MARPOL Annex V requirements, the amendments that will enter into force could cause us to
incur additional operational costs for the handling of garbage produced on our fleet.
The International Convention on Civil Liability for Bunker Oil Pollution Damage (the “Bunker
Convention”), which became effective in November 2008, imposes strict liability on vessel owners for
pollution damage in jurisdictional waters of ratifying states caused by discharges of bunker fuel. The
Bunker Convention also requires registered owners of vessels over 1,000 gross tons to maintain
insurance in specified amounts to cover liability for bunker fuel pollution damage. Each of our
containerships has been issued a certificate attesting that insurance is in force in accordance with the
Bunker Convention. In 2004, the IMO also adopted the International Convention for the Control
and Management of Ships’ Ballast Water and Sediments (the “BWM Convention”). The BWM
Convention’s implementing regulations call for a phased introduction of mandatory ballast water
exchange requirements, to be replaced in time with mandatory concentration limits for viable
organism discharged from ship ballast. In 2016, the BWM Convention met threshold ratification
requirements, entered into force on September 8, 2017. Under the BWM Convention, each vessel is
required to have on board a valid International Ballast Water Management Certificate, a Ballast
Water Management Plan and a Ballast Water Record Book. Compliance with the new standards
pertaining to the treatment of the ballast water (D-2 Standard) requires, in most cases, existing ships
to install a ballast water treatment system by the ship’s first International Oil Pollution Prevention
Certificate (“IOPPC”) renewal survey after September 8, 2019, while vessels constructed (keel laying
performed) after September 8, 2017 must have an approved BWM system installed on delivery. This
implementation schedule is intended to ensure full global implementation by September 8, 2024. For
existing vessels compliance with the D-2 standard will likely require installing treatment systems,
which could increase compliance costs for us and other similarly regulated ocean carriers.
The operation of our vessels is based on the requirements set forth in the ISM Code. The ISM
Code requires vessel managers to develop and maintain an extensive SMS that includes the adoption
of a safety and environmental protection policy, sets forth instructions and procedures for safe vessel
operation and describes procedures for dealing with emergencies. The ISM Code requires that vessel
operators obtain a SMC for each vessel they operate from the government of the vessel’s flag state.
The certificate verifies that the vessel operates in compliance with its approved SMS. No vessel can
obtain a certificate unless the flag state has issued a document of compliance with the ISM Code to
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the vessel’s manager. Failure to comply with the ISM Code may lead to withdrawal of the permit to
manage or operate the vessels, subject such party to increased liability, decrease or suspend available
insurance coverage for the affected vessels, or result in a denial of access to, or detention in, certain
ports. Each of the container ships in our fleet and each of our affiliated managers and third party
managers are ISM Code-certified.
United States Requirements
OPA 90 established an extensive regulatory and liability regime for the protection of the
environment from oil spills and cleanup of oil spills. OPA 90 applies to discharges of any oil from a
vessel, including discharges of fuel and lubricants. OPA 90 affects all owners and operators whose
vessels trade in the United States, its territories and possessions or whose vessels operate in U.S.
waters, which include the United States’ territorial sea and its two hundred nautical mile exclusive
economic zone. While we do not carry oil as cargo, we do carry fuel in our containerships, making
them subject to the requirements of OPA 90.
Under OPA 90, vessel owners, operators and bareboat charterers are “responsible parties” and
are jointly, severally and strictly liable (unless the discharge of pollutants results solely from the act
or omission of a third party, an act of God or an act of war) for all containment and clean-up costs
and other damages arising from discharges or threatened discharges, of pollutants from their vessels,
including bunkers. OPA 90 defines these other damages broadly to include:
• natural resource damages and the costs of assessment thereof;
• real and personal property damage;
• net loss of taxes, royalties, rents, fees and other lost revenues;
• lost profits or impairment of earning capacity due to property or natural resource damages;
and
• net cost of public services necessitated by a spill response, such as protection from fire, safety
or health hazards, and loss of subsistence use of natural resources.
OPA 90 preserves the right to recover damages under other existing laws, including maritime
tort law.
U.S. Coast Guard regulations limit OPA 90 liability to the greater of $1,100 per gross ton or
$939,800 per incident for non-tank vessels, subject to periodic adjustments of such limits. These
limits of liability do not apply if an incident was directly caused by violation of applicable U.S.
safety, construction or operating regulations or by a responsible party’s gross negligence or willful
misconduct, or if the responsible party fails or refuses to report the incident or to cooperate and
assist in connection with oil removal activities.
CERCLA applies to spills or releases of hazardous substances other than petroleum or
petroleum products whether on land or at sea. CERCLA imposes joint and several liability, without
regard to fault, on the owner or operator of a vessel, vehicle or facility from which there has been a
release, along with other specified parties. Costs recoverable under CERCLA include cleanup and
removal costs, natural resource damages and governmental oversight costs. Liability under CERCLA
is generally limited to the greater of $300 per gross ton or $5.0 million for vessels carrying any
hazardous substances, such as cargo or residue, or $0.5 million for any other vessel, per release of or
incident involving hazardous substances. These limits of liability do not apply if the incident is
caused by gross negligence, willful misconduct or a violation of certain regulations, in which case
liability is unlimited.
All owners and operators of vessels over 300 gross tons are required to establish and maintain
with the U.S. Coast Guard evidence of financial responsibility sufficient to meet their potential
liabilities under OPA 90 and CERCLA. Under the U.S. Coast Guard regulations, vessel owners and
operators may evidence their financial responsibility by providing proof of insurance, surety bond,
guarantee, letter of credit or self-insurance. An owner or operator of a fleet of vessels is required
only to demonstrate evidence of financial responsibility in an amount sufficient to cover the vessel in
the fleet having the greatest maximum liability under OPA 90 and CERCLA. Under the self-
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insurance provisions, the vessel owner or operator must have a net worth and working capital,
measured in assets located in the United States against liabilities located anywhere in the world, that
exceeds the applicable amount of financial responsibility.
U.S. Coast Guard regulations concerning certificates of financial responsibility provide, in
accordance with OPA 90, that claimants may bring suit directly against an insurer or guarantor that
furnishes certificates of financial responsibility. In the event that such insurer or guarantor is sued
directly, it is prohibited from asserting any contractual defense that it may have had against the
responsible party and is limited to asserting those defenses available to the responsible party and the
defense that the incident was caused by the willful misconduct of the responsible party. Certain
organizations, which had typically provided certificates of financial responsibility under pre-OPA
90 laws, including the major P&I associations, have declined to furnish evidence of insurance for
vessel owners and operators if they are subject to direct actions or required to waive insurance
policy defenses. This requirement may have the effect of limiting the availability of the type of
vessel coverage required by the U.S. Coast Guard and could increase our costs of obtaining this
insurance for our fleet, as well as the costs of our competitors that also require such coverage.
OPA 90 specifically permits individual states to impose their own liability regimes with regard
to oil pollution incidents occurring within their boundaries, and some states have enacted legislation
providing for unlimited liability for oil spills. In some cases, states which have enacted such
legislation have not yet issued implementing regulations defining vessels owners’ responsibilities
under these laws. We intend to comply with all applicable state regulations in the ports where our
vessels call.
We will maintain, for each of our containerships, oil pollution liability coverage insurance in the
amount of $1.0 billion per vessel per incident. In addition, we carry hull and machinery and
protection and indemnity insurance to cover the risks of fire and explosion. Although our
containerships will only carry bunker fuel, a spill of oil from one of our vessels could be catastrophic
under certain circumstances. Losses as a result of fire or explosion could also be catastrophic under
some conditions. While we believe that our present insurance coverage is adequate, not all risks can
be insured, and if the damages from a catastrophic spill exceeded our insurance coverage, the
payment of those damages could have an adverse effect on our business or the results of our
operations.
Title VII of the Coast Guard and Maritime Transportation Act of 2004 (the “CGMTA”)
amended OPA 90 to require the owner or operator of any non-tank vessel of 400 gross tons or
more that carries oil of any kind as a fuel for main propulsion, including bunker fuel, to prepare
and submit a response plan for each vessel. These vessel response plans include detailed information
on actions to be taken by vessel personnel to prevent or mitigate any discharge or substantial threat
of such a discharge of oil from the vessel due to operational activities or casualties. Where required,
each of our containerships has an approved response plan.
The CWA prohibits the discharge of oil or hazardous substances in navigable waters and
imposes liability in the form of penalties for any unauthorized discharges. It also imposes substantial
liability for the costs of removal, remediation and damages and complements the remedies available
under the more recently enacted OPA 90 and CERCLA, discussed above. The U.S. Environmental
Protection Agency (the “EPA”) regulates the discharge of ballast water and other substances under
the CWA. EPA regulations require vessels 79 feet in length or longer (other than commercial
fishing vessels) to obtain coverage under a Vessel General Permit (“VGP”) authorizing discharges of
ballast waters and other wastewaters incidental to the operation of vessels when operating within the
three-mile territorial waters or inland waters of the United States. The VGP requires vessel owners
and operators to comply with a range of best management practices and reporting and other
requirements for a number of incidental discharge types. The current VGP, which became effective
in December 2013 and will expire in December 2018, contains stringent requirements, including
numeric ballast water discharge limits (that generally align with the most recent U.S. Coast Guard
standards issued in 2012), requirements to ensure that the ballast water treatment systems are
functioning correctly and more stringent effluent limits for oil to sea interfaces and exhaust gas
scrubber wastewater. On December 2, 2016, the Marine Safety Center announced the approval of
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the first Coast Guard type approved Ballast Water Management System (“BWMS”). Now that type
approved BWMS are available, vessels calling at U.S. ports are required to have such systems
installed by the first regular dry-docking after January 1, 2016. Vessel owners and operators are
alternatively permitted to meet the discharge standard without the use of a BWMS or, apply for an
individual, justified extension to the compliance date. We have obtained coverage under the current
version of the VGP for all of our containerships that operate in U.S. waters. We do not believe that
any material costs associated with meeting the requirements under the VGP will be material.
U.S. Coast Guard regulations adopted under the 1996 U.S. National Invasive Species Act
(“NISA”) also impose mandatory ballast water management practices for all vessels equipped with
ballast water tanks entering or operating in U.S. waters. Amendments to these regulations, which
became effective in June 2012, established maximum acceptable discharge limits for various invasive
species and/or requirements for active treatment of ballast water. The U.S. Coast Guard ballast
water standards are consistent with requirements under the BWM Convention. Several states,
including Michigan and California, have adopted legislation or regulations relating to the permitting
and management of ballast water discharges. California has extended its ballast water management
program to the regulation of “hull fouling” organisms attached to vessels and adopted regulations
limiting the number of organisms in ballast water discharges. Other states could adopt similar
requirements that could increase the costs of operation in state waters.
The EPA has adopted standards under the CAA that pertain to emissions from vessel vapor
control and recovery and other operations in regulated port areas and emissions from model year
2004 and later large marine diesel engines. Several states also regulate emissions from vapor control
and recovery under authority of State Implementation Plans adopted under the CAA. On April 30,
2010, the EPA promulgated regulations that impose more stringent standards for emissions of
particulate matter, sulfur oxides and nitrogen oxides from new Category 3 marine diesel engines on
vessels constructed on or after January 1, 2016 and registered or flagged in the U.S. and implement
the new MARPOL Annex VI requirements for U.S. and foreign flagged ships entering U.S. ports or
operating in U.S. internal waters. California has adopted emission limits for auxiliary diesel engines
of ocean-going vessels operating within 24 miles of the California coast and requires operators to use
low sulfur content fuel. If new or more stringent regulations relating to emissions from marine diesel
engines or port operations by ocean-going vessels are adopted by the EPA or states, these
requirements could require significant capital expenditures or otherwise increase the costs of our
operations.
European Union Requirements
The European Union has also adopted legislation that (1) requires member states to refuse
access to their ports to certain substandard vessels, according to vessel type, flag and number of
previous detentions; (2) obliges member states to inspect at least 25% of foreign vessels using their
ports annually and provides for increased surveillance of vessels posing a high risk to maritime
safety or the marine environment; (3) provides the European Union with greater authority and
control over classification societies, including the ability to seek to suspend or revoke the authority
of negligent societies and (4) requires member states to impose criminal sanctions for certain
pollution events, such as the unauthorized discharge of tank washings.
Other Regional Requirements
The environmental protection regimes in certain other countries, such as Canada, resemble
those of the United States. To the extent we operate in the territorial waters of such countries or
enter their ports, our containerships would typically be subject to the requirements and liabilities
imposed in such countries. Other regions of the world also have the ability to adopt requirements or
regulations that may impose additional obligations on our containerships and may entail significant
expenditures on our part and may increase the costs of our operations. These requirements,
however, would apply to the industry operating in those regions as a whole and would also affect
our competitors.
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Of particular importance, due to the trade intensity in these areas, are four emission control
areas (“ECAs”) created in Hong Kong and in China (Pearl River Delta, the Yangtze River Delta
and Bohai Sea), aiming to reduce the levels of ship-generated air pollution and focus on the sulphur
content of fuels. Starting from January 1, 2017 vessels at berth in a core port within an emission
control area are required to use fuel with a maximum sulphur content of 0.5% m/m—except one
hour after arrival and one hour before departure. Since January 1, 2018, all ports within emission
control areas have implemented this standard.
Greenhouse Gas Regulations
Concerns surrounding climate change may lead certain international or multinational bodies or
individual countries to propose and/or adopt new climate change initiatives. For example, in 2015
the United Nations Framework Convention on Climate Change adopted the Paris Agreement, a new
international framework designed to take effect by 2020. The Paris Agreement establishes a
framework for reducing global GHG emissions, with the goal of holding the increase in global
average temperature to well below 2 degrees Celsius and pursuing efforts to limit the increase to
1.5 degrees Celsius. In October 2016, the EU formally ratified the Paris Agreement, thus establishing
its entry into force on November 4, 2016. Although the Paris Agreement does not specifically
require controls on shipping or other industries, it is possible that countries or groups of countries
will seek to impose such controls as they implement the Paris Agreement, which may cause us to
incur capital expenditures and/or increase our operating costs in the future.
In addition, in 2011, the Marine Environment Protection Committee (“MEPC”) of the IMO
adopted two new sets of mandatory requirements to address greenhouse gas emissions from ships at
its July 2011 meeting. The Energy Efficiency Design Index requires a minimum energy efficiency
level per capacity mile and is applicable to new vessels, and the Ship Energy Efficiency Management
Plan is applicable to currently operating vessels. The requirements entered into force in January
2013 and could cause us to incur additional compliance costs. The IMO is also considering the
development of a market-based mechanism for greenhouse gas emissions from ships, but it is
difficult to accurately predict the likelihood that such a standard might be adopted or its potential
impact on our operations at this time.
In June 2013, the European Commission developed a strategy to integrate maritime emissions
into the overall European Union Strategy to reduce greenhouse gas emissions. On July 1, 2015, the
EU MRV Regulation (Monitoring, Reporting, Verification) entered into force and requires that
large vessels entering European Union ports would be required to monitor, report and verify their
carbon dioxide emissions beginning in January 2018. In December 2013, the European Union
environmental ministers discussed draft rules to implement monitoring and reporting of carbon
dioxide emissions from ships. Similar amendments to MARPOL Annex VI were adopted by IMO in
October 2016. Under these amendments, which are expected to enter into force on March 1, 2018,
ships of 5,000 gross tonnage and above will be required to collect consumption data for each type of
fuel they use, as well as additional data, including proxies for transport work. The aggregated data
will be reported to the ship’s flag state on an annual basis. In the United States, the EPA has issued
a finding that greenhouse gases endanger the public health and safety and has adopted regulations
under the CAA to limit greenhouse gas emissions from certain mobile sources and proposed
regulations to limit greenhouse gas emissions from large stationary sources. Although the mobile
source emissions do not apply to greenhouse gas emissions from ships, the EPA may, in the future,
decide to regulate greenhouse gas emissions from ocean-going vessels. Any passage of climate
control legislation or other regulatory initiatives by the IMO, the European Union, the United States
or other countries where we operate, or any treaty adopted at the international level, that restrict
emissions of greenhouse gases could require us to make significant financial expenditures that we
cannot predict with certainty at this time. Even in the absence of climate control legislation and
regulations, our business and operations may be materially affected to the extent that climate change
results in sea level changes or more intense weather events.
The State of California has mandated that ships, instead of relying on their shipboard power,
must use shore power while berthed through a process known as Cold Ironing or Alternative
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Maritime Power. The regulation was phased in starting in 2014. Our vessels, which are affected by
the State of California regulations, have or will have the necessary installation. It is expected that
the cost of modifications needed for older vessels will be borne in part by the charterers of each
vessel, but it is difficult to predict the exact impact on our operations.
IMO NOx Tier III requirements, the most demanding to date, took effect in North American
and US Caribbean ECAs from January 1, 2016 for vessels with a keel-laying date on or after
January 1, 2016 and an engine output in excess of 130kW. However, if other ECAs for NOx are
implemented, the NOx Tier III requirements will not be retroactive and the Tier III emission limits
for any new NOx ECAs (e.g., for the North Sea and Baltic Sea) will become applicable to vessels
with keel-laying as of the date that the new NOx ECAs go into effect.
Vessel Security Regulations
A number of initiatives have been introduced in recent years intended to enhance vessel
security. On November 25, 2002, the Maritime Transportation Security Act of 2002 (the “MTSA”)
was signed into law. To implement certain portions of the MTSA, the U.S. Coast Guard issued
regulations in July 2003 requiring the implementation of certain security requirements aboard vessels
operating in waters subject to the jurisdiction of the United States. Similarly, in December 2002,
amendments to SOLAS created a new chapter of the convention dealing specifically with maritime
security. This new chapter came into effect in July 2004 and imposes various detailed security
obligations on vessels and port authorities, most of which are contained in the newly created ISPS
Code. Among the various requirements are:
• on-board installation of automatic information systems to enhance vessel-to-vessel and vessel-
to-shore communications;
• on-board installation of ship security alert systems;
• the development of ship security plans; and
• compliance with flag state security certification requirements.
The U.S. Coast Guard regulations, intended to align with international maritime security
standards, exempt non-U.S. vessels from MTSA vessel security measures; provided such vessels have
on board a valid “International Ship Security Certificate” that attests to the vessel’s compliance with
SOLAS security requirements and the ISPS Code. We have implemented the various security
measures required by the IMO, SOLAS and the ISPS Code and have approved ISPS certificates and
plans certified by the applicable flag state on board all our containerships.
C. Organizational Structure
Costamare Inc. is a holding company incorporated in the Republic of the Marshall Islands
which, as of February 23, 2018, has 68 subsidiaries, 63 of which are incorporated in Liberia and 5
which are incorporated in the Republic of the Marshall Islands. Of our Liberian subsidiaries, 53 own
vessels in our fleet and the remaining subsidiaries are dormant. Our subsidiaries are wholly-owned
by us. A list of our subsidiaries as of February 23, 2018 is set forth in Exhibit 8.1 to this annual
report.
D. Property, Plant and Equipment
We have no freehold or material leasehold interest in any real property. We occupy office space
at 7 rue du Gabian, MC 98000 Monaco. Other than our vessels, we do not have any material
property. Our vessels are subject to priority mortgages, which secure our obligations under our
various credit facilities. For further details regarding our credit facilities, refer to “Item 5. Operating
and Financial Review and Prospects—B. Liquidity and Capital Resources—Credit Facilities”.
ITEM 4.A. UNRESOLVED STAFF COMMENTS
None.
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ITEM 5. OPERATING AND FINANCIAL REVIEW AND PROSPECTS
The following discussion of our financial condition and results of operations should be read in
conjunction with the financial statements and the notes to those statements included elsewhere in this
annual report. This discussion includes forward-looking statements that involve risks and uncertainties.
As a result of many factors, such as those set forth under “Item 3. Key Information—D. Risk Factors”
and elsewhere in this annual report, our actual results may differ materially from those anticipated in
these forward-looking statements. Please see the section “Forward-Looking Statements” at the
beginning of this annual report.
Overview
We are an international owner of containerships, chartering our vessels to many of the world’s
largest liner companies. As of February 23, 2018, we had a fleet of 71 containerships with a total
capacity of approximately 466,000 TEU, including one newbuild on order, making us one of the
largest public containership companies in the world based on total TEU capacity. At that date, our
fleet consisted of (i) 70 vessels in the water, aggregating approximately 462,000 TEU and (ii) one
newbuild vessel of 3,800 TEU that is scheduled to be delivered to us in the second quarter of 2018,
based on the current shipyard schedule. As of February 23, 2018, 18 of our containerships, including
the newbuild on order, have been acquired pursuant to the Framework Deed with York by vessel-
owning joint venture entities in which we hold a minority equity interest. See “Item 4. Information
on the Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild Vessels”.
Our strategy is to deploy our containerships on long-term, fixed-rate time charters to take
advantage of the stable cash flows and high utilization rates typically associated with long-term time
charters. Time-chartered containerships are generally employed on long-term charters to liner
companies that charter-in vessels on a long-term basis as part of their business strategies.
As of February 23, 2018, the average (weighted by TEU capacity) remaining time-charter
duration for our fleet of 71 containerships, including 18 vessels acquired pursuant to the Framework
Deed one of which was under construction, was approximately 2.9 years, based on the remaining
fixed terms and assuming the exercise of any owner’s options and the non-exercise of any charterer’s
options under our containerships’ charters. As of December 31, 2017, our fixed-term charters
represented an aggregate of $1.25 billion of contracted revenue, assuming the earliest redelivery
dates possible and 365 revenue days per annum per containership and the exercise of the owner’s
unilateral extension options (which amount includes our ownership percentage of contracted revenue
for the existing Joint Venture vessels). See the table entitled “Contracted Revenue and Days From
Time Charters as of December 31, 2017” in “Item 5. Operating and Financial Review and Prospects
A. Operating Results—Factors Affecting Our Results of Operations—Voyage Revenue”. As of
February 23, 2018, our fixed-term charters represented an aggregate of approximately $1.2 billion of
contracted revenue, assuming the earliest redelivery dates possible and 365 revenue days per annum
per containership (which amount includes our ownership percentage of contracted revenue for the
Joint Venture vessels (currently $351.1 million)) and the exercise of the owner’s unilateral extension
options. Ten of these charters include an option exercisable by either party to extend the term: five
wholly-owned vessels for two one-year periods at the same charter rate, which represents
$152.4 million of potential contracted revenue, and five Joint Venture vessels for a three-year period
and a subsequent two-year period at the same charter rate, which represents $170.5 million of
potential contracted revenue that is attributable to our share of the relevant vessel-owning entities.
In addition, we have charters for two wholly-owned vessels, which include the owner’s unilateral
options to extend the charters for subsequent one-year periods at market rate plus $1,100 per vessel
per day. See “Item 4. Information on the Company—B. Business Overview—Our Fleet, Acquisitions
and Newbuild Vessels—Our Fleet”.
The table below provides additional information about the charter coverage for our fleet of
containerships as of December 31, 2017. Except as indicated in the footnotes, it does not reflect
events occurring after that date, including any charter contract we entered into after that date. It
excludes all days attributable to the operation of the vessels purchased pursuant to the Framework
Deed which includes 17 vessels in the water and one newbuild on order. The table assumes the
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earliest redelivery dates possible under our containerships’ charters. See “Item 4. Information on the
Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild Vessels”.
2018
2019
2020
2021
2022
2023
2024
No. of Vessels whose Charters Expire(1) . . . . . . .
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4
2
TEU of Expiring Charters . . . . . . . . . . . . . . . . . . . . . 211,733
21,314
13,288
Contracted Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9,382
4,429
3,456
1
6,724
3,180
1
7,471
2,718
3
4
27,057
28,720
1,880
779
Available Days. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9,963
14,551
15,576
15,566
14,803
15,640
16,789
Contracted/Total Days(2) . . . . . . . . . . . . . . . . . . . . . . . 48.5% 23.3% 18.2% 17.0% 15.5% 10.7%
4.4%
(1) Includes two vessels with no employment as at December 31, 2017, five vessels with owners’ unilateral option for extension
and excludes vessels purchased pursuant to the Framework Deed.
(2) Total days are calculated on the assumption that the vessels will continue trading until the age of 30 years old, unless the
vessel will exceed 30 years of age at the expiry of its current time charter, in which case we assume that the vessel
continues trading until that expiry date. Itea has been classified as held for sale and therefore the available days are
calculated up to December 31, 2018.
Our containership fleet is currently under time charters with fourteen different charterers. For
the three years ended December 31, 2017, our largest customers by revenue were A.P. Moller-
Maersk, MSC, Evergreen, Hapag Lloyd and COSCO; together these five customers represented
95%, 96% and 96% of our revenue in 2015, 2016 and 2017, respectively.
We dry-dock our vessels when the next survey (dry-dock survey or special survey) is scheduled
to become due, ranging from 30 to 60 months. We have dry-docked 25 vessels over the past three
years, including two Joint Venture vessels, and we plan to dry-dock 12 vessels in 2018 and 14 vessels
in 2019 including Joint Venture vessels. Information about our fleet dry-docking schedule through
2018 is set forth in a table in “Item 4. Information on the Company—B. Business Overview—Risk
of Loss and Liability Insurance—Inspection by Classification Societies”.
Our Managers and Service Providers
Costamare Shipping provides us with general administrative services and certain commercial and
technical services pursuant to the Framework Agreement. Costamare Shipping, itself or through
Shanghai Costamare, V.Ships Greece or in certain cases, subject to our consent, another third party
sub-manager such as Vinnen, provides our fleet of containerships with technical, crewing,
commercial, provisioning, bunkering, sale and purchase, chartering, accounting, insurance and
administrative services pursuant to the Framework Agreement sand separate ship-management
agreements between each of our vessel-owning subsidiaries and Costamare Shipping and, in certain
cases, V.Ships Greece. Costamare Services provides our vessel-owning subsidiaries with crewing,
commercial and administrative services pursuant to the Services Agreement. In the event that
Costamare Shipping or Costamare Services decide to delegate certain or all of the services they have
agreed to perform under the Framework Agreement or the Services Agreement, respectively, either
through (i) subcontracting to a sub-manager or sub-provider or (ii) by directing such sub-manager or
sub-provider to enter into a direct agreement with the relevant vessel-owning subsidiary, then, in the
case of subcontracting under (i), Costamare Shipping or Costamare Services, as applicable, will be
responsible for paying the fee charged by the relevant sub-manager or sub-provider for providing
such services and, in the case of a direct agreement under (ii), the fee received by Costamare
Shipping or Costamare Services, as applicable, will be reduced by the fee payable to the sub-
manager or sub-provider under the relevant direct agreement. As a result, these arrangements will
not result in any increase in the aggregate management fees and services fees that we pay.
Moreover, in the case of the Co-operation Agreement, the management fees we pay are reduced by
any net profit received by Costamare Shipping from the Cell’s operation. In addition to management
fees, we pay for any capital expenditures, financial costs, operating expenses and any general and
administrative expenses, including payments to third parties, such as specialist providers, in
accordance with the Framework Agreement and the relevant separate ship-management agreements
or supervision agreements. Our chairman and chief executive officer and our chief financial officer
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supervise, in conjunction with our board of directors, the services provided by our managers and
Costamare Services.
Costamare Shipping received in 2017 and 2016 a fee of $956 per day pro rated for the calendar
days we own each containership. This fee will be reduced to $478 per day for each containership
subject to a bareboat charter. We also pay to Costamare Shipping a flat fee of $787,405 per
newbuild vessel for the supervision of the construction of any newbuild vessel that we may contract.
Starting in the fourth quarter of 2015, Costamare Shipping received in 2017 and 2016, a fee of
0.15% on all gross freight, demurrage, charter hire and ballast bonus or other income earned with
respect to each containership in our fleet. Costamare Services received in 2017 and 2016 a fee of
0.60% on all gross freight, demurrage, charter hire and ballast bonus or other income earned with
respect to each containership in our fleet and a quarterly fee of (i) $625,000 and (ii) an amount
equal to the value of 149,600 shares, based on the average closing price of our common stock on the
NYSE for the 10 days ending on the 30th day of the last month of each quarter; provided that
Costamare Services may elect to receive 149,600 shares instead of the fee under (ii). We have
reserved a number of shares of common stock to cover the fees to be paid to Costamare Services
under (ii) through December 31, 2020. The aforementioned fees remain unchanged in 2018. During
the year ended December 31, 2016 and December 31, 2017, Costamare Shipping charged in
aggregate to the companies established pursuant to the Framework Deed $3.0 million and
$5.0 million, respectively, for services provided in accordance with the relevant management
agreements. For the year ended December 31, 2017, we paid aggregate fees of approximately
$2.5 million and issued in aggregate 598,400 shares to Costamare Services under the Services
Agreement. For the year ended December 31, 2016, we paid aggregate fees of approximately
$2.5 million and issued in aggregate 598,400 shares to Costamare Services under the Services
Agreement.
On December 31, 2017, the terms of the Framework Agreement and the Services Agreement
automatically renewed for another one-year period, and will automatically renew for 7 more
consecutive one-year periods until December 31, 2025, at which point the Framework Agreement
and the Services Agreement will expire. The daily fee for each containership, the supervision fee in
respect of each containership under construction and the quarterly fee payable to Costamare
Shipping under the Framework Agreement and the quarterly fee payable to Costamare Services
under the Services Agreement (other than the portion of the fee in clause (ii) above which is
calculated on the basis of our share price) will be annually adjusted to reflect any strengthening of
the Euro against the U.S. dollar of more than 5% per year and/or material unforeseen cost
increases. We are able to terminate the Framework Agreement or the Services Agreement, subject
to a termination fee, by providing written notice to Costamare Shipping or Costamare Services, as
applicable, at least 12 months before the end of the subsequent one-year term. The termination fee
is equal to (a) the number of full years remaining prior to December 31, 2025, times (b) the
aggregate fees due and payable to Costamare Shipping or Costamare Services, as applicable, during
the 12-month period ending on the date of termination (without taking into account any reduction in
fees under the Framework Agreement to reflect that certain obligations have been delegated to a
sub-manager or a sub-provider, as applicable); provided that the termination fee will always be at
least two times the aggregate fees over the 12-month period described above. Information about
other termination events under the Management Agreements is set forth in “Item 7. Major
Shareholders and Related Party Transactions—B. Related Party Transactions—Management
Agreements—Term and Termination Rights”.
Pursuant to the terms of the Framework Agreement, the separate ship-management agreements
and supervision agreements and the Services Agreement, liability of our affiliated managers and
Costamare Services to us is limited to instances of gross negligence or willful misconduct on the part
of the affiliated managers or Costamare Services. Further, we are required to indemnify our
affiliated managers and Costamare Services for liabilities incurred by the managers in performance
of the Framework Agreement, separate ship-management agreements, supervision agreements, and
the Services Agreement, in each case except in instances of gross negligence or willful misconduct
on the part of our affiliated managers or Costamare Services.
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Costamare Shipping provides management services to the Joint Venture vessels under separate
management agreements with each vessel-owning entity formed under the Framework Deed
pursuant to which Costamare Shipping provides technical, crew, crew insurance, commercial, general
and administrative and insurance services directly or through Shanghai Costamare or V.Ships Greece
as sub-managers; provided that Shanghai Costamare or V.Ships Greece may be directed to enter into
a direct management agreement with each vessel-owning entity and, in respect of the newbuild
vessels under construction, into a supervision agreement with the respective vessel-owning entity.
During the year ended December 31, 2017, Costamare Shipping charged in aggregate to the
companies established pursuant to the Framework Deed the amount of $5.0 million for services
provided in accordance with the respective management agreements.
On January 1, 2018, Costamare Shipping appointed, on behalf of the vessels it manages, Blue
Net, a company 50% owned (indirectly) by Mr. Konstantinos Konstantakopoulos, the Company’s
Chairman and Chief Executive Officer, to provide charter brokerage services to all vessels under its
management (including vessels owned by the Company). Blue Net provides exclusive charter
brokerage services to containership owners. Each vessel-owning subsidiary will pay a fee of €13,074
for the year ending December 31, 2018 in respect of its vessel prorated for the calendar days of
ownership (including as disponent owner under a bareboat charter agreement) provided that the fee
shall be €1,644 in respect of vessels which are chartered on January 1, 2018 for the duration of their
current charter.
A. Operating Results
Factors Affecting Our Results of Operations
Our financial results are largely driven by the following factors:
• Number of Vessels in Our Fleet. The number of vessels in our fleet is a key factor in
determining the level of our revenues. Aggregate expenses also increase as the size of our
fleet increases. Vessel acquisitions and dispositions give rise to gains and losses and other
onetime items. During 2007 and 2008, we increased the number of vessels in our fleet so that
on October 31, 2008 our fleet consisted of 53 containerships. Thereafter, from 2009 through
the first half of 2010, in response to the global economic recession, we reduced our fleet
through dispositions to 41 vessels. Beginning in the second half of 2010, when the market
started to recover and vessel prices were at an attractive point, we have substantially grown
our fleet to a total of 71 vessels as of February 23, 2018, including one newbuild vessel on
order. 18 of our containerships, including 12 newbuilds, have been acquired pursuant to the
Framework Deed with York by vessel-owning joint venture entities in which we hold a
minority equity interest.
• Charter Rates. The charter rates we obtain for our vessels also drive our revenues. Charter
rates are based primarily on demand and supply of containership capacity at the time we
enter into the charters for our vessels. Demand and supply can fluctuate significantly over
time as a result of changing economic conditions affecting trade flow between ports served by
liner companies and the industries which use liner shipping services. Vessels operated under
long-term charters are less susceptible to cyclical containership charter rates than vessels
operated on shorter-term charters, such as spot charters. We are exposed to varying charter
rate environments when our chartering arrangements expire and we seek to deploy our
containerships under new charters. As illustrated in the table above under “—Overview”, the
staggered maturities of our containership charters aim to reduce our exposure to any one
particular rate environment and point in the shipping cycle. See “—Voyage Revenue”.
• Utilization of Our Fleet. Due to the long-term time charters under which they generally
operate, our containerships have consistently been deployed at high utilization. Nevertheless,
the amount of time our vessels spend dry-docked undergoing repairs, maintenance or upgrade
work affects our results of operations. Historically, our fleet has had a limited number of
unscheduled off-hire days. In 2015, 2016 and 2017 our fleet utilization based on unscheduled
off-hire days as a percentage of total operating days for each year was 99.7%, 99.9% and
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99.7%, respectively. However, an increase in annual off-hire days could reduce our utilization.
The efficiency with which suitable employment is secured, the ability to minimize off-hire
days and the amount of time spent positioning vessels also affects our results of operations. If
the utilization pattern of our containership fleet changes, our financial results would be
affected.
• Expenses and Other Costs. Our ability to control our fixed and variable expenses is critical to
our ability to maintain acceptable profit margins. These expenses include commission
expenses, crew wages and related costs, the cost of insurance, expenses for repairs and
maintenance, the cost of spares and consumable stores, lubricating oil costs, tonnage taxes and
other miscellaneous expenses. In addition, factors beyond our control, such as developments
relating to market premiums for insurance and the value of the U.S. dollar compared to
currencies in which certain of our expenses, primarily crew wages, are paid, can cause our
vessel operating expenses to increase. We proactively manage our foreign currency exposure
by entering into Euro/dollar forward contracts covering our Euro-denominated operating
expenses.
Voyage Revenue
Our operating revenues are driven primarily by the number of vessels in our fleet, the amount
of daily charter hire that our vessels earn under time charters and the number of operating days
during which our vessels generate revenues. These factors are, in turn, affected by our decisions
relating to vessel acquisitions and dispositions, the amount of time that we spend positioning our
vessels, the amount of time that our vessels spend dry-docked undergoing repairs, maintenance and
upgrade work, the age, condition and specifications of our vessels and the levels of supply and
demand in the containership charter market.
Charter revenues are generated from fixed-rate time charters and are recorded on a straight-line
basis over the term of each time charter (excluding the effect of any options to extend the term).
Revenues do not include any revenues for the existing Joint Venture vessels. Revenues derived from
time charters with escalating rates are accounted for as operating leases and thus are recognized on
a straight-line basis as the average revenue over the rental periods of such agreements, as service is
performed, by dividing (i) the aggregate contracted revenues until the earliest expiration date of the
time charter by (ii) the total contracted days until the earliest expiration date of the time charter.
Some of our charters provide that the charter rate will be adjusted to a market rate for the final
months of their respective terms. For purposes of determining the straight-line revenue amount, we
exclude these periods and treat the charter as expiring at the end of the last fixed rate period. Our
revenues will be affected by the acquisition of any additional vessels in the future subject to time
charters, as well as by the disposition of any existing vessel in our fleet. Our revenues will also be
affected if any of our charterers cancel a time charter or if we agree to renegotiate charter terms
during the term of a charter resulting in aggregate revenue reduction. Our time charter
arrangements have been contracted in varying rate environments and expire at different times.
Generally, we do not employ our vessels under voyage charters under which a ship-owner, in return
for a fixed sum, agrees to transport cargo from one or more loading ports to one or more
destinations and assumes all vessel operating costs and voyage expenses.
According to Clarkson Research, the end of 2005 saw the containership charter market register
the highest reading in its history. However, the onset of the global economic downturn and the
resulting slowdown in container trade growth created a relative oversupply of capacity, leading to a
rapid decrease in containership earnings in the latter half of 2008, which continued in the first half
of 2009, with earnings remaining depressed during the rest of the year. In 2010, containership charter
rates registered and upward trend over the years as a whole and made further gains in early 2011
before decreasing sharply in the second half of 2011. The time charter rates and charter free vessel
values remained at low levels through 2014. While in the first half of 2015 charter rates showed an
improvement, the continuous decrease in containership demand, combined with the deliveries of
many larger newbuilds resulted in the deterioration of rates and values across all types of vessels to
historically low figures until the beginning of 2017, when, as a result of low seaborne containership
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demand and growth of containership supply, demand for containership services declined, resulting in
the highest number of idle ships since 2010 and historically low charter rates for all types of vessels.
While charter rates and the level of demand for containerships are historically volatile, and there
can be no assurance that either will improve, we believe that any continued improvement in the
global economy and demand for containerships will lead to an improvement in charter rates over
time.
The table below provides additional information about our expected revenues based on
contracted charter rates as of December 31, 2017. Although these expected revenues are based on
contracted charter rates, any contract is subject to various risks, including performance by the
counterparties or an early termination of the contract pursuant to its terms. If the charterers are
unable to make charter payments to us, if we agree to renegotiate charter terms at the request of a
charterer or if contracts are prematurely terminated for any reason, our results of operations and
financial condition may be materially adversely affected. Historically, we have had no defaults or
early terminations by charterers, although in certain cases we have agreed to changes in charter
terms.
Contracted Revenue and Days From Time Charters as of December 31, 2017*
Contracted Revenues(1)(2). . . . . . . . . . .
Fleet Contracted Days(2) . . . . . . . . . . .
Percentage of fleet contracted
days/Total days(2) . . . . . . . . . . . . . . . .
On and After January 1,
2018
2019
2020
2021
2022
and
thereafter
Total
(Expressed in thousands of U.S. dollars, except days and percentages)
$236,398
9,382
$139,357
4,429
$110,092
3,456
$101,491
3,180
$164,623
5,377
$751,961
25,824
48.5%
23.3%
18.2%
17.0%
10.2%
20.1%
(1) Annual revenue calculations are based on: (a) an assumed 365 revenue days per vessel per annum, (b) the earliest
redelivery dates possible under our containerships’ charters and (c) non-exercise of the owner’s options to extend the terms
of those charters. The contracted revenues for the seven vessels subject to the Sale and Leaseback transactions are
included in the revenue calculations.
(2) Some of our charters provide that the charter rate will be adjusted to a market rate for the final months of their
respective terms. For purposes of determining contracted revenues and the number of days, we exclude these periods and
treat the charter as expiring at the end of the last fixed rate period. Total days are calculated on the assumption that the
vessels will continue trading until the age of 30 years old, unless the vessel will exceed 30 years of age at the expiry of its
current time charter, in which case we assume that the vessel continues trading until that expiry date. Itea has been
classified as held for sale and therefore the available days are calculated up to December 31, 2018.
* The revenues and days in the above table exclude the revenues and contracted days of any of the vessels purchased
pursuant to the Framework Deed.
Voyage Expenses
Voyage expenses include port and canal charges, bunker (fuel) expenses, address commissions
and brokerage commissions. Under our time charter arrangements, charterers bear the voyage
expenses other than address and brokerage commissions. As such, voyage expenses represent a
relatively small portion of our vessels’ overall expenses. During 2016 and 2017, brokerage and
address commissions represented 62% and 47% of voyage expenses, respectively.
These commissions do not include the fees we pay to our manager, which are described below
under “Item 7. Major Shareholders and Related Party Transactions—B. Related Party
Transactions—Management and Services Agreements”.
Vessels’ Operating Expenses
Vessels’ operating expenses include crew wages and related costs, the cost of insurance,
expenses for repairs and maintenance, the cost of spares and consumable stores, lubricant costs,
statutory and classification expenses and other miscellaneous expenses. Aggregate expenses increase
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as the size of our fleet increases. We expect that insurance costs, dry-docking and maintenance costs
will increase as our vessels age. Factors beyond our control, some of which may affect the shipping
industry in general—for instance, developments relating to market premiums for insurance and
changes in the market price of lubricants due to increases in oil prices—may also cause vessel
operating expenses to increase. In addition, a substantial portion of our vessel operating expenses,
primarily crew wages, are in currencies other than the U.S. dollar (mainly in Euro), and any gain or
loss we incur as a result of the U.S. dollar fluctuating in value against these currencies is included in
vessel operating expenses. As of December 31, 2017, approximately 41% of our outstanding accounts
payable were denominated in currencies other than the U.S. dollar (mainly in Euro). We fund our
managers with the amounts they will need to pay our fleet’s vessel operating expenses. Under our
time charter arrangements, we generally pay for vessel operating expenses.
General and Administrative Expenses
General and administrative expenses mainly include legal, accounting and advisory fees. We also
incur additional general and administrative expenses as a public company. The primary components
of general and administrative expenses consist of the expenses associated with being a public
company, which include the preparation of disclosure documents, legal and accounting costs, investor
relation costs, incremental director and officer liability insurance costs, director and executive
compensation and costs related to compliance with the Sarbanes-Oxley and Dodd-Frank Acts.
Management Fees
In 2014, we paid to our managers a daily management fee of $919 per day per vessel. Such fee
increased to $956 per day per vessel beginning January 1, 2015. The total management fees paid by
us to our managers during the years ended December 31, 2015, 2016 and 2017 amounted to
$18.9 million, $18.6 million and $18.7 million, respectively. See “Item 7. Major Shareholders and
Related Party Transactions—B. Related Party Transactions—Management and Services Agreements”
for more information regarding management fees.
Amortization of Dry-docking and Special Survey Costs
All vessels are dry-docked at least once every five years for inspection of their underwater parts
and for repairs related to such inspections. We follow the deferral method of accounting for special
survey and dry-docking costs whereby actual costs incurred (mainly shipyard costs, paints and class
renewal expenses) are deferred and amortized on a straight-line basis over the period through the
date the next survey is scheduled to become due. If a survey is performed prior to the scheduled
date, the remaining unamortized balances are immediately written off. Unamortized balances of
vessels that are sold are written off and included in the calculation of the resulting gain or loss in
the period of the vessel’s sale.
Depreciation
We depreciate our containerships on a straight-line basis over their estimated remaining useful
economic lives. For years prior to January 1, 2007, we estimated this to be 25 years. As of
January 1, 2007, we determined the estimated useful lives of our containerships to be 30 years from
their initial delivery from the shipyard. This change was made to reflect our experience, market
conditions and the current practice in the containership industry. Depreciation is based on cost, less
the estimated scrap value of the vessels.
Gain / (Loss) on Sale/Disposal of Vessels
The gain or loss on the sale of a vessel is presented in a separate line item in our consolidated
statements of income. In 2015, 2016 and 2017, we sold one, one and four vessels, respectively.
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Foreign Exchange Gains / (Losses)
Our functional currency is the U.S. dollar because our vessels operate in international shipping
markets, and therefore transact business mainly in U.S. dollars. Our books of accounts are
maintained in U.S. dollars. Transactions involving other currencies are converted into U.S. dollars
using the exchange rates in effect at the time of the transactions. The gain or loss derives from the
different foreign currency exchange rates between the time that a cost is recorded in our books and
the time that the cost is paid. At the balance sheet dates, monetary assets and liabilities, which are
denominated in other currencies, are translated into U.S. dollars at the year-end exchange rates.
Resulting gains or losses are reflected as foreign exchange gains / (losses) in our consolidated
statement of income.
Other, Net
Other expenses represent primarily non-recurring items that are not classified under the other
categories of our consolidated income statement. Such expenses may, for instance, result from
various potential claims against our Company, or from payments we are effecting on behalf of
charterers that cannot meet their obligations.
Interest Income, Interest and Finance Costs
We incur interest expense on outstanding indebtedness under our existing credit facilities which
we include in interest expense. Finance costs also include financing and legal costs in connection
with establishing and amending those facilities, which are deferred and amortized to interest and
finance costs during the life of the related debt using the effective interest method. Unamortized
fees relating to loans repaid or refinanced, meeting the criteria of debt extinguishment, are expensed
in the period the repayment or refinancing is made. Further, we earn interest on cash deposits in
interest-bearing accounts and on interest-bearing securities, which we include in interest income. We
will incur additional interest expense in the future on our outstanding borrowings and under future
borrowings. For a description of our existing credit facilities and our new committed term loan
please read “—B. Liquidity and Capital Resources—Credit Facilities”.
Equity in Net Earnings of Investments
Per the terms of the Framework Deed, we currently hold a minority interest in the equity of
certain ship-owning companies. We account for these entities as equity investments. Equity in net
earnings of investments represents our share of the earnings or losses of these entities for the
reported period. For a description of the Framework Deed please see “Item 4. Information on the
Company—B. Business Overview—Our Fleet, Acquisitions and Newbuild Vessels—Framework
Deed”.
Gain / (Loss) on Derivative Instruments
We enter into interest rate swap contracts to manage our exposure to fluctuations of interest
rate risks associated with specific borrowings. All derivatives are recognized in the consolidated
financial statements at their fair value. On the inception date of the derivative contract, we
designate the derivative as a hedge of a forecasted transaction or the variability of cash flow to be
paid (“cash flow hedge”). Changes in the fair value of a derivative that is qualified, designated and
highly effective as a cash flow hedge are recorded in Other comprehensive income until earnings are
affected by the forecasted transaction or the variability of cash flow and are then reported in
earnings. Changes in the fair value of undesignated derivative instruments and the ineffective portion
of designated derivative instruments are reported in earnings in the period in which those fair value
changes have occurred. For a description of our existing interest rate swaps, please read “Item 11.
Quantitative and Qualitative Disclosures About Market Risk—A. Quantitative Information About
Market Risk—Interest Rate Risk”.
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Change in the manner of presentation of certain items
Effective January 1, 2016, we changed the way we present the interest accrued and realized on
non-hedging derivative instruments and have reclassified such from the Interest and Finance costs
line item to Gain / (Loss) on derivative instruments, on our consolidated statements of income and
their comparatives.
Results of Operations
Year Ended December 31, 2017 Compared to Year Ended December 31, 2016
During the years ended December 31, 2017 and 2016, we had an average of 52.7 and 53.6
vessels, respectively, in our fleet. In the year ended December 31, 2017, we accepted delivery of the
secondhand containerships Leonidio, Kyparissia, Maersk Kowloon and CMA CGM L’Etoile with an
aggregate capacity of 19,941 TEU and we sold the container vessels Romanos, Marina, Mandraki
and Mykonos with an aggregate capacity of 18,057 TEU. In the year ended December 31, 2016, we
sold the 3,351 TEU vessel Karmen. In the years ended December 31, 2017 and 2016, our fleet
ownership days totaled 19,221 and 19,616 days, respectively. Ownership days are one of the primary
drivers of voyage revenue and vessels’ operating expenses and represent the aggregate number of
days in a period during which each vessel in our fleet is owned.
Voyage revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voyage expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voyage expenses—related parties . . . . . . . . . . . . .
Vessels’ operating expenses . . . . . . . . . . . . . . . . . . .
General and administrative expenses . . . . . . . . . .
Management fees—related parties. . . . . . . . . . . . .
Non-cash general and administrative expenses
and non-cash other items . . . . . . . . . . . . . . . . . . .
Amortization of dry-docking and special
survey costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depreciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of prepaid lease rentals, net . . . .
Loss on sale / disposal of vessels . . . . . . . . . . . . . .
Vessels’ Impairment loss . . . . . . . . . . . . . . . . . . . . . .
Loss on asset held for sale . . . . . . . . . . . . . . . . . . . .
Foreign exchange losses . . . . . . . . . . . . . . . . . . . . . . .
Interest income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interest and finance costs . . . . . . . . . . . . . . . . . . . . .
Swaps breakage cost . . . . . . . . . . . . . . . . . . . . . . . . . .
Equity gain / (loss) on investments. . . . . . . . . . . .
Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss on derivative instruments . . . . . . . . . . . . . . . .
Net Income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Year ended December 31,
2017
Change
Percentage
2016
Change
(Expressed in millions of U.S. dollars, except percentages)
$ 468.2
(1.9)
(3.5)
(105.8)
(5.8)
(18.6)
$ 412.4
(2.6)
(3.1)
(103.8)
(5.7)
(18.7)
$(55.8)
0.7
(0.4)
(2.0)
(0.1)
0.1
(11.9%)
36.8%
(11.4%)
(1.9%)
(1.7%)
0.5%
(9.0)
(3.9)
(7.9)
(100.9)
(6.8)
(4.4)
—
(37.2)
(0.4)
1.7
(72.8)
(9.7)
(0.1)
0.6
(4.0)
$ 81.7
(7.6)
(96.4)
(8.4)
(4.9)
(18.0)
(2.4)
—
2.7
(69.8)
—
3.4
0.6
(0.9)
$ 72.9
(5.1)
(0.3)
(4.5)
1.6
0.5
18.0
(34.8)
(0.4)
1.0
(3.0)
(9.7)
3.5
—
(3.1)
(56.7%)
(3.8%)
(4.5%)
23.5%
11.4%
n.m.
(93.5%)
(100.0%)
58.8%
(4.1%)
(100.0%)
n.m.
—
(77.5%)
Percentage
Change
(1.7%)
(2.0%)
Fleet operational data
Average number of vessels . . . . . . . . . . . . . . . . . . . .
Ownership days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number of vessels under dry-docking . . . . . . . . .
2016
53.6
19,616
6
2017
52.7
19,221
7
Change
(0.9)
(395)
1
Year ended December 31,
The Company reports its financial results in accordance with U.S. GAAP. However,
management believes that certain non-GAAP financial measures used in managing the business may
provide users of these financial measures additional meaningful comparisons between current results
and results in prior operating periods. Management believes that these non-GAAP financial
measures can provide additional meaningful reflection of underlying trends of the business because
they provide a comparison of historical information that excludes certain items that impact the
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overall comparability. Management also uses these non-GAAP financial measures in making
financial, operating and planning decisions and in evaluating the Company’s performance. The table
below sets out our Voyage revenue adjusted on a cash basis and the corresponding reconciliation to
Voyage revenue for the twelve-month periods ended December 31, 2017 and December 31, 2016.
Non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the
Company’s reported results prepared in accordance with GAAP.
Voyage revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued charter revenue(1) . . . . . . . . . . . . . . . . . . . .
Voyage revenue adjusted on a cash basis(2). . . .
Year ended December 31,
2017
Percentage
2016
Change
(Expressed in millions of U.S. dollars, except percentages)
$468.2
(7.7)
$460.5
$412.4
(11.2)
$401.2
$(55.8)
3.5
$(59.3)
(11.9%)
45.5%
(12.9%)
Change
(1) Accrued charter revenue represents the difference between cash received during the period and revenue recognized on a
straight-line basis. In the early years of a charter with escalating charter rates, voyage revenue will exceed cash received
during the period.
(2) Voyage revenue adjusted on a cash basis represents Voyage revenue after adjusting for non-cash “Accrued charter
revenue” recorded under charters with escalating charter rates. Voyage revenue adjusted on a cash basis is not a
recognized measurement under U.S. GAAP. We believe that the presentation of Voyage revenue adjusted on a cash basis
is useful to investors because it presents the charter revenue for the relevant period based on the then-current daily
charter rates. The increases or decreases in daily charter rates under our charter party agreements are described in the
notes to the table in “Item 4. Information On The Company—Business Overview—Our Fleet, Acquisitions and Newbuild
Vessels”.
Voyage Revenue
Voyage revenue decreased by 11.9%, or $55.8 million, to $412.4 million during the year ended
December 31, 2017, from $468.2 million during the year ended December 31, 2016. The decrease is
mainly attributable to (i) decreased charter rates for certain of our vessels, (ii) revenue not earned
by five vessels sold for demolition (one vessel in August 2016 and four vessels during the year
ended December 31, 2017) and (iii) revenue not earned due to decreased calendar days by one day
during the year ended December 31, 2017 (365 calendar days) compared to the year ended
December 31, 2016 (366 calendar days); partly offset by revenue earned by four secondhand vessels
acquired during the second and fourth quarter of 2017.
Voyage revenue adjusted on a cash basis (which eliminates non-cash “Accrued charter
revenue”), decreased by 12.9%, or $59.3 million, to $401.2 million during the year ended
December 31, 2017, from $460.5 million during the year ended December 31, 2016. Accrued charter
revenue for the years ended December 31, 2017 and 2016, amounted to $11.2 million and
$7.7 million, respectively.
Voyage Expenses
Voyage expenses were $2.6 million and $1.9 million during the years ended December 31, 2017
and 2016, respectively. Voyage expenses mainly include (i) off-hire expenses of our vessels, mainly
related to fuel consumption and (ii) third party commissions.
Voyage Expenses—related parties
Voyage expenses—related parties in the amount of $3.1 million and $3.5 million during the
years ended December 31, 2017 and 2016, respectively, represent fees of 0.75% in the aggregate on
voyage revenues charged by Costamare Shipping and by Costamare Services pursuant to the
Framework Agreement, the Services Agreement and the individual ship-management agreements
pertaining to each vessel.
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Vessels’ Operating Expenses
Vessels’ operating expenses, which also include the realized gain / (loss) under derivative
contracts entered into in relation to foreign currency exposure, decreased by 1.9%, or $2.0 million,
to $103.8 million during the year ended December 31, 2017, from $105.8 million during the year
ended December 31, 2016.
General and Administrative Expenses
General and administrative expenses were $5.7 million and $5.8 million during the years ended
December 31, 2017 and 2016, respectively, and both include $2.5 million which is part of the annual
fee that Costamare Services receives based on the Services Agreement.
Management Fees—related parties
Management fees paid to our managers pursuant to the Framework Agreement were
$18.7 million and $18.6 million during the years ended December 31, 2017 and 2016, respectively.
Non-cash general and administrative expenses and non-cash other items
Non-cash general and administrative expenses and non-cash other items for the year ended
December 31, 2017 amounted to $3.9 million, representing the value of the shares issued to
Costamare Services on March 30, 2017, June 30, 2017, September 29, 2017 and December 29, 2017,
pursuant to the Services Agreement. For the year ended December 31, 2016, the non-cash general
and administrative expenses and non-cash other items amounted to $9.0 million, including the value
of the shares issued to Costamare Services on March 31, 2016, June 30, 2016, September 30, 2016
and December 31, 2016, pursuant to the Services Agreement.
Amortization of Dry-docking and Special Survey Costs
Amortization of deferred dry-docking and special survey costs was $7.6 million and $7.9 million
during the years ended December 31, 2017 and 2016, respectively. During the year ended
December 31, 2017, seven vessels underwent and completed their special survey. During the year
ended December 31, 2016 six vessels underwent and completed their special survey.
Depreciation
Depreciation expense decreased by 4.5% or $4.5 million, to $96.4 million during the year ended
December 31, 2017, from $100.9 million during the year ended December 31, 2016. The decrease
was mainly attributable to depreciation expense not charged during the year ended December 31,
2017, due to the sale of five vessels during the period spanning from the third quarter of 2016 to the
year ended December 31, 2017; partially offset by the depreciation charged on the four secondhand
containerships acquired during the second and fourth quarter of 2017.
Amortization of Prepaid Lease Rentals, net
Amortization of prepaid lease rentals, net was $8.4 million during the year ended December 31,
2017. Amortization of prepaid lease rentals, net was $6.8 million during the year ended
December 31, 2016.
Loss on sale / disposal of vessels
During the year ended December 31, 2017, we recorded an aggregate net loss of $4.3 million
from the sale of the vessels Marina, Mandraki and the Mykonos and a loss of $0.6 million from the
sale of the vessel Romanos which was classified as Asset held for sale as at December 31, 2016.
During the year ended December 31, 2016, we recorded a loss of $4.4 million from the sale of the
vessel Karmen.
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Vessels’ Impairment loss
During the year ended December 31, 2017, we recorded an impairment loss in relation to seven
of our vessels in the amount of $18.0 million, in the aggregate.
Loss on asset held for sale
During the year ended December 31, 2017, we recorded a loss on asset held for sale of
$2.4 million, representing the expected loss from the sale of one of our vessels during the next
twelve months period. During the year ended December 31, 2016, we recorded a loss on asset held
for sale of $37.2 million, representing the expected loss from sale for scrap of one of our vessels,
which we sold in January 2017.
Foreign Exchange Losses
Foreign exchange losses were nil and $0.4 million during the years ended December 31, 2017
and 2016, respectively.
Interest Income
Interest income amounted to $2.7 million and $1.7 million for the years ended December 31,
2017 and 2016, respectively.
Interest and Finance Costs
Interest and finance costs decreased by 4.1%, or $3.0 million, to $69.8 million during the year
ended December 31, 2017, from $72.8 million during the year ended December 31, 2016. The
decrease is partially attributable to the decreased average loan balance during the year ended
December 31, 2017 compared to the year ended December 31, 2016.
Equity Gain / (Loss) on Investments
During the year ended December 31, 2017 we recorded an equity gain on investments of
$3.4 million representing our share of the net gain of 18 jointly owned companies pursuant to the
Framework Deed. During the year ended December 31, 2016, we recorded an equity loss on
investments of $0.1 million. The increase is mainly attributable to the income generated by certain
newbuild vessels that were delivered from the shipyard during 2016 and immediately commenced
their charters. We hold a range of 25% to 49% of the capital stock of the companies jointly owned
pursuant to the Framework Deed.
Loss on Derivative Instruments
The fair value of our 17 interest rate derivative instruments which were outstanding as of
December 31, 2017 equates to the amount that would be paid by us or to us should those
instruments be terminated. As of December 31, 2017, the fair value of these 17 interest rate
derivative instruments in aggregate amounted to a net asset of $1.1 million. The effective portion of
the change in the fair value of the interest rate derivative instruments that qualified for hedge
accounting is recorded in OCI while the ineffective portion is recorded in the consolidated
statements of income. The change in the fair value of the interest rate derivative instruments that
did not qualify for hedge accounting is recorded in the consolidated statement of income. For the
year ended December 31, 2017, a net gain of $13.5 million has been included in OCI and a net loss
of $1.1 million has been included in Loss on derivative instruments in the consolidated statement of
income, resulting from the fair market value change of the interest rate derivative instruments
during the year ended December 31, 2017.
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Year Ended December 31, 2016 Compared to Year Ended December 31, 2015
During the years ended December 31, 2016 and 2015, we had an average of 53.6 and 54.9
vessels, respectively in our fleet. In the year ended December 31, 2016, we sold the 3,351 TEU
vessel Karmen. In the year ended December 31, 2015, we sold the 2,633 TEU vessel MSC
Challenger. In the years ended December 31, 2016 and 2015, our fleet ownership days totaled 19,616
and 20,038 days, respectively. Ownership days are the primary driver of voyage revenue and vessels
operating expenses and represent the aggregate number of days in a period during which each vessel
in our fleet is owned.
Voyage revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voyage expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voyage expenses—related parties . . . . . . . . . . . . .
Vessels’ operating expenses . . . . . . . . . . . . . . . . . . .
General and administrative expenses . . . . . . . . . .
Management fees—related parties. . . . . . . . . . . . .
Non-cash general and administrative expenses
and non-cash other items . . . . . . . . . . . . . . . . . . .
Amortization of dry-docking and special
survey costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depreciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of prepaid lease rentals . . . . . . . . .
Gain / (Loss) on sale / disposal of vessels. . . . .
Loss on asset held for sale . . . . . . . . . . . . . . . . . . . .
Foreign exchange losses . . . . . . . . . . . . . . . . . . . . . . .
Interest income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interest and finance costs . . . . . . . . . . . . . . . . . . . . .
Swaps breakage cost . . . . . . . . . . . . . . . . . . . . . . . . . .
Equity loss on investments . . . . . . . . . . . . . . . . . . . .
Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gain / (Loss) on derivative instruments . . . . . . .
Net Income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Year ended December 31,
2016
Change
Percentage
Change
2015
(Expressed in millions of U.S. dollars, except percentages)
$ 490.4
(2.8)
(3.7)
(117.2)
(8.8)
(18.9)
$ 468.2
(1.9)
(3.5)
(105.8)
(5.8)
(18.6)
$(22.2)
(0.9)
(0.2)
(11.4)
(3.0)
(0.3)
(4.5%)
(32.1%)
(5.4%)
(9.7%)
(34.1%)
(1.6%)
(8.6)
(9.0)
(7.4)
(101.6)
(5.0)
1.7
—
(0.1)
1.3
(79.6)
—
(0.5)
0.4
4.2
$ 143.8
(7.9)
(100.9)
(6.8)
(4.4)
(37.2)
(0.4)
1.7
(72.8)
(9.7)
(0.1)
0.6
(4.0)
$ 81.7
0.4
0.5
(0.7)
1.8
6.1
37.2
0.3
0.4
(6.8)
9.7
0.4
0.2
(8.2)
4.7%
6.8%
(0.7%)
36.0%
358.8%
100.0%
300.0%
30.8%
(8.5%)
100.0%
80.0%
50.0%
(195.2%)
Percentage
Change
(2.4%)
(2.1%)
Fleet operational data
Average number of vessels. . . . . . . . . . . . . . . . . . . .
Ownership days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number of vessels under dry-docking . . . . . . . . .
2015
54.9
20,038
10
2016
53.6
19,616
6
Change
(1.3)
(422)
(4)
Year ended December 31,
The Company reports its financial results in accordance with U.S. GAAP. However,
management believes that certain non-GAAP financial measures used in managing the business may
provide users of these financial measures additional meaningful comparisons between current results
and results in prior operating periods. Management believes that these non-GAAP financial
measures can provide additional meaningful reflection of underlying trends of the business because
they provide a comparison of historical information that excludes certain items that impact the
overall comparability. Management also uses these non-GAAP financial measures in making
financial, operating and planning decisions and in evaluating the Company’s performance. The table
below sets out our Voyage revenue adjusted on a cash basis and the corresponding reconciliation to
Voyage revenue for the twelve-month periods ended December 31, 2016 and December 31, 2015.
68
Non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the
Company’s reported results prepared in accordance with GAAP.
41157
Voyage revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued charter revenue(1) . . . . . . . . . . . . . . . . . . . .
Voyage revenue adjusted on a cash basis(2) . . .
Year ended December 31,
2016
Percentage
2015
Change
(Expressed in millions of U.S. dollars, except percentages)
$490.4
2.6
$493.0
$468.2
(7.7)
$460.5
$(22.2)
(10.3)
$(32.5)
(4.5%)
(396.2%)
(6.6%)
Change
(1) Accrued charter revenue represents the difference between cash received during the period and revenue recognized on a
straight-line basis. In the early years of a charter with escalating charter rates, voyage revenue will exceed cash received
during the period.
(2) Voyage revenue adjusted on a cash basis represents Voyage revenue after adjusting for non-cash “Accrued charter
revenue” recorded under charters with escalating charter rates. Voyage revenue adjusted on a cash basis is not a
recognized measurement under U.S. GAAP. We believe that the presentation of Voyage revenue adjusted on a cash basis
is useful to investors because it presents the charter revenue for the relevant period based on the then-current daily
charter rates. The increases or decreases in daily charter rates under our charter party agreements are described in the
notes to the table in “Item 4. Information On The Company—Business Overview—Our Fleet, Acquisitions and Newbuild
Vessels”.
Voyage Revenue
Voyage revenue decreased by 4.5%, or $22.2 million, to $468.2 million during the year ended
December 31, 2016, from $490.4 million during the year ended December 31, 2015. The decrease is
mainly attributable to (i) decreased charter rates for certain of our vessels during the year ended
December 31, 2016 compared to the year ended December 31, 2015, (ii) revenue not earned by two
vessels sold for demolition in November 2015 and in August 2016, respectively and (iii) decreased
revenue days of our fleet during the year ended December 31, 2016 compared to the year ended
December 31, 2015; partly offset by decreased off-hire days of our fleet during the year ended
December 31, 2016 compared to the year ended December 31, 2015 and by revenue earned due to
the year ended December 31, 2016 being a leap year (366 calendar days).
Voyage revenue adjusted on a cash basis (which eliminates non-cash “Accrued charter
revenue”), decreased by 6.6%, or $32.5 million, to $460.5 million during the year ended
December 31, 2016, from $493.0 million during the year ended December 31, 2015. The decrease is
mainly attributable to (i) decreased charter rates for certain of our vessels during the year ended
December 31, 2016 compared to the year ended December 31, 2015, (ii) revenue not earned by two
vessels sold for demolition in November 2015 and in August 2016, respectively and (iii) decreased
revenue days of our fleet during the year ended December 31, 2016 compared to the year ended
December 31, 2015; partly offset by decreased off-hire days of our fleet during the year ended
December 31, 2016 compared to the year ended December 31, 2015 and by revenue earned due to
the year ended December 31, 2016 being a leap year (366 calendar days).
Voyage Expenses
Voyage expenses were $1.9 million and $2.8 million during the year ended December 31, 2016
and 2015, respectively. Voyage expenses mainly include (i) off-hire expenses of our vessels, mainly
related to fuel consumption and (ii) third party commissions.
General and Administrative Expenses
General and administrative expenses were $5.8 million during the year ended December 31,
2016 and $8.8 million during the year ended December 31, 2015. General and administrative
expenses for the year ended December 31, 2016 and 2015 included $2.5 million which is the annual
fee that Costamare Services receives based on the Services Agreement. Prior to November 2, 2015,
this annual fee, in the same amount, was charged by Costamare Shipping pursuant to the Group
Management Agreement, which was effective from January 1, 2015 until November 2, 2015. General
and administrative expenses for the year ended December 31, 2015 include costs incurred by our
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subsidiary, Costamare Partners LP, which were transferred to our consolidated income statement
during the year ended December 31, 2015.
Voyage Expenses—Related Parties
Voyage expenses—related parties in the amount of $3.5 million and $3.7 million during the year
ended December 31, 2016 and 2015, respectively, represent fees of 0.75% in the aggregate on
voyage revenues charged to us by Costamare Shipping and Costamare Services, as provided under
the Framework Agreement and Services Agreement, respectively.
Vessels’ Operating Expenses
Vessels’ operating expenses, which also includes the realized gain / (loss) under derivative
contracts entered into in relation to foreign currency exposure, decreased by 9.7% or $11.4 million
to $105.8 million during the year ended December 31, 2016, from $117.2 million during the year
ended December 31, 2015.
Management Fees—Related Parties
Management fees paid to our managers decreased by 1.6%, or $0.3 million, to $18.6 million
during the year ended December 31, 2016, from $18.9 million during the year ended December 31,
2015 pursuant to the Framework Agreement, in effect from November 2, 2015, and the Group
Management Agreement in effect prior to November 2, 2015, respectively. The decrease is
attributable to the decreased average number of vessels during the year ended December 31, 2016
compared to the year ended December 31, 2015.
Non-cash general and administrative expenses and non-cash other items
Non-cash general and administrative expenses and non-cash other items for the year ended
December 31, 2016 amounted to $9.0 million, including the value of the shares issued to Costamare
Services on March 31, 2016, June 30, 2016, September 30, 2016 and December 31, 2016, pursuant to
the Services Agreement. For the year ended December 31, 2015, the non-cash general and
administrative expenses and non-cash other items amounted to $8.6 million, including the value of
shares issued to Costamare Shipping on March 31, 2015, June 30, 2015, September 30, 2015 and
December 31, 2015, respectively, pursuant to the Group Management Agreement.
Amortization of Dry-docking and Special Survey Costs
Amortization of deferred dry-docking and special survey costs was $7.9 million for the year
ended December 31, 2016 and $7.4 million for the year ended December 31, 2015. During the year
ended December 31, 2016, six vessels underwent and completed their special survey. During the year
ended December 31, 2015, ten vessels underwent and completed their special survey.
Depreciation
Depreciation expense decreased by 0.7%, or $0.7 million, to $100.9 million during the year
ended December 31, 2016, from $101.6 million during the year ended December 31, 2015.
Amortization of Prepaid Lease Rentals, net
Amortization of prepaid lease rentals was $6.8 million during the year ended December 31,
2016. Amortization of prepaid lease rentals was $5.0 million during the year ended December 31,
2015.
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Gain / (Loss) on Sale /Disposal of Vessels
During the year ended December 31, 2016, we recorded a loss of $4.4 million from the sale of
one vessel. During the year ended December 31, 2015, we recorded a gain of $1.7 million from the
sale of one vessel.
Loss on asset held for sale
During the year ended December 31, 2016, we recorded a loss on asset held for sale of
$37.2 million, representing the expected loss from sale for scrap of one of our vessels during the
next twelve month period.
Foreign Exchange Losses
Foreign exchange losses were $0.4 million and $0.1, during the years ended December 31, 2016
and 2015, respectively.
Interest Income
Interest income amounted to $1.7 million and $1.3 million for the years ended December 31,
2016 and 2015, respectively.
Interest and Finance Costs
Interest and finance costs decreased by 8.5%, or $6.8 million, to $72.8 million during the year
ended December 31, 2016, from $79.6 million during the year ended December 31, 2015. The
decrease is mainly attributable to the decreased average loan balance during the year ended
December 31, 2016 compared to the year ended December 31, 2015.
Swaps Breakage Cost
During the year ended December 31, 2016, we terminated two interest rate derivative
instruments and we paid the counterparties breakage costs of $9.7 million in aggregate.
Equity Loss on Investments
The equity loss on investments of $0.1 million for the year ended December 31, 2016 represents
our share of the net losses of 18 jointly owned companies pursuant to the Framework Deed and is
mainly attributable to the pre-delivery expenses charged to certain vessels that were under
construction during the year ended December 31, 2016; partly offset by the revenues earned by
certain newbuild vessels delivered from the shipyard during 2016 and that started their charters. We
hold a range of 25% to 49% of the capital stock of these companies.
Gain / (Loss) on Derivative Instruments
The fair value of our 18 interest rate derivative instruments which were outstanding as of
December 31, 2016 equates to the amount that would be paid by us or to us should those
instruments be terminated. As of December 31, 2016, the fair value of these 18 interest rate
derivative instruments in aggregate amounted to a liability of $15.3 million. The effective portion of
the change in the fair value of the interest rate derivative instruments that qualified for hedge
accounting is recorded in OCI while the ineffective portion is recorded in the consolidated
statements of income. The change in the fair value of the interest rate derivative instruments that
did not qualify for hedge accounting is recorded in the consolidated statement of income. For the
year ended December 31, 2016, a net gain of $30.2 million has been included in OCI and a net loss
of $3.6 million has been included in Gain / (Loss) on derivative instruments in the consolidated
statement of income, resulting from the fair market value change of the interest rate derivative
instruments during the year ended December 31, 2016.
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B. Liquidity and Capital Resources
In the past, our principal sources of funds have been operating cash flows and long-term
financing in the form of bank borrowings or sale and leaseback transactions. Our principal uses of
funds have been capital expenditures to establish, grow and maintain our fleet, comply with
international shipping standards, environmental laws and regulations, fund working capital
requirements and pay dividends. In monitoring our working capital needs, we project our charter
hire income and vessels’ maintenance and running expenses, as well as debt service obligations, and
seek to maintain adequate cash reserves in order to address any budget overruns.
Our primary short-term liquidity need is to fund our vessel operating expenses and payment of
quarterly dividends on our outstanding preferred and common stock. Our long-term liquidity needs
primarily relate to additional vessel acquisitions in the containership sector for fleet renewal or
expansion, and debt repayments. We anticipate that our primary sources of funds will be cash from
operations, along with borrowings under new credit facilities and other financing arrangements that
we intend to obtain from time to time in connection with vessel acquisitions. We believe that these
sources of funds will be sufficient to meet our short-term and long-term liquidity needs, including
our agreements, subject to certain conditions, to acquire newbuild vessels, although there can be no
assurance that we will be able to obtain future debt financing on terms acceptable to us.
In addition, since our initial public offering in 2010, we have completed several equity offerings.
On March 27, 2012, the Company completed a follow-on public equity offering in which we issued
7,500,000 shares of common stock at a public offering price of $14.10 per share. The net proceeds of
this offering were $100.6 million. On October 19, 2012, the Company completed a second follow-on
public equity offering in which we issued 7,000,000 shares of common stock at a public offering price
of $14.00 per share. The net proceeds of this offering were $93.5 million. On August 7, 2013, the
Company completed a public equity offering of 2,000,000 shares of Series B Preferred Stock at a
public offering price of $25.00 per share. The net proceeds of this offering were $48.0 million. On
January 21, 2014, the Company completed a public equity offering of 4,000,000 shares of Series C
Preferred Stock at a public offering price of $25.00 per share. The net proceeds of this offering were
$96.5 million. On May 13, 2015, the Company completed a public equity offering of 4,000,000 shares
of Series D Preferred Stock at a public offering price of $25.00 per share. The net proceeds of this
offering were $96.6 million. On December 5, 2016, the Company completed a third follow-on public
equity offering in which we issued 12,000,000 shares of common stock at a public offering price of
$6.00 per share. The net proceeds of this offering were $69.0 million. On May 31, 2017, the
Company completed a fourth follow-on public equity offering in which we issued 13,500,000 shares
of common stock at a public offering price of $7.10 per share. The net proceeds of this offering
were $91.68 million. On January 30, 2018, the Company completed a public equity offering of
4,600,000 shares of Series E Preferred Stock at a public offering price of $25.00 per share. The net
proceeds of this offering were $111.2 million. As of February 23, 2018, we had available
approximately $17 million under a Form F-3 shelf registration statement for future issuances of
securities in the public market.
As of December 31, 2017, we had total cash liquidity of $218.9 million, consisting of cash, cash
equivalents and restricted cash.
As of February 23, 2018, we had four series of preferred stock outstanding, $50 million
aggregate liquidation preference of the Series B Preferred Stock, $100 million aggregate liquidation
preference of the Series C Preferred Stock, $100 million aggregate liquidation preference of the
Series D Preferred Stock and $115 million aggregate liquidation preference of the Series E Preferred
Stock. The Series B Preferred Stock carry an annual dividend rate of 7.625% per $25.00 of
liquidation preference per share and are redeemable by us at any time on or after August 6, 2018.
The Series C Preferred Stock carry an annual dividend rate of 8.50% per $25.00 of liquidation
preference per share and are redeemable by us at any time on or after January 21, 2019. The
Series D Preferred Stock carry an annual dividend rate of 8.75% per $25.00 of liquidation
preference per share and are redeemable by us at any time on or after May 13, 2020. The Series E
Preferred Stock carry an annual dividend rate of 8.875% per $25.00 of liquidation preference per
share and are redeemable by us at any time on or after January 30, 2023.
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As of December 31, 2017, we had an aggregate of $1.23 billion of indebtedness outstanding
under various credit agreements, including the obligations under our lease agreements. In addition,
we have guaranteed $208.0 million of indebtedness outstanding at Joint Venture entities. As of
February 23, 2018, we had outstanding commitments relating to the one contracted newbuild under
our Framework Deed of approximately $15.0 million payable in one installment until the vessel is
delivered in the second quarter of 2018, out of which $13.9 million will be funded through a
committed sale and leaseback financing transaction. These amounts represent our interest in the
relevant Joint Venture entities with York.
As of February 23, 2018, we had one unencumbered vessel on the water. Under the Framework
Deed there were three secondhand vessels acquired which are free of debt.
Our common stock dividend policy impacts our future liquidity needs. See “Item 8. Financial
Information—A. Consolidated Statements and Other Financial Information—Dividend Policy”. We
paid our first cash dividend since becoming a public company in November 2010 on February 4,
2011 in an amount of $0.25 per share of common stock. We have subsequently paid dividends to
holders of our common stock of $0.25 per share on May 12, 2011 and August 9, 2011, $0.27 per
share on November 7, 2011, February 8, 2012, May 9, 2012, August 7, 2012, November 6, 2012,
February 13, 2013, May 8, 2013, August 7, 2013, November 6, 2013 and February 4, 2014, $0.28 per
share on May 13, 2014, August 6, 2014, November 5, 2014 and February 4, 2015, $0.29 per share on
May 6, 2015, August 5, 2015, November 4, 2015, February 4, 2016, May 4, 2016 and August 17, 2016
and $0.10 per share on November 4, 2016, February 6, 2017, May 8, 2017, August 7, 2017,
November 6, 2017 and February 6, 2018.
Our preferred stock dividend payment obligations also impact our future liquidity needs. See
“Item 8. Financial Information-A. Consolidated Statements and Other Financial Information-
Preferred Stock Dividend Requirements”. We paid dividends to holders of our Series B Preferred
Stock of $0.3654 per share on October 15, 2013 and $0.476563 per share on January 15, 2014,
April 15, 2014, July 15, 2014, October 15, 2014, January 15, 2015, April 15, 2015, July 15, 2015,
October 15, 2015, January 15, 2016, April 15, 2016, July 15, 2016, October 17, 2016 January 17, 2017,
April 17, 2017, July 17, 2017, October 16, 2017 and January 16, 2018. We paid dividends to holders
of our Series C Preferred Stock of $0.495833 per share on April 15, 2014 and $0.531250 per share on
July 15, 2014, October 15, 2014, January 15, 2015, April 15, 2015, July 15, 2015, October 15, 2015,
January 15, 2016, April 15, 2016, July 15, 2016, October 17, 2016, January 17, 2017, April 17, 2017,
July 17, 2017, October 16, 2017 and January 16, 2018. We paid dividends to holders of our Series D
Preferred Stock of $0.376736 per share on July 15, 2015 and $0.546875 per share on October 15,
2015 and January 15, 2016, April 15, 2016, July 15, 2016, October 17, 2016, January 17, 2017,
April 17, 2017, July 17, 2017, October 16, 2017 and January 16, 2018.
The dividends and distributions paid during the years ended December 31, 2013, 2014, 2015,
2016 and 2017, were funded in part by borrowings and in part by cash from operations. On a
cumulative basis for the entire period, cash flow from operating activities exceeded the aggregate
amount of dividends and distributions.
On July 6, 2016, we implemented the Dividend Reinvestment Plan and registered 30 million
shares for issuance under the Dividend Reinvestment Plan. The Dividend Reinvestment Plan offers
holders of our common stock the opportunity to purchase additional shares by having their cash
dividends automatically reinvested in our common stock. Participation in the Dividend Reinvestment
Plan is optional, and shareholders who decide not to participate in the Dividend Reinvestment Plan
will continue to receive cash dividends, as declared and paid in the usual manner. On February 6,
2017, May 8, 2017, August 7, 2017, November 6, 2017 and February 6, 2018 we issued 1,014,550
shares, 751,817 shares, 894,989 shares, 1,021,348 shares and 988,841 shares, respectively, pursuant to
the Dividend Reinvestment Plan. Members of the Konstantakopoulos family have each reinvested in
full their cash dividends on each of the aforementioned dates.
Working Capital Position
We have historically financed our capital requirements with cash flow from operations, equity
contributions from stockholders and long-term financing in the form of bank debt or sale and
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leaseback transactions. Our main uses of funds have been capital expenditures for the acquisition of
new vessels, for fleet renewal or expansion, expenditures incurred in connection with ensuring that
our vessels comply with international and regulatory standards, repayments of bank loans and
payments of dividends. We will require capital to fund ongoing operations, the construction of our
new vessels, the acquisition cost of any secondhand vessels we agree to acquire in the future and
debt service. Working capital, which is current assets minus current liabilities, including the current
portion of long-term debt, was negative $50.1 million at December 31, 2017 and negative
$70.2 million at December 31, 2016.
We anticipate that internally generated cash flow will be sufficient to fund the operations of our
fleet, including our working capital requirements. See “—Credit Facilities”.
Cash Flows
Years ended December 31, 2015, 2016 and 2017
Year ended December 31,
2016
(Expressed in millions of U.S. dollars)
2015
2017
Condensed cash flows
Net Cash Provided by Operating Activities . . . . . . . . . . . . . . . . . . . . . .
Net Cash Used in Investing Activities . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net Cash Used in Financing Activities. . . . . . . . . . . . . . . . . . . . . . . . . . .
$ 244.7
(43.0)
(214.7)
$ 226.6
(34.4)
(127.4)
$ 191.0
(42.7)
(134.2)
Net Cash Provided by Operating Activities
Net cash flows provided by operating activities for the year ended December 31, 2017,
decreased by $35.6 million to $191.0 million, compared to $226.6 million for the year ended
December 31, 2016. The decrease is mainly attributable to the decreased cash from operations of
$59.2 million; partly offset by decreased payments for interest (including swap payments) during the
year of $10.0 million, the favorable change in working capital position, excluding the current portion
of long-term debt and the accrued charter revenue (representing the difference between cash
received in that year and revenue recognized on a straight-line basis) of $1.8 million and the
decreased special survey costs of $0.3 million during the year ended December 31, 2017 compared to
the year ended December 31, 2016.
Net cash flows provided by operating activities decreased by $18.1 million to $226.6 million for
the year ended December 31, 2016, compared to $244.7 million for the year ended December 31,
2015. The decrease is mainly attributable to decreased cash from operations of $32.5 million; partly
offset by decreased payments for interest (including swap payments) of $3.0 million during the year
ended December 31, 2016 compared to the year ended December 31, 2015 and decreased special
survey costs of $3.6 million during the year ended December 31, 2016 compared to the year ended
December 31, 2015.
Net Cash Used in Investing Activities
Net cash used in investing activities was $42.7 million in the year ended December 31, 2017,
which consisted of payments for the acquisition of four secondhand vessels and payments for
working capital injected into certain entities pursuant to the Framework Deed (net of dividend
distributions we received); partly offset by proceeds we received from the sale of four vessels.
Net cash used in investing activities was $34.4 million in the year ended December 31, 2016,
which mainly consisted of (i) $38.6 million in advance payments for the construction of eight
newbuild vessels, the acquisition of a secondhand vessel and working capital injection in certain
entities pursuant to the Framework Deed, (ii) $1.6 million in payments for upgrades to one of our
vessels, (iii) $3.6 million proceeds we received from the sale of one vessel, and (iv) $3.4 million we
received as dividend distributions pursuant to the Framework Deed.
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Net cash used in investing activities was $43.0 million in the year ended December 31, 2015,
which mainly consisted of $38.8 million in advance payments for the construction of five newbuild
vessels, ordered pursuant to the Framework Deed with York and $3.2 million, paid for the
acquisition of a secondhand vessel pursuant to the Framework Deed, $0.6 million for advance
payment for the acquisition of one secondhand vessel pursuant to the Framework Deed and
$4.7 million we received from the sale for scrap of the MSC Challenger.
Net Cash Used in Financing Activities
Net cash used in financing activities was $134.2 million in the year ended December 31, 2017,
which mainly consisted of (a) $91.7 million we received from our follow-on offering in May 2017,
net of underwriting discounts and expenses incurred in the offering, (b) $192.2 million net payments
relating to our credit facilities and to our sale and leaseback transactions, (c) $16.7 million we paid
for dividends to holders of our common stock for the fourth quarter of 2016, the first quarter, the
second quarter and the third quarter of 2017 and (d) $3.8 million we paid for dividends to holders
of our Series B Preferred Stock, $8.5 million we paid for dividends to holders of our Series C
Preferred Stock and $8.8 million we paid for dividends to holders of our Series D Preferred Stock,
in each case for each of the periods from October 15, 2016 to January 14, 2017, January 15, 2017 to
April 14, 2017, April 15, 2017 to July 14, 2017 and July 15, 2017 to October 14, 2017.
Net cash used in financing activities was $127.4 million in the year ended December 31, 2016,
which mainly consisted of (a) $187.5 million of indebtedness that we repaid, (b) $21.6 million we
repaid relating to our sale and leaseback agreements, (c) $71.0 million in aggregate that we drew
down from two of our credit facilities, (d) $148.3 million we paid for the prepayment of three of our
credit facilities, (e) $151.8 million we received in connection with the sale and leaseback transaction
concluded for two of our vessels, (f) $53.9 million we paid for dividends to holders of our common
stock for the fourth quarter of 2015, the first, the second quarter and the third quarter of 2016,
(g) $69.0 million we received from our follow-on offering in December 2016, net of underwriting
discounts and expenses incurred in the offering and (h) $3.8 million we paid for dividends to holders
of our Series B Preferred Stock, $8.5 million we paid for dividends to holders of our Series C
Preferred Stock and $8.8 million we paid for dividends to holders of our Series D Preferred Stock,
in each case for each of the periods from October 15, 2015 to January 14, 2016, January 15, 2016 to
April 14, 2016, April 15, 2016 to July 14, 2016 and July 15, 2016 to October 14, 2016.
Net cash used in financing activities was $214.7 million in the year ended December 31, 2015,
which mainly consisted of (a) $196.9 million of indebtedness that we repaid, (b) $13.5 million we
repaid relating to our sale and leaseback agreements, (c) $86.2 million we paid for dividends to
holders of our common stock for the fourth quarter of 2014, first quarter of 2015, second quarter of
2015 and third quarter of 2015, and (d) $3.8 million we paid for dividends to holders of our Series B
Preferred Stock and $8.5 million we paid for dividends to holders of our Series C Preferred Stock,
both for the periods from October 15, 2014 to January 14, 2015, January 15, 2015 to April 14, 2015,
April 15, 2015 to July 14, 2015 and July 15, 2015 to October 14, 2015 and $3.7 million we paid for
dividends to holders of our Series D Preferred Stock for the period from May 13, 2015 to July 14,
2015 and July 15, 2015 to October 14, 2015 and (e) $96.6 million net proceeds we received from our
public offering in May 2015 of 4.0 million shares of our Series D Preferred Stock, net of
underwriting discounts and expenses incurred in the offering.
Credit Facilities and Capital Leases
We operate in a capital-intensive industry, which requires significant amounts of investment, and
we fund a portion of this investment through long-term bank debt. We have entered into a number
of credit facilities and capital leases in order to finance the acquisition of the vessels owned by our
subsidiaries and for general corporate purposes. We act either as direct borrower or as guarantor
and certain of our subsidiaries act respectively as guarantors or as borrowers. The obligations under
our credit facilities and capital leases are secured by, among other things, first priority mortgages
over the vessels owned by the respective subsidiaries, charter assignments, first priority assignments
of all insurances and earnings of the mortgaged vessels and guarantees by Costamare Inc.
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The following summarizes certain terms of our existing credit facilities and capital leases
discussed below as at December 31, 2017:
Credit Facilities / Capital Leases
Alpha . . . . . . . . . . . . . . . . . . . . . . . . . .
Outstanding
Principal
Amount
Expressed in thousands
of U.S. dollars)
42,000
Interest Rate(1)
Maturity
Repayment profile
LIBOR + Margin(2)
2020 Variable installments with
balloon
HSBC-Mas . . . . . . . . . . . . . . . . . . . . .
13,125
LIBOR + Margin(2)
2019
Straight-line amortization
with balloon
Costamare(4)(5) . . . . . . . . . . . . . . . . . .
Orix . . . . . . . . . . . . . . . . . . . . . . . . . . . .
299,837
25,725
LIBOR + Margin(2)
LIBOR + Margin(2)
2021 Variable amortization
2020(3) Straight-line amortization
with balloon
DnB-Quentin et al.. . . . . . . . . . . . .
162,983
LIBOR + Margin(2)
2020
Unicredit . . . . . . . . . . . . . . . . . . . . . . .
37,697
LIBOR + Margin(2)
2018
DnB-Raymond et al. . . . . . . . . . . .
105,050
LIBOR + Margin(2)
2020
Straight-line amortization
with balloon
Straight-line amortization
with balloon
Straight-line amortization
with balloon
CLC Sale and Leaseback. . . . . . .
203,538
Fixed Rate
2024 Bareboat structure-fixed
daily charter with balloon
Bank of America Merrill
Lynch . . . . . . . . . . . . . . . . . . . . . . . .
32,500
LIBOR + Margin(2)
2021
CCBFL Sale and Leaseback. . . .
130,536
LIBOR + Margin(2)
2023
Straight-line amortization
with balloon
Straight-line amortization
with balloon
Credit Agricole. . . . . . . . . . . . . . . . .
93,000
LIBOR + Margin(2)
2021 Variable installments with
balloon
Eurobank . . . . . . . . . . . . . . . . . . . . . .
24,480
LIBOR + Margin(2)
2021 Variable installments with
BoComm Sale and Leaseback . .
42,337
Fixed Rate
balloon
2024 Bareboat structure-fixed
daily charter with balloon
HSBC-Nerida . . . . . . . . . . . . . . . . . .
17,175
LIBOR + Margin(2)
2022
Straight-line amortization
with balloon
(1) The interest rates of long-term debt at December 31, 2017 ranged from 2.30% to 5.98%, and the weighted average interest
rate as at December 31, 2017 was 4.9%.
(2) The interest rate margin of long-term debt at December 31, 2017 ranged from 0.85% to 3.60%, and the weighted average
interest rate margin as at December 31, 2017 was 2.3%.
(3) The year 2020 represents the latest possible maturity under the facility, under the MSC Ulsan tranche.
(4) Bank Syndicate: Commerzbank AG, Unicredit Bank AG, Credit Suisse, HSH Nordbank AG and BNP—Paribas S.A.
(ex. Fortis Bank S.A./N.V.).
(5) Amortized over 14 quarterly installments of 13 equal quarterly installments of $21.3 million and a final one of
$22.9 million.
The principal financial and other covenants and events of default under each credit facility are
discussed below.
Alpha Loan
On December 7, 2007, our subsidiaries, Montes Shipping Co. and Kelsen Shipping Co., as joint
and several borrowers, entered into a ten-year, $150.0 million loan with Alpha Bank A.E., which we
refer to in this section as the “Alpha Loan”. The lender assigned its obligations under the Alpha
Loan to Alpha Shipping Finance Limited in 2014. The loan is divided into two tranches: Tranche A
in the amount of $75.0 million to Montes Shipping Co. and Tranche B in the amount of
$75.0 million to Kelsen Shipping Co. The purpose of this facility was to finance part of the
acquisition costs of two vessels, the Maersk Kawasaki and the Maersk Kure. On October 3, 2016, we
entered into a third supplemental agreement under which the bank agreed to the change of the flag
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of Maersk Kawasaki and Maersk Kure and the transfer of the technical management of both such
ships to V.Ships Greece.
The interest rate under the Alpha Loan is LIBOR plus an agreed margin. The Alpha Loan
initially provided that our subsidiaries repay the loan, jointly and severally, by 20 consecutive semi-
annual payments, the first six (1-6) in the amount of $4.0 million each, the next 14 (7-20) in the
amount of $6.0 million each, plus a balloon payment, payable together with the 20th installment, in
the amount of $42.0 million. On January 27, 2016, we entered into a supplemental agreement with
the bank in order to extend the repayment schedule under the Alpha Loan to ten consecutive semi-
annual variable installments from June 2016 until December 2020 and a balloon payment of
$12.0 million payable together with the last installment.
The obligations under the Alpha Loan are guaranteed by Costamare Inc. and are secured by
first priority mortgages over the vessels, the Maersk Kawasaki and the Maersk Kure, general
assignments of earnings, insurances, requisition compensation and charter assignments.
As of February 23, 2018, there was $42.0 million outstanding under Tranche A and Tranche B
in aggregate, of the Alpha Loan, and, as of the same date, there was no undrawn available credit.
HSBC Mas Loan
On January 30, 2008, our subsidiary, Mas Shipping Co., as borrower, entered into a ten-year,
$75.0 million loan with HSBC Bank, which we refer to in this section as the “HSBC Loan”. The
purpose of this loan was to finance part of the purchase price of a vessel, the Niledutch Panther
(ex. Maersk Kokura). On February 5, 2015, we entered into a side letter under which the lender
accepted the replacement of the charterer of Maersk Kokura. On September 1, 2016, we entered
into a second supplemental agreement under which the bank agreed to the change of the flag of
Maersk Kokura and the transfer of the technical management to V.Ships Greece.
The interest rate under the HSBC Loan is LIBOR plus an agreed margin. The repayment terms
provide for Mas Shipping Co. to pay HSBC by 20 consecutive semi-annual installments, the first two
(1-2) in the amount of $1.0 million, the following two (3-4) in the amount of $1.5 million, the
following two (5-6) each in the amount of $2.0 million, the following four (7-10) in the amount of
$3.75 million, the following two (11-12) in the amount of $4.0 million, and the following eight
(13-20) in the amount of $4.13 million, plus a balloon payment payable together with the twentieth
installment in the amount of $10.0 million. On August 1, 2017, we entered into a third supplemental
agreement pursuant to which the Borrower agreed to provide the lender with additional security in
the form of a second mortgage on one of our vessels and on August 3, 2017, we prepaid
$1.0 million. On February 16, 2018, we entered into a fourth supplemental agreement pursuant to
which Mas Shipping repaid $1.0 million in February and the Lender agreed to extend the maturity
of the loan until February 2019 payable in four equal quarterly instalments of $1.0 million, plus a
balloon payment payable together with the fourth instalment in the amount of $8.13 million.
The obligations under the HSBC Loan are guaranteed by Costamare Inc. and are secured by a
first priority mortgage over the vessel, Niledutch Panther (ex. Maersk Kokura), a second priority
mortgage over the vessel Maersk Kowloon, an account pledge, a general assignment of earnings,
insurances, requisition compensation and charter rights.
As of February 23, 2018, there was $12.13 million outstanding under the HSBC Loan and, as of
the same date, there was no undrawn available credit.
Costamare Credit Facility
On July 22, 2008, Costamare Inc., as borrower, entered into a ten-year, $1.0 billion credit
facility comprised of a $700.0 million term loan facility and a $300.0 million revolving credit facility,
which we refer to in this section as the “Costamare credit facility”. The purpose of the revolving
credit facility was to finance part of the acquisition costs of vessels to be acquired or part of the
market value of vessels owned by our subsidiaries. The purpose of the term loan facility was to
finance general corporate and working capital purposes. On April 23, 2010, we entered into the first
supplemental agreement with the lenders which released two of our subsidiary guarantors and the
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mortgages over their vessels, and replaced them with mortgages over one other vessel. On June 22,
2010, we entered into the second supplemental agreement with the lenders, which modified certain
covenants (as detailed below). On September 6, 2011, we entered into a third supplemental
agreement documenting the amalgamation of the Costamare credit facility’s compounds and the
fixing of the remaining installment payments. On December 17, 2012, we entered into a fourth
supplemental agreement which released two of our subsidiary guarantors and the mortgages over
their vessels, and replaced them with mortgages over two other vessels. On May 28, 2013, we
entered into a fifth supplemental agreement under which the lenders agreed to the change of flags
of five of the Company’s vessels and to the transfer of the technical management of two of the
Company’s vessels to V.Ships Greece. On August 30, 2013, we entered into a sixth supplemental
agreement which released one of the Company’s subsidiary guarantors and the mortgage over its
vessel, and replaced it with mortgages over two other vessels. On July 2, 2014, we entered into a
seventh supplemental agreement in connection with the ZIM restructuring. On August 25, 2015 we
entered into an eighth supplemental agreement under which the lenders agreed to a change of flags
of six of the Company’s vessels and to the transfer of the technical management of three of the
Company’s vessels to Shanghai Costamare. On September 28, 2016, we entered into a ninth
supplemental agreement which extended the facility maturity date to June 30, 2021, waived the
security requirement covenant of the principal agreement, amended the margin and mortgaged four
additional vessels in favor of the lending banks.
The interest rate under the Costamare credit facility is LIBOR plus an agreed margin. The
Costamare credit facility provides for repayment by 40 consecutive quarterly installments, the first
four (1-4) in the amount of $6.5 million and the next eight (5-12) in the amount of $9.0 million. The
final 28 (13-40) installments, and the balloon installment repayable together with the 40th
installment, are to be calculated by using a formula that takes into account the then outstanding
amount of this facility and the TEU weighted age of the mortgaged vessels. Following the date of
payment of the twelfth installment on June 30, 2011, the term loan facility and the revolving credit
facility were combined, the final 28 (13-40) installments were fixed in the amount of $22.5 million
each, and the balloon installment was fixed in the amount of $271.3 million. Following the date of
the ninth supplemental agreement, the Credit Facility will be amortized over 18 quarterly
installments of 17 equal quarterly installments of $22.5 million and final one of $24.1 million. After
the prepayments with the proceeds from the disposals of two vessels, in August and September 2017,
the repayment schedule was changed so that from December 31, 2017, the loan will be repaid by
13 equal quarterly instalments of $21.3 million each and a final one of $22.9 million.
The obligations under the Costamare credit facility are guaranteed by the owners of the
mortgaged vessels. Our obligations under this credit facility are secured by mortgages over the
vessels owned by our subsidiaries, who are the guarantors, and general assignments of earnings,
insurances and requisition compensation, account pledges, charter assignments and a master
agreement assignment.
As of February 23, 2018, there was $299.8 million outstanding under the Costamare credit
facility, and, as of same date, there was no undrawn available credit.
Orix Loan (ex. RBS Loan)
On November 19, 2010, Costamare Inc., as borrower, entered into a $120.0 million term loan
facility with The Royal Bank of Scotland plc (the “RBS Loan”), which was available for drawing for
up to 18 months. The loan tranches have maturities ranging from three to seven years.
We have used the RBS loan to finance part of the acquisition cost of five secondhand vessels,
the MSC Methoni, the Romanos, the Ulsan, the MSC Koroni (ex. Koroni) and the Itea
(ex. Kyparissia).
The interest rate under the RBS facility is LIBOR plus an agreed margin. The RBS facility
provides for different repayment of each of the five tranches.
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MSC Koroni (ex. Koroni), Itea (ex. Kyparissia) tranches were fully repaid according to the
amortization schedule, and the Romanos tranche was repaid after the disposal of the underlying
collateral containership vessel. The Romanos was disposed of in January 2017.
The MSC Methoni tranche will be repaid by 32 consecutive quarterly payments, the first
31 (1-31) in the amount of $1.05 million and a final installment in the amount of $1.05 million,
together with a balloon payment of $8.4 million.
The Ulsan tranche will be repaid by 32 consecutive quarterly payments, the first 31 (1-31) in the
amount of $0.53 million and a final installment in the amount of $0.53 million, together with a
balloon payment of $4.2 million. On October 26, 2017 pursuant to a Transfer Certificate entered
into between The Royal Bank of Scotland plc (“RBS”) and Orix Investment and Management
Private Limited (“Orix”) RBS assigned absolutely to Orix all rights and interests, which RBS had
under the RBS Loan.
The obligations under the RBS Loan are guaranteed by the owners of the mortgaged vessels.
Our obligations under the RBS Loan is secured by mortgages over each financed vessel, account
charges in favor of Joh. Berenberg, Gossler & Co. KG, as account bank, charter assignments, swap
assignment and general assignments of earnings, insurances and requisition compensation.
As of February 23, 2018, there was $24.2 million outstanding under the RBS Loan, and, as of
the same date there was no undrawn available credit.
DnB—Quentin et al. Loan
On August 16, 2011, our subsidiaries, Quentin Shipping Co., Undine Shipping Co., and Sander
Shipping Co., as borrowers, entered into a seven-year loan for up to $229.2 million, with DnB Bank
ASA, ING Bank, ABN Amro Bank and Bank of America N.A., which we refer to in this section as
the “DnB—Quentin et al. Loan”. The purpose of this loan was to finance part of the acquisition
and construction cost of the Valor, the Valiant and the Vantage, and the loan is divided into three
tranches, one for each vessel. On July 3, 2013, we entered into the first supplemental agreement
with the lenders which amended the repayment schedule and added V.Ships Greece as an approved
manager. On September 13, 2013, we entered into the second supplemental agreement with the
lenders which further amended the repayment schedule (as reflected below).
The interest rate under the DnB - Quentin et al. loan is LIBOR plus an agreed margin. The
loan provides that the borrowers must repay the loan by 28 consecutive quarterly installments, the
first 27 (1-27) in the amount of $1.3 million per tranche each, commencing at the time of delivery of
each vessel, and a final installment in the amount of $1.3 million, together with a balloon payment
of $40.7 million per tranche.
The obligations under the DnB—Quentin et al. loan are guaranteed by Costamare Inc. and are
secured by assignment of refund guarantees and shipbuilding contracts, a first priority mortgage over
the vessels, charter assignments, account assignments, master agreement assignment and general
assignments of earnings, insurances and requisition compensation.
As of February 23, 2018, there was $160.4 million outstanding under the DnB—Quentin et al.
loan, and, as of the same date there was no undrawn available credit.
Unicredit Loan
On October 6, 2011, Costamare Inc., as borrower, entered into a $120.0 million loan facility
with Unicredit Bank AG, which we refer to in this section as the “Unicredit Loan”. The purpose of
the loan is to partly finance the aggregate market values of eleven containerships. Furthermore, on
June 29, 2012, the Company entered into a supplemental agreement for a further amount of
$11.3 million to finance the acquisition of the vessel the Stadt Luebeck. On April 8, 2013, we
entered into a second supplemental agreement to substitute one of the vessels financed under the
facility with another vessel. On July 11, 2013 we entered into a supplemental letter to change the
flag of Sealand Michigan and transfer the technical management to V.Ships Greece, and on August
29, 2013, we entered into a third supplemental agreement to substitute two of the vessels financed
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under the facility with two other vessels. On April 11, 2014, we entered into a fourth supplemental
agreement to obtain an additional advance for the acquisition of a secondhand vessel and on
May 28, 2014, we entered into a fifth supplemental agreement to substitute one of the vessels
financed under the facility with a different vessel. On February 5, 2015, we entered into a side letter
under which the lender accepted the replacement of the charterer of one of the Company’s vessels.
On July 29, 2015, we entered into a side letter to transfer the technical management of one of the
Company’s vessels to Shanghai Costamare.
The interest rate under the Unicredit Loan is LIBOR plus an agreed margin. After the
prepayments with the proceeds from the disposals of five vessels the repayment schedule was
changed so that from September 23, 2016, the loan will be repaid by 10 consecutive quarterly
instalments, the first nine (1-9) in the amount of $2.7 million and a final instalment in the amount of
$2.7 million, together with a balloon payment of $31.8 million. Furthermore, following the
prepayment with the proceeds from the disposal of one vessel in March 2017, the balloon repayment
of $31.8 million was reduced to $26.9 million.
Our obligations under the Unicredit Loan are secured by guarantees of the owners of the
mortgaged vessels, mortgages over each financed vessel, account charges, charter assignments, swap
assignment and general assignments of earnings, insurances and requisition compensation.
As of February 23, 2018, there was $37.7 million outstanding under the Unicredit Loan, and, as
of the same date there was no undrawn available credit.
DnB—Raymond et al. Loan
On October 12, 2011, our subsidiaries, Raymond Shipping Co. and Terance Shipping Co., as
borrowers, entered into a seven-year loan for up to $152.8 million, with DnB Bank ASA, Mega
International Commercial Bank Co., Ltd., Cathay United Bank, Chinatrust Commercial Bank,
Hua Nan Commercial Bank, Ltd. and Land Bank of Taiwan, which we refer to in this section as the
“DnB -Raymond et al. Loan”. The purpose of this loan was to finance part of the acquisition and
construction cost of the Value and the Valence, and the facility is divided into two tranches, one for
each vessel.
The interest rate under the DnB—Raymond et al. Loan is LIBOR plus an agreed margin. The
loan provides that the borrowers must repay the loan by 28 consecutive quarterly installments, the
first 27 (1-27) in the amount of $1.4 million per tranche each, commencing at the time of delivery of
the vessels, and a final installment in the amount of $1.4 million, together with a balloon payment of
$38.2 million per tranche.
The obligations under the DnB—Raymond et al. Loan are guaranteed by Costamare Inc. and
are secured by assignment of refund guarantees and shipbuilding contracts, a first priority mortgage
over the vessels, charter assignments, account assignments, master agreement assignment and general
assignments of earnings, insurances and requisition compensation.
As of February 23, 2018, there was $105.0 million outstanding under the DnB—Raymond et al.
Loan, and, as of the same date there was no undrawn available credit.
CLC Sale and Leaseback
In January, March and April 2014, our subsidiaries, Adele Shipping Co., Bastian Shipping Co.
and Cadence Shipping Co. entered into novation agreements with CLC, whereby they novated to
CLC the shipbuilding contracts for the construction of the MSC Azov, the MSC Ajaccio and the
MSC Amalfi, respectively, and entered into bareboat charter agreements (collectively, the “CLC Sale
and Leaseback”), whereby our subsidiaries agreed to bareboat charter in the vessels upon delivery
for a period of 10 years. Our subsidiaries used a portion of the proceeds from the CLC Sale and
Leaseback to prepay the balance of the loan which had been used to finance the predelivery
installments of the respective vessels.
Under the terms of the CLC Sale and Leaseback, the vessels were each sold for an amount of
$85.6 million and our subsidiaries must each pay a fixed daily charter rate on a quarterly basis for
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10 years and a final installment of $25.7 million at which time the vessels will be returned to the
Company.
The obligations under the CLC Sale and Leaseback are guaranteed by Costamare Inc. and are
secured by charter assignments, account assignments and general assignments of earnings, insurances
and requisition compensation.
As of February 23, 2018, there was $202.2 million outstanding under the CLC Sale and
Leaseback.
BAML Loan
On May 6, 2016, our subsidiary, Uriza Shipping S.A., as borrower, entered into a five-year,
$39.0 million loan with Bank of America Merrill Lynch (the “BAML Loan”). The purpose of the
proceeds raised under this facility was for general corporate purposes. On September 21 2016, we
entered into a first supplemental agreement under which the bank agreed to the change of the flag
of Navarino and the transfer of the technical management to Shanghai Costamare.
The interest rate under the BAML Loan is LIBOR plus an agreed margin. The repayment
terms provide for the borrowers to pay the lender by 20 consecutive quarterly installments of
$1.1 million plus a balloon payment payable together with the 20th installment in the amount of
$17.3 million.
The obligations under the BAML Loan are guaranteed by Costamare Inc. and are secured by a
first priority mortgage over the vessel Navarino, an account pledge, a general assignment of
earnings, insurances, requisition compensation and charter rights.
As of February 23, 2018, there was $31.4 million outstanding under the BAML Loan, and, as of
same date, there was no undrawn available credit.
CCBFL Sale and Leaseback
On June 29, 2016, our subsidiaries, Jodie Shipping Co. and Kayley Shipping Co, entered into
bareboat charter agreements with CCBFL (collectively, the “CCBFL Sale and Leaseback”), whereby
our subsidiaries agreed to bareboat charter in the vessels upon delivery for a period of seven years.
Our subsidiaries used the proceeds from the CCBFL Sale and Leaseback to refinance an existing
facility and for general corporate purposes.
Under the terms of the CCBFL Sale and Leaseback, the MSC Athens and the MSC Athos
containership vessels were sold for an amount of $76.0 and $75.8 million, respectively. Pursuant to
the CCBFL Sale and Leaseback, Jodie Shipping Co. and Kayley Shipping Co. must each pay a
variable daily charter rate on a quarterly basis for seven years (based on a straight-line amortization
schedule) along with a final balloon payment of $28.0 and $27.9 million, respectively. Upon
expiration of the CCBFL Sale and Leaseback in 2023, the vessels will be returned to the Company.
As of February 23, 2018, there was $130.5 million outstanding under the CCBFL Sale and
Leaseback.
Credit Agricole Loan
On August 10, 2016, our subsidiaries, Christos Maritime Corp., Costis Maritime Corp. and
Capetanissa Maritime Corp., as joint and several borrowers, entered into a five-year, $116.5 million
loan with Credit Agricole Corporate and Investment Bank, which we refer to in this section as the
“Credit Agricole Loan”. The purpose of this facility was to re-finance in full the existing loans at
the time.
The interest rate under the Credit Agricole Loan is LIBOR plus an agreed margin. The Credit
Agricole Loan initially provides that our subsidiaries repay the loan, jointly and severally, by 21
consecutive quarterly payments, the first in the amount of $3.5 million each, the next eight (2-9) in
the amount of $4.0 million each and the last 12 (10-21) in the amount of $3.1 million, plus a balloon
payment, payable together with the last installment, in the amount of $43.5 million.
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The obligations under the Credit Agricole Loan are guaranteed by Costamare Inc. and are
secured by first priority mortgages over the vessels, the Sealand New York, Sealand Washington and
the Cosco Beijing, general assignments of earnings, insurances, requisition compensation and charter
assignments.
As of February 23, 2018, there was $89.0 million outstanding, and, as of same date, there was
no undrawn available credit.
Eurobank Loan
On December 22, 2016, our subsidiaries, Finch Shipping Co., Joyner Carriers S.A. and
Rena Maritime Corporation, as borrowers, entered into a five-year, $32.0 million loan with
Eurobank Ergasias S.A., which we refer to in this section as the “Eurobank Loan”. The purpose of
this loan was to refinance an existing loan with Rena Maritime Corporation as borrower and provide
working capital to Finch Shipping Co., Joyner Carriers S.A.
The interest rate under the Eurobank Loan is LIBOR plus an agreed margin. The repayment
terms provide for the borrowers to pay Eurobank by 20 consecutive quarterly installments, the first
four in the amount of $1.9 million, the following 16 in the amount of $0.8 million, plus a balloon
payment payable together with the 20th installment in the amount of $11.7 million.
The obligations under the Eurobank Loan are guaranteed by Costamare Inc. and are secured by
a first priority mortgage over the vessels, Cosco Guangzou, Neapolis and Messini, an account pledge,
a general assignment of earnings, insurances, requisition compensation and charter rights.
As of February 23, 2018, there was $24.5 million outstanding under the Eurobank Loan, and, as
of same date, there was no undrawn available credit.
BoComm Sale and Leaseback
On June 19, 2017, our subsidiaries, Simone Shipping Co. and Plange Shipping Co., entered into
bareboat charter agreements with BoComm (the “BoComm Sale and Leaseback”), whereby our
subsidiaries agreed to bareboat charter in the vessels upon delivery for a period of seven and a half
years. Our subsidiaries used the proceeds from the BoComm Sale and Leaseback for general
corporate purposes.
Under the terms of the BoComm Sale and Leaseback, both the Leonidio and the Kyparissia
containership vessels were sold and Simone Shipping Co. and Plange Shipping Co. must each pay a
fixed daily charter rate on a monthly basis for seven and a half years along with a final balloon
payment of $9.7 million, respectively. Upon expiration of the BoComm Sale and Leaseback in 2023,
the vessels will be returned to the Company.
As of February 23, 2018, there was $41.9 million outstanding under the BoComm Sale and
Leaseback.
HSBC Nerida Loan
On August 1, 2017, our subsidiary, Nerida Shipping Co., as borrower, entered into a five-year,
$17.6 million loan with HSBC Bank, which we refer to in this section as the “HSBC Nerida Loan”.
The purpose of this loan was to finance general corporate purposes relating to a vessel, the
Maersk Kowloon.
The interest rate under the HSBC Nerida Loan is LIBOR plus an agreed margin. The
repayment terms provide for Nerida Shipping Co. to pay HSBC by 20 equal consecutive quarterly
installments, each in amount of $0.45 million plus a balloon payment payable together with the 20th
installment in the amount of $8.625 million.
The obligations under the HSBC Nerida Loan are guaranteed by Costamare Inc. and are
secured by a first priority mortgage over the vessel, Maersk Kowloon, an account pledge, a general
assignment of earnings, insurances, requisition compensation and charter rights and a second priority
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mortgage over the vessel NileDutch Panther (ex. Maersk Kokura) and a second priority general
assignment.
As of February 23, 2018 there was $16.7 million outstanding under the HSBC Nerida Loan, and,
as of same date, there was no undrawn available credit.
Guarantees of Framework Deed Entity Indebtedness
Costamare Inc. has agreed to guarantee 100% of the debt of Ainsley Maritime Co., Ambrose
Maritime Co., Skerrett Maritime Co., Kemp Maritime Co. and Hyde Maritime Co., which were
formed under the Framework Deed and own the vessels Cape Kortia, Cape Sounio, Cape Artemisio,
Cape Akritas and Cape Tainaro, respectively. As at December 31, 2017, Costamare Inc. has
guaranteed $82.5 million of debt relating to Kemp Maritime Co. and Hyde Maritime Co.,
$42.6 million of debt relating to Skerrett Maritime Co. and $83.0 million of debt relating to Ainsley
Maritime Co. and Ambrose Maritime Co. As security for providing the guarantee, in the event that
Costamare Inc. is required to pay under any guarantee, Costamare Inc. is entitled to acquire all of
the shares in the entities for whose benefit the guarantee has been issued that it does not already
own for nominal consideration. Costamare Inc. owns 49% of the capital stock of Kemp Maritime
Co., 49% of the capital stock of Hyde Maritime Co., 49% of the capital stock of Skerrett Maritime
Co., 25% of the capital stock of Ainsley Maritime Co. and 25% of the capital stock of Ambrose
Maritime Co.
Covenants and Events of Default
The credit facilities impose certain operating and financial restrictions on us. These restrictions
in our existing credit facilities generally limit Costamare Inc. and our subsidiaries’ ability to, among
other things:
• pay dividends if an event of default has occurred and is continuing or would occur as a result
of the payment of such dividends;
• purchase or otherwise acquire for value any shares of the subsidiaries’ capital;
• make or repay loans or advances, other than repayment of the credit facilities;
• make investments in other persons;
• sell or transfer significant assets, including any vessel or vessels mortgaged under the credit
facilities, to any person, including Costamare Inc. and our subsidiaries;
• create liens on assets; or
• allow the Konstantakopoulos family’s direct or indirect holding in Costamare Inc. to fall
below 40% of the total issued share capital.
Our existing credit facilities also require Costamare Inc. and certain of our subsidiaries to
maintain the aggregate of (a) the market value, primarily on an inclusive charter basis, of the
mortgaged vessel or vessels and (b) the market value of any additional security provided to the
lenders, above a percentage ranging between 80% to 130% of the then outstanding amount of the
credit facility and any related swap exposure.
The minimum value covenant must be determined at the expense of the borrower at any such
time as the lenders may request.
Costamare Inc. is required to maintain compliance with the following financial covenants:
• the ratio of our total liabilities (after deducting all cash and cash equivalents) to market value
adjusted total assets (after deducting all cash and cash equivalents) may not exceed 0.75:1;
• the ratio of EBITDA over net interest expense must be equal to or higher than 2.5:1;
• the aggregate amount of all cash and cash equivalents may not be less than the greater of
(i) $30 million or (ii) 3% of the total debt; provided, however, that under three of our credit
facilities, a minimum cash amount equal to 3% of the loan outstanding must be maintained in
accounts with the lender;
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• the market value adjusted net worth must at all times exceed $500 million;
• the ratio of net funded debt to total net assets must be less than 80% on a charter inclusive
valuation basis and
• at the end of each financial quarter during which dividends have been paid for the preceding
quarter, cash and cash equivalents shall not be less than $15 million.
Our credit facilities contain customary events of default, including nonpayment of principal or
interest, breach of covenants or material inaccuracy of representations, default under other
indebtedness in excess of a threshold and bankruptcy.
The Company is not in default under any of its credit facilities.
Quantitative and Qualitative Disclosures about Market Risk
Interest Rate Risk
The shipping industry is a capital intensive industry, requiring significant amounts of investment.
Much of this investment is provided in the form of long-term debt. Our debt usually contains
interest rates that fluctuate with the financial markets. Increasing interest rates could adversely
impact future earnings.
Our interest expense is affected by changes in the general level of interest rates, particularly
LIBOR. As an indication of the extent of our sensitivity to interest rate changes, an increase of
100 basis points would have decreased our net income and cash flows during the year ended
December 31, 2017 by approximately $2.6 million based upon our debt level during 2017.
For more information on our interest rate risk see “Item 11. Quantitative and Qualitative
Disclosures About Market Risk—A. Quantitative Information About Market Risk—Interest Rate
Risk”.
Interest Rate Swaps
We have entered into interest rate swap agreements converting floating interest rate exposure
into fixed interest rates in order to economically hedge our exposure to fluctuations in prevailing
market interest rates. For more information on our interest rate swap agreements, refer to Notes 2,
18, 19 and 20 to our financial statements included at the end of this annual report.
Foreign Currency Exchange Risk
We generate all of our revenue in U.S. dollars, but a substantial portion of our vessel operating
expenses, primarily crew wages, are in currencies other than U.S. dollars (mainly in Euro), and any
gain or loss we incur as a result of the U.S. dollar fluctuating in value against those currencies is
included in vessel operating expenses. As of December 31, 2017, approximately 41% of our
outstanding accounts payable were denominated in currencies other than the U.S. dollar (mainly in
Euro). We hold cash and cash equivalents mainly in U.S. dollars.
As of December 31, 2017, the Company was engaged in 2 Euro/U.S. dollar contracts totaling
$4.0 million at an average forward rate of Euro/U.S. dollar 1.1682, expiring in monthly intervals up
to February 2018.
As of December 31, 2016, the Company was engaged in three Euro/U.S. dollar contracts
totaling $9.0 million at an average forward rate of Euro/U.S. dollar 1.0653, expiring in monthly
intervals up to March 2017.
As of December 31, 2015, the Company was engaged in 16 Euro/U.S. dollar contracts totaling
$20.0 million at an average forward rate of Euro/U.S. dollar 1.0725, expiring in monthly intervals up
to August 2016.
We recognize these financial instruments on our balance sheet at their fair value. These foreign
currency forward contracts do not qualify as hedging instruments, and thus we recognize changes in
their fair value in our earnings.
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Capital Expenditures
From 2013 through today, pursuant to the Framework Deed with York, jointly-owned entities
entered into shipbuilding contracts for the construction of twelve container vessels to be delivered by
second quarter 2018. The Company has agreed to participate in each of the newbuild contracts by
investing between 25% and 49% of the share capital in the jointly-owned entities.
As of February 23, 2018, our share of the outstanding commitments relating to the one
contracted newbuild was approximately $15.0 million payable in installments until the vessel is
delivered in the second quarter of 2018, out of which $13.9 million will be funded through a
committed sale and leaseback financing transaction. These amounts represent our interest in the
relevant jointly-owned entities with York. In addition, dry-docking expenses totaled approximately
$5.6 million in 2017, excluding off-hire costs.
Critical Accounting Policies
The discussion and analysis of our financial condition and results of operations is based upon
our consolidated financial statements, which have been prepared in accordance with U.S. GAAP.
The preparation of those financial statements requires us to make estimates and judgments that
affect the reported amounts of assets and liabilities, revenues and expenses and related disclosure at
the date of our financial statements. Actual results may differ from these estimates under different
assumptions and conditions. Critical accounting policies are those that reflect significant judgments of
uncertainties and potentially result in materially different results under different assumptions and
conditions. We describe below what we believe are our most critical accounting policies, because
they generally involve a comparatively higher degree of judgment in their application. For a
description of all our significant accounting policies, see Note 2 to our consolidated financial
statements included elsewhere in this annual report.
Vessel Impairment
We evaluate the carrying amounts of our vessels to determine if events have occurred that
would require modification to their carrying values or useful lives. In evaluating useful lives and
carrying values of long-lived assets, we review certain indicators of potential impairment, such as
undiscounted projected operating cash flows, vessel sales and purchases, business plans and overall
market conditions.
The economic and market conditions as at December 31, 2016 and 2017, including the
significant disruptions in the global credit markets in the prior years, had broad effects on
participants in a wide variety of industries. Time charter rates and charter free vessel values
continued to decline during 2016 as reduced demand for transportation services occurred during a
time of increased supply of vessels and although in 2017, as a result of improved demand relative to
2016, both time charter rates and charter free vessel values have marginally improved for most
container asset classes, supply of vessels continued to exceed demand, conditions that we consider to
be indicators of possible impairment.
In developing estimates of future undiscounted cash flows, we make assumptions and estimates
about the vessels’ future performance, with the significant assumptions being related to time charter
rates, vessels’ operating expenses, vessels’ capital expenditures, vessels’ residual value, fleet
utilization and the estimated remaining useful life of each vessel. The assumptions used to develop
estimates of future undiscounted cash flows are based on historical trends as well as future
expectations.
We determine undiscounted projected net operating cash flows for each vessel and compare it
to the vessel’s carrying value. To the extent impairment indicators are present, the undiscounted
projected net operating cash flows are determined as the sum of (i) the charter revenues from
existing time charters for the fixed fleet days and (ii) an estimated daily time charter rate for the
unfixed days (based on the most recent ten year historical average rates) over the remaining
estimated life of the vessel, over (i) expected outflows for vessels’ operating expenses assuming an
expected increase in expenses of 2.76%, based on management’s estimates taking into consideration
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the Company’s historical data, (ii) planned dry-docking and special survey expenditures, (iii)
management fees expenditures and fleet utilization of 99.2% (excluding the scheduled off-hire days
for planned dry-dockings and special surveys which are determined separately ranging from 14 to 22
days depending on the size and age of each vessel), which is based on historical experience. We
consider the most recent ten year historical average rates to be a reasonable estimation of expected
future charter rates over the remaining useful life of our vessels since such historical average
represents a full shipping cycle that captures the highs and lows of the market. We utilize the
standard deviation in order to eliminate the outliers in the period before computing the historic ten
year average rates. The salvage value used in the impairment test is estimated at approximately
$0.300 per light weight ton in accordance with the vessels’ depreciation policy. Should the carrying
value of the vessel exceed its estimated future undiscounted net operating cash flows, impairment is
measured based on the excess of the carrying amount over the fair market value of the asset. We
determine the fair value of our vessels based on management estimates and assumptions and by
making use of available market data and taking into consideration third party valuations. Therefore
we have categorized the fair value of the vessels as Level 2 in the fair value hierarchy.
The review of the carrying amounts in connection with the estimated recoverable amount of our
vessels as of December 31, 2017, resulted in an impairment loss of $18.0 million, in relation to seven
of our vessels. As of December 31, 2015 and 2016 our assessment concluded that no impairment loss
should be recorded.
As noted above, we determine projected cash flows for unfixed days using an estimated daily
time charter rate based on the most recent 10 year historical average rates. We consider this
approach to be reasonable and appropriate. However, charter rates are subject to change based on a
variety of factors that we cannot control and we note that charter rates over the last few years have
been, on average, below their historical 10 year average. If as at December 31, 2016 and 2017, we
were to utilize an estimated daily time charter equivalent for our vessels’ unfixed days based on the
most recent five year, three year or one year historical average rates without adjusting for inflation
(or another growth assumption), the results would be the following:
December 31, 2016
Amount
($ US Million) (**)
No. of
Vessels (*)
December 31, 2017
Amount
($ US Million) (**)
No. of
Vessels (*)
5-year historical average rate. . . . . . . . . . . . . . . . . .
3-year historical average rate. . . . . . . . . . . . . . . . . .
1-year historical average rate. . . . . . . . . . . . . . . . . .
4
9
14
$ 12.6
$ 23.2
$111.1
1
4
18
0.4
$
$ 38.0
$212.2
(*) Number of vessels the carrying value of which would not have been recovered.
(**) Aggregate carrying value that would not have been recovered.
An internal analysis, which used a discounted cash flow model utilizing inputs and assumptions
based on market observations as of December 31, 2017, suggests that 29 of our 52 vessels in the
water may have current market values below their carrying values (40 of our 52 vessels in the water
as at December 31, 2016). However, we believe that, with respect to these 29 vessels, all of which
are currently under time charters, we will recover their carrying values through the end of their
useful lives, based on their undiscounted cash flows.
Although we believe that the assumptions used to evaluate potential impairment are reasonable
and appropriate, such assumptions are highly subjective. There can be no assurance as to how long
charter rates and vessel values will remain at their current low levels or whether they will improve
by any significant degree. Charter rates may remain at depressed levels for some time which could
adversely affect our revenue and profitability, and future assessments of vessel impairment.
While the Company intends to continue to hold and operate its vessels, the following table
presents information with respect to the carrying amount of the Company’s vessels and indicates
whether their estimated market values based on an internal discounted cash flow analysis are below
their carrying values as of December 31, 2017 and 2016. The carrying value of each of the
Company’s vessels does not necessarily represent its fair value or the amount that could be obtained
if the vessel were sold. The Company’s estimates of fair values assume that the vessels are all in
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good and seaworthy condition without need for repair and, if inspected, would be certified as being
in class without recommendations of any kind. In addition, because vessel values are highly volatile,
these estimates may not be indicative of either the current or future prices that the Company could
achieve if it were to sell any of the vessels. The Company would not record impairment for any of
the vessels for which the fair market value is below its carrying value unless and until the Company
either determines to sell the vessel for a loss or determines that the vessel’s carrying amount is not
recoverable. The Company believes that the undiscounted projected net operating cash flows over
the estimated remaining useful lives for those vessels that have experienced declines in estimated
fair values below their carrying values exceed such vessels’ carrying values as of December 31, 2017.
Vessel
Cosco Hellas*,**
Cosco Guangzhou*,**
Cosco Beijing*,**
Cosco Yantian*,**
Cosco Ningbo*,**
MSC Azov
MSC Ajaccio
MSC Amalfi
MSC Athens
MSC Athos
Valor
Value
Valiant
Valence
Vantage
Navarino*,**
Maersk Kowloon
Maersk Kure*,**
NileDutch Panther (ex. Kokura)*,**
Maersk Kawasaki*,**
MSC Methoni*,**
Sealand Michigan*,**
Sealand Illinois*,**
Sealand New York*,**
Sealand Washington*,**
Maersk Kobe*,**
MSC Kalamata*,**
MSC Kingston*,**
Maersk Kolkata (ex. MSC Kolkata)*,**
Venetiko*,**
Zim Shanghai**
Zim New York**
Piraeus*,**
Leonidio
Kyparissia
Halifax Express*,**
Oakland Express*,**
Singapore Express*,**
MSC Mykonos(2)*
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
Capacity
(TEU)
Built
Acquisition Date
Carrying Value
December 31, 2016
($ US Million)(1)
Carrying Value
December 31, 2017
($ US Million)(1)
9,469
9,469
9,469
9,469
9,469
9,403
9,403
9,403
8,827
8,827
8,827
8,827
8,827
8,827
8,827
8,531
7,471
7,403
7,403
7,403
6,724
6,648
6,648
6,648
6,648
6,648
6,644
6,644
6,644
5,928
4,992
4,992
4,992
4,957
4,957
4,890
4,890
4,890
4,828
2006
2006
2006
2006
2006
2014
2014
2014
2013
2013
2013
2013
2013
July 2006
February 2006
June 2006
April 2006
March 2006
January 2014
March 2014
April 2014
March 2013
April 2013
June 2013
June 2013
August 2013
2013
September 2013
2013 November 2013
2010
2005
May 2010
May 2017
1996 December 2007
1997
February 2008
1997 December 2007
2003
2000
October 2011
October 2000
2000 December 2000
2000
2000
2000
2003
2003
2003
2003
2002
May 2000
August 2000
June 2000
June 2003
April 2003
January 2003
January 2013
October 2002
2002
September 2002
2004
2014
2014
May 2004
May 2017
May 2017
2000 November 2000
2000
2000
1988
October 2000
August 2000
January 2005
87
66.0
64.7
66.9
65.3
64.8
78.1
78.5
78.8
74.8
74.6
87.7
87.7
88.6
89.0
89.0
98.3
—
55.0
58.2
58.5
47.9
32.6
32.8
31.4
32.0
31.6
40.4
40.2
39.6
19.5
28.8
28.6
29.5
—
—
26.4
26.3
25.6
10.4
63.0
61.7
63.9
62.4
61.9
75.6
76.0
76.3
72.3
72.2
84.8
84.8
85.7
86.1
86.1
94.4
14.8
49.9
53.3
53.7
45.5
30.7
30.8
29.5
30.1
29.7
38.2
38.0
38.6
19.0
28.1
28.0
27.9
21.7
21.7
24.8
24.6
24.0
—
86311
Vessel
MSC Mandraki(2)*
Ulsan (ex. MSC Ulsan)*,**
MSC Koroni*,**
Itea(3)*
Marina(2)*
Lakonia*
CMA CGM L’Etoile
Areopolis*
Messini*,**
MSC Reunion*
MSC Namibia II*
MSC Sierra II*
MSC Pylos*
Neapolis*
Prosper*,**
Zagora*
Luebeck*
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
Capacity
(TEU)
4,828
4,132
3,842
3,842
3,351
2,586
2,556
2,474
2,458
2,024
2,023
2,023
2,020
1,645
1,504
1,162
1,078
Built
Acquisition Date
1988
2002
1998
1998
1992
October 2004
February 2012
May 2012
May 2012
February 2011
2004 December 2014
2005 November 2017
2000
1997
1992
1991
1991
1991
2000
1996
1995
2001
May 2014
August 2012
March 2011
March 2011
March 2011
January 2011
April 2014
March 2011
January 2011
August 2012
TOTAL
Carrying Value
December 31, 2016
($ US Million)(1)
Carrying Value
December 31, 2017
($ US Million)(1)
11.1
24.3
10.3
10.3
7.4
8.4
—
9.2
5.8
6.4
6.2
6.3
6.0
9.2
7.7
6.6
10.2
2,093.5
—
23.7
9.7
—
—
8.0
9.5
6.5
6.2
4.0
4.0
4.0
5.5
5.5
7.0
2.7
4.5
2,010.6
(1) For impairment test calculation, Carrying Value includes the unamortized balance of dry-docking cost as at December 31,
2016 and 2017.
(2) Vessels sold during 2017.
(3) As of December 31, 2017, the vessel was classified as held for sale.
* Indicates container vessels which we believe, as of December 31, 2016, may have fair values below their carrying values.
As of December 31, 2016, we believe that the aggregate carrying value of these 40 vessels was $572.4 million more than
their market value.
** Indicates container vessels which we believe, as of December 31, 2017, may have fair values below their carrying values.
As of December 31, 2017, we believe that the aggregate carrying value of these 29 vessels was $472.4 million more than
their market value.
Vessels are stated at cost, which consists of the contract price and any material expenses
incurred upon acquisition (initial repairs, improvements and delivery expenses, interest and on-site
supervision costs incurred during the construction periods). Subsequent expenditures for conversions
and major improvements are also capitalized when they appreciably extend the life, increase the
earning capacity or improve the efficiency or safety of the vessels.
We review for impairment long-lived assets held and used whenever events or changes in
circumstances indicate that the carrying amount of the assets may not be recoverable. In this respect,
we review our fleet for impairment on a vessel by vessel basis. When the estimate of undiscounted
projected net operating cash flows, excluding interest charges, expected to be generated by the use
of the vessel is less than its carrying amount, we evaluate the vessel for impairment loss. The
impairment loss is determined by the difference between the carrying amount of the vessel and the
fair value of the vessel. If our estimate of undiscounted projected net operating cash flows for any
vessel is lower than the vessel’s carrying value, the carrying value is written down, by recording an
impairment loss to operations, to the vessel’s fair value if the fair value is lower than the vessel’s
carrying value.
Vessel Lives and Depreciation
We depreciate our vessels based on a straight-line basis over the estimated economic lives
assigned to each vessel, which, currently, is 30 years from the date of their initial delivery from the
shipyard, which we believe is within industry standards and represents the most reasonable useful
life for each of our vessels. Depreciation is based on the cost of the vessel less its estimated residual
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value which is equal to the product of vessels’ lightweight tonnage and estimated scrap rate
(approximately $300 per lightweight ton). Secondhand vessels are depreciated from the date of their
acquisition through their remaining estimated useful lives. A decrease in the residual value of the
Company’s vessels or a decrease in the estimated economic lives assigned to the Company’s vessels
due to unforeseen events (such as an extended period of weak markets, the broad imposition of age
restrictions by the Company’s customers, new regulations, or other future events) which could result
in a reduction of the estimated useful lives of any affected vessels may lead to higher depreciation
charges and/or impairment losses in future periods for the affected vessels.
Voyage Revenue Recognition
Revenues are generated from time charters and are usually paid 15 days in advance. Time
charters with the same charterer are accounted for as separate agreements according to the terms
and conditions of each agreement. Time charter revenues over the term of the time charter are
recorded as service is provided, when they become fixed and determinable. Revenues from time
charters providing for varying annual rates are accounted for as operating leases and thus recognized
on a straight-line basis as the average revenue over the rental periods of such agreements, as service
is performed. Some of our time charters provide that the charter rate will be adjusted to a market
rate for the final months of their respective terms. For purposes of determining the straight-line
revenue amount, we exclude these periods and treat the charter as expiring at the end of the last
fixed rate period. A voyage is deemed to commence upon the completion of discharge of the
vessel’s previous cargo and is deemed to end upon the completion of discharge of the current cargo,
provided an agreed non-cancelable time charter between the Company and the charterer is in
existence, the charter rate is fixed or determinable and collectability is reasonably assured. Unearned
revenue includes cash received prior to the balance sheet date for which all criteria to recognize as
revenue have not been met, including any unearned revenue resulting from time charters providing
for varying annual rates, which are accounted for on a straight-line basis. Unearned revenue also
includes the unamortized balance of the liability associated with the acquisition of secondhand
vessels with time charters attached that were acquired at values below fair market value at the date
the acquisition agreement is consummated.
Derivative Financial Instruments
We enter into interest rate swap contracts to manage our exposure to fluctuations of interest
rate risks associated with specific borrowings. Interest rate differentials paid or received under these
swap agreements are recognized as part of interest expense related to the hedged debt. All
derivatives are recognized in the consolidated financial statements at their fair value. On the
inception date of the derivative contract, we designate the derivative as a hedge of a forecasted
transaction or the variability of cash flow to be paid. Changes in the fair value of a derivative that is
qualified, designated and highly effective as a cash flow hedge are recorded in other comprehensive
income until earnings are affected by the forecasted transaction or the variability of cash flow and
are then reported in earnings. Changes in the fair value of undesignated derivative instruments and
the ineffective portion of designated derivative instruments are reported in earnings in the period in
which those fair value changes have occurred. Realized gains or losses on early termination of the
derivative instruments are also classified in earnings in the period of termination of the respective
derivative instrument. We may redesignate an undesignated hedge after its inception as a hedge but
then will consider its non-zero value at redesignation in its assessment of effectiveness of the cash
flow hedge.
We formally document all relationships between hedging instruments and hedged terms, as well
as the risk-management objective and strategy for undertaking various hedge transactions. This
process includes linking all derivatives that are designated as cash flow hedges to specific forecasted
transactions or variability of cash flow.
We also formally assess, both at the hedge’s inception and on an ongoing basis, whether the
derivatives that are used in hedging transactions are highly effective in offsetting changes in cash
flow of hedged items. We consider a hedge to be highly effective if the change in fair value of the
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derivative hedging instrument is within 80% to 125% of the opposite change in the fair value of the
hedged item attributable to the hedged risk. When it is determined that a derivative is not highly
effective as a hedge or that it has ceased to be a highly effective hedge, we discontinue hedge
accounting prospectively, in accordance with ASC 815 “Derivatives and Hedging”.
We also enter into forward exchange rate contracts to manage our exposure to currency
exchange risk on certain foreign currency liabilities. We have not designated these forward exchange
rate contracts for hedge accounting.
Recent Accounting Prononuncements
See Note 2 to our consolidated financial statements included elsewhere in this annual report.
C. Research and Development, Patents and Licenses, etc.
We incur from time to time expenditures relating to inspections for acquiring new vessels. Such
expenditures are insignificant and are expensed as they are incurred.
D. Trend Information
In 2017, total seaborne container trade demand grew at around 5.2% as the synchronized global
economic recovery that started in 2016 gained momentum. Following the coordinated introduction of
monetary stimulus by the world’s top central banks, global trade accelerated in 2017.
Total containership supply grew at around 3.0% in 2017 as demolition activity fell over the
year. However, the supply of large container vessels, with capacity of more than 8,000 TEU,
continued to apply pressure throughout the industry.
6Demand for containership transportation services increased during the year and idle fleet
represented 2% of the total fleet at the end of 2017. However, all types of vessels continued to earn
historically low charter rates albeit higher than the rates in 2016. Containership ordering in 2017
increased to 697,000 TEU, equivalent to 3.5% of the total fleet. Total order book remained
historically low at 13% of the total fleet at the end of 2017; however, since 71% of the orderbook
consisted of vessels larger than 12,000 TEU, if the improved containership demand is not sustainable
there will be more negative pressure across the industry.
E. Off-Balance Sheet Arrangements
As of December 31, 2017, we did not have any off-balance sheet arrangements.
F. Tabular Disclosure of Capital Obligations
Our contractual obligations as of December 31, 2017 were:
Payments Due by Period(5)
Long-term debt obligations(1) . . . . . . . . . . . . . . . .
Interest on long-term debt obligations(2) . . . . .
Payments to our manager(3). . . . . . . . . . . . . . . . . .
Investments in Affiliates(4) . . . . . . . . . . . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total
$1,229,982
178,101
146,188
2,137
Less than
1 year
3-5 years
1-3 years
(Expressed in thousands of U.S. dollars)
$220,245
$575,506
31,828
78,413
41,113
43,210
—
—
$241,268
56,895
22,767
2,137
More than
5 years
$192,963
10,965
39,098
—
$1,556,408
$323,067
$697,129
$293,186
$243,026
(1) Includes obligations under finance leases.
(2) We expect to be obligated to make the interest payments set forth in the above table with respect to our long-term debt
obligations and finance leases. The interest payments are based on annual assumed all-in rates calculated for the unhedged
portion of our debt obligations based on the forward yield curve and on the average yearly debt outstanding. With respect
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to interest payments under our lease obligations, these have been based on the repayment schedules agreed with the
financing institution upon the commencement of the bareboat charters.
(3) This amount assumes that we will cease paying our managers any fees in connection with the management of a vessel once
the vessel exceeds 30 years of age, unless the vessel will exceed 30 years of age at the expiry of its current time charter, in
which case we assume that we will pay the manager a fee for the management of that vessel until its charter expires.
Payments to our managers include (a) a daily management fee of $956 per day per vessel, (b) total of 0.75% fee on
charter revenues earned and (c) total fees of $2.5 million. Payments to our manager exclude the value of the shares of our
common stock issued to the manager in exchange for its services. See “Item 7. Major Shareholders and Related Party
Transactions—B. Related Party Transactions—Management and Services Agreements”. The above represent total fees paid
to Costamare Shipping and Costamare Services.
(4) This amount represents our share of the remaining capital commitments with regards to the newbuild vessels on order
under our Framework Deed with York.
(5) These amounts exclude the following preferred stock dividend payment amounts (assumes that dividends are paid up until
the preferred stocks’ optional redemption period commences):
Total
Less than
1 year
1-3 years
3-5 years
$32,003
$19,548
$12,455
$—
(Expressed in thousands of U.S. dollars)
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ITEM 6. DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES
A. Directors and Senior Management
The following table sets forth information regarding our directors and executive officers. The
business address of each of our executive officers and directors listed below is 7 rue du Gabian,
MC 98000 Monaco. Our telephone number at that address is +377 93 25 09 40. Our board of
directors will be elected annually on a staggered basis, and each elected director will hold office for
a three-year term. The following directors or nominees for director have been determined by our
board of directors to be independent under the standards of the NYSE and the rules and regulations
of the SEC: Vagn Lehd Møller and Charlotte Stratos. Officers are elected from time to time by vote
of our board of directors and hold office until a successor is elected and qualified.
Name
Age
Position
Konstantinos Konstantakopoulos . . . . .
48 Chief Executive Officer, Chairman of the Board and
Class III Director
Gregory Zikos . . . . . . . . . . . . . . . . . . . . . . .
Vagn Lehd Møller . . . . . . . . . . . . . . . . . . .
Charlotte Stratos . . . . . . . . . . . . . . . . . . . . .
Konstantinos Zacharatos . . . . . . . . . . . . .
Anastassios Gabrielides . . . . . . . . . . . . . .
49 Chief Financial Officer and Class II Director
71 Class II Director
63 Class III Director
44 Class I Director
53 General Counsel and Secretary
The term of our Class II director expires in 2018, the term of our Class III directors expires in
2019 and the term of our Class I directors expires in 2020.
Konstantinos Konstantakopoulos is our Chief Executive Officer and Chairman of our board of
directors. Mr. Konstantakopoulos also serves as President, Chief Executive Officer and a director of
Costamare Shipping, our head manager, which he wholly owns. He also controls, together with
members of his family, Costamare Services, a service provider to our vessel-owning subsidiaries. In
2005, Mr. Konstantakopoulos founded another of our managers, Shanghai Costamare, of which he is
the controlling stockholder. Mr. Konstantakopoulos also owns, indirectly, 25% of C-Man Maritime, a
vessel manning agency which he founded in 2006 and indirectly owns 50% of Blue Net which
provides chartering brokerage services to our as well as to third party vessels.
Mr. Konstantakopoulos has served on the board of directors of the Union of Greek Shipowners
since 2006. Mr. Konstantakopoulos studied engineering at Universite´ Paul Sabatier in France.
Gregory Zikos is our Chief Financial Officer and a member of our board of directors. Prior to
joining us in 2007, Mr. Zikos was employed at DryShips, Inc., a public shipping company, as the
Chief Financial Officer from 2006 to 2007. From 2004 to 2006, Mr. Zikos was employed with J&P
Avax S.A., a real estate investment and construction company, where he was responsible for project
and structured finance debt transactions. From 2000 to 2004, Mr. Zikos was employed at Citigroup
(London), global corporate and investment banking group, where he was involved in numerous
European leveraged and acquisition debt financing transactions. Mr. Zikos practiced law from 1994
to 1998, during which time he advised financial institutions and shipping companies in debt and
acquisition transactions. Mr. Zikos holds an M.B.A. in finance from Cornell University, an LL.M.
from the University of London King’s College, and a bachelor of laws, with merits, from the
University of Athens.
Vagn Lehd Møller is a member of our board of directors. From 1963 to 2007, Mr. Møller
worked with A.P. Møller-Maersk A/S where he eventually served as Executive Vice President and
Chief Operations Officer of the world’s largest liner company, Maersk Line. Mr. Møller was
instrumental in the purchase and integration of Sea-land Services by A.P. Møller-Maersk A/S in
2000 and of P&O Nedlloyd in 2005. Since 2012 Mr. Møller has served as chairman of the boards of
ZITON A/S (previously known as DBB Jack-up Services A/S) and Jack-up InvestCo 2 A/S and has
been a member of the board of directors of Jack-up InvestCo 3 Plc., all being companies investing
in jack-up vessels chartered to off-shore windmill companies. From 2010 to 2015, Mr. Møller served
on the boards of directors for Scan Global Logistics A/S and Scan Global Holdings A/S, both
Danish based internal logistics companies, and he was elected chairman of the boards of directors of
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both companies in January 2011. From April 2015, Mr. Møller has been a member of the Board of
The Survey Association A/S, a Danish based marine surveyor company.
Charlotte Stratos is a member of our board of directors. Since 2008, Ms. Stratos has served as a
Senior Advisor to Morgan Stanley’s Investment Banking Division-Global Transportation team. From
1987 to 2007, Ms. Stratos served as Managing Director and Head of Global Greek Shipping for
Calyon Corporate and Investment Bank of the Credit Agricole Group. From 1976 to 1987,
Ms. Stratos served in various roles with Bankers Trust Company, including Advisor to the Shipping
Department and Vice President of Greek shipping finance. From 2007 to 2017, Ms. Stratos served as
an independent director for Hellenic Carriers Ltd. Ms. Stratos currently serves as an independent
director for the Gyroscopic Fund, a hedge fund company.
Konstantinos Zacharatos is a member of our board of directors. Mr. Zacharatos served as our
General Counsel and Secretary until April 2013. Mr. Zacharatos has also served as the Vice
Chairman of Shanghai Costamare since its incorporation in 2005. Mr. Zacharatos joined Costamare
Shipping in 2000, became a member of the board of directors of Costamare Shipping in June 2010
and has also been responsible for the legal affairs of Costamare Shipping, Costamare Services, CIEL,
Shanghai Costamare and C-Man Maritime. Mr. Zacharatos has previously been the legal adviser of
Costaterra S.A., a Greek property company. Prior to joining Costamare Shipping and Costaterra
S.A., Mr. Zacharatos was employed with Pagoropoulos & Associates, a law firm. Mr. Zacharatos
holds an LL.M. and an LL.B. from the London School of Economics and Political Science.
Anastassios Gabrielides is our General Counsel and Secretary. Mr. Gabrielides has served as a
director and secretary of Costamare Services since May 2013. Prior to joining us in 2013,
Mr. Gabrielides worked for Allseas Marine S.A., a ship management company. From 2004 to 2011,
Mr. Gabrielides served at the Hellenic Capital Markets Commission, the Greek securities regulator,
first as Vice Chairman (2004 to 2009) and then as Chairman (2009 to 2011). Mr. Gabrielides
practiced law in Athens from 1999 to 2004, specializing in securities, banking and finance and
corporate law. Mr. Gabrielides also worked for the Alexander S. Onassis Foundation from 1991 to
1999 in various posts and was a member of the Executive Committee. Mr. Gabrielides has been a
member of the board of supervisors of the European Securities and Markets Authority and has been
a member of the Greek FIU. Mr. Gabrielides holds LL.M. degrees from Harvard Law School and
the London School of Economics, a law degree from Athens University Law School, and a B.A. in
economics from the American College of Greece, Deree College.
B. Compensation of Directors and Senior Management
Our independent non-executive directors receive annual fees in the amount of $65,000, plus
reimbursement for their out-of-pocket expenses. Our non-independent directors and our officers do
not receive additional compensation for their service as directors or officers. We do not have any
service contracts with our non-executive directors that provide for benefits upon termination of their
services.
We have four shore-based officers, our chairman and chief executive officer, our chief financial
officer, our general counsel and secretary, and our chief operating officer. We do not pay any
compensation to our officers for their services as directors. Our chief financial officer, our general
counsel and secretary, and our chief operating officer are employed and are compensated for their
services by Costamare Shipping or Costamare Services and.
C. Board Practices
We have five members on our board of directors. The board of directors may change the
number of directors to not less than three, nor more than 15, by a vote of a majority of the entire
board. Each director shall be elected to serve until the third succeeding annual meeting of
stockholders and until his or her successor shall have been duly elected and qualified, except in the
event of death, resignation or removal. A vacancy on the board created by death, resignation,
removal (which may only be for cause), or failure of the stockholders to elect the entire class of
directors to be elected at any election of directors or for any other reason, may be filled only by an
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affirmative vote of a majority of the remaining directors then in office, even if less than a quorum,
at any special meeting called for that purpose or at any regular meeting of the board of directors.
We are a “foreign private issuer” under the securities laws of the United States and the rules of
the NYSE. Under the securities laws of the United States, “foreign private issuers” are subject to
different disclosure requirements than U.S. domiciled registrants, as well as different financial
reporting requirements. Under the NYSE rules, a “foreign private issuer” is subject to less stringent
corporate governance requirements. Subject to certain exceptions, the rules of the NYSE permit a
“foreign private issuer” to follow its home country practice in lieu of the listing requirements of the
NYSE. In addition, members of the Konstantakopoulos family own, in the aggregate, a majority of
our outstanding common stock. As a result, we are a “controlled company” within the meaning of
the NYSE corporate governance standards. Under the NYSE rules, a company of which more than
50% of the voting power is held by another company or group is a “controlled company” and may
elect not to comply with certain NYSE corporate governance requirements, including (1) the
requirement that a majority of the board of directors consist of independent directors, (2) the
requirement that the nominating committee be composed entirely of independent directors and have
a written charter addressing the committee’s purpose and responsibilities, (3) the requirement that
the compensation committee be composed entirely of independent directors and have a written
charter addressing the committee’s purpose and responsibilities and (4) the requirement of an annual
performance evaluation of the nominating and corporate governance and compensation committees.
As permitted by these exemptions, as well as by our bylaws and the laws of the Marshall Islands, we
currently have a board of directors with a majority of non-independent directors and a combined
corporate governance, nominating and compensation committee with one non-independent director
serving as a committee member. As a result, non-independent directors, including members of our
management who also serve on our board of directors, may, among other things, fix the
compensation of our management, make stock and option awards and resolve governance issues
regarding our company. In addition, we currently have an audit committee composed solely of two
independent committee members, whereas a domestic public company would be required to have
three such independent members. Accordingly, in the future you may not have the same protections
afforded to stockholders of companies that are subject to all of the NYSE corporate governance
requirements.
Corporate Governance
The board of directors and our Company’s management engage in an ongoing review of our
corporate governance practices in order to oversee our compliance with the applicable corporate
governance rules of the NYSE and the SEC.
We have adopted a number of key documents that are the foundation of the Company’s
corporate governance, including:
• a Code of Business Conduct and Ethics for all officers and employees, which incorporates a
Code of Ethics for directors and a Code of Conduct for corporate officers;
• a Corporate Governance, Nominating and Compensation Committee Charter; and
• an Audit Committee Charter.
These documents and other important information on our governance are posted on our website
and may be viewed at http//www.costamare.com. We will also provide a paper copy of any of these
documents upon the written request of a stockholder. Stockholders may direct their requests to the
attention of our Secretary, Anastassios Gabrielides, 7 rue du Gabian, MC 98000 Monaco.
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Committees of the Board of Directors
Audit Committee
Our audit committee consists of Vagn Lehd Møller and Charlotte Stratos. Ms. Stratos is the
chairman of the committee. The audit committee is responsible for:
• the appointment, compensation, retention and oversight of independent auditors and
approving any non-audit services performed by such auditors;
• assisting the board in monitoring the integrity of our financial statements, the independent
auditors’ qualifications and independence, the performance of the independent accountants
and our internal audit function and our compliance with legal and regulatory requirements;
• annually reviewing an independent auditors’ report describing the auditing firm’s internal
quality-control procedures, and any material issues raised by the most recent internal quality
control review, or peer review, of the auditing firm;
• discussing the annual audited financial and quarterly statements with management and the
independent auditors;
• discussing earnings press releases, as well as financial information and earnings guidance
provided to analysts and rating agencies;
• discussing policies with respect to risk assessment and risk management;
• meeting separately, and periodically, with management, internal auditors and the independent
auditors;
• reviewing with the independent auditors any audit problems or difficulties and management’s
responses;
• setting clear hiring policies for employees or former employees of the independent auditors;
• annually reviewing the adequacy of the audit committee’s written charter, the scope of the
annual internal audit plan and the results of internal audits;
• establishing procedures for the consideration of all related-party transactions, including
matters involving potential conflicts of interest or potential usurpations of corporate
opportunities;
• reporting regularly to the full board of directors; and
• handling such other matters that are specifically delegated to the audit committee by the
board of directors from time to time.
Corporate Governance, Nominating and Compensation Committee
Our corporate governance, nominating and compensation committee consists of Konstantinos
Konstantakopoulos, Vagn Lehd Møller and Charlotte Stratos. Mr. Konstantakopoulos is the
chairman of the committee. The corporate governance, nominating and compensation committee is
responsible for:
• nominating candidates, consistent with criteria approved by the full board of directors, for the
approval of the full board of directors to fill board vacancies as and when they arise, as well
as putting in place plans for succession, in particular, of the chairman of the board of
directors and executive officers;
• selecting, or recommending that the full board of directors select, the director nominees for
the next annual meeting of stockholders;
• developing and recommending to the full board of directors corporate governance guidelines
applicable to us and keeping such guidelines under review;
• overseeing the evaluation of the board and management; and
• handling such other matters that are specifically delegated to the corporate governance,
nominating and compensation committee by the board of directors from time to time.
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D. Employees
We have four shore-based officers, our chairman and chief executive officer, our chief financial
officer, our general counsel and secretary, and our chief operating officer. We do not pay any
compensation to our officers for their services as officers or directors. Our chief financial officer, our
general counsel and secretary, and our chief operating officer are employed by and receive
compensation for their services by Costamare Shipping or Costamare Services. Costamare Shipping,
Costamare Services and Shanghai Costamare each employed approximately 85, 15 and 35 people,
respectively, all of whom were shore-based. As of December 31, 2017, about 2,400 people served in
a pool of personnel who rotate their service onboard the containerships in our fleet. Our managers
are responsible for recruiting, either directly or through manning agents, the officers and crew for
our containerships that they manage. Recruiting is arranged directly through Costamare Shipping in
Greece and indirectly through our related manning agent, C-Man Maritime, in the Philippines, as
well as independent manning agents in Romania and Bulgaria. The officers and crew for our
containerships managed by Shanghai Costamare are recruited indirectly through a local manning
agent. The officers and crew for our containerships managed by V.Ships Greece are recruited in part
through C-Man Maritime and in part through V.Ships Greece (which utilizes the global V.Group
network) under the Co-operation Agreement. Vinnen uses its related manning agents in Germany
and the Philippines for recruiting the officers and crew for our containerships that are under their
management. We believe the streamlining of crewing arrangements through our managers ensures
that all of our vessels will be crewed with experienced crews that have the qualifications and licenses
required by international regulations and shipping conventions. We have not experienced any
material work stoppages due to labor disagreements during the past three years.
E. Share Ownership
The common stock beneficially owned by our directors and executive officers and/or entities
affiliated with these individuals is disclosed in “Item 7. Major Shareholders and Related Party
Transactions—A. Major Shareholders” below.
Equity Compensation Plans
We have not adopted any equity compensation plans.
ITEM 7. MAJOR SHAREHOLDERS AND RELATED PARTY TRANSACTIONS
A. Major Shareholders
The following table and the footnotes below set forth certain information regarding the
beneficial ownership of our outstanding common stock and Preferred Stock as of February 23, 2018
held by:
• each person or entity that we know beneficially owns 5% or more of our common stock;
• each of our officers and directors; and
• all our directors and officers as a group.
Beneficial ownership is determined in accordance with the rules of the SEC. In general, a
person who has voting power or investment power with respect to securities is treated as a beneficial
owner of those securities.
Beneficial ownership does not necessarily imply that the named person has the economic or
other benefits of ownership. For purposes of this table, shares subject to options, warrants or rights
or shares exercisable within 60 days of February 23, 2018 are considered as beneficially owned by
the person holding those options, warrants or rights. Each stockholder is entitled to one vote for
each share held. The applicable percentage of ownership of each stockholder is based on 109,194,826
shares of common stock, 2,000,000 shares of Series B Preferred Stock, 4,000,000 Series C Preferred
Stock, 4,000,000 Series D Preferred Stock and 4,600,000 Series E Preferred Stock outstanding as of
February 23, 2018. Information for certain holders is based on their latest filings with the SEC or
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information delivered to us. Except as noted below, the address of all stockholders, officers and
directors identified in the table and the accompanying footnotes below is in care of our principal
executive offices.
Identity of Person or Group
Officers and Directors
Konstantinos Konstantakopoulos(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gregory Zikos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Konstantinos Zacharatos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vagn Lehd Moller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Charlotte Stratos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anastassios Gabrielides(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
All officers and directors as a group (five persons) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5% Beneficial Owners
Christos Konstantakopoulos(3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Achillefs Konstantakopoulos(4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shares of Common Stock
Beneficially Held
Number
of Shares
Percentage
21,193,952
*
19.4%
*
21,521,817
19.7%
18,837,792
20,061,910
17.3%
18.4%
(1) Konstantinos Konstantakopoulos, our chairman and chief executive officer, owns 10,309,105 shares of common stock
directly and 10,884,847 shares of common stock indirectly through entities controlled by Mr. Konstantakopoulos.
(2) Anastassios Gabrielides, our General Counsel and Secretary, holds less than 1% of our issued and outstanding Series D
Preferred Stock
(3) Christos Konstantakopoulos, the brother of our chairman and chief executive officer, owns 10,309,107 shares of common
stock directly and 8,528,685 shares of common stock indirectly through an entity controlled by Mr. Konstantakopoulos. He
also holds 40,000 shares of Series D Preferred Stock through an entity controlled by Mr. Konstantakopoulos, or 1.0% of
the issued and outstanding shares of Series D Preferred Stock.
(4) Achillefs Konstantakopoulos, the brother of our chairman and chief executive officer, owns 10,309,107 shares of common
stock directly and 9,752,803 shares of common stock indirectly through entities controlled by Mr. Konstantakopoulos. He
also holds 30,203 shares of Series B Preferred Stock, 80,390 shares of Series C Preferred Stock and 102,300 shares of
Series D Preferred Stock through an entity controlled by Mr. Konstantakopoulos, or 1.5%, 2.0% and 2.6% of the issued
and outstanding shares of Series B Preferred Stock, Series C Preferred Stock and Series D Preferred Stock, respectively.
His immediate family also holds 31,350 shares of Series B Preferred Stock, or 1.6% of the issued and outstanding shares of
Series B Preferred Stock, and 4,400 shares of Series C Preferred Stock, or 0.1% of the issued and outstanding shares of
Series C Preferred Stock.
* Owns less than 1% of our issued and outstanding common stock.
In November 2010, we completed a registered public offering of our shares of common stock
and our common stock began trading on the NYSE. Our major stockholders have the same voting
rights as our other stockholders. As of January 19, 2018, we had approximately 14,098 stockholders
of record.
Holders of our Preferred Stock generally have no voting rights except (1) in respect of
amendments to the Articles of Incorporation which would adversely alter the preferences, powers or
rights of the Preferred Stock or (2) in the event that the Company proposes to issue any parity
stock if the cumulative dividends payable on outstanding Preferred Stock are in arrears or any
senior stock. However, whenever dividends payable on the Preferred Stock are in arrears for six or
more quarterly periods, whether or not consecutive, holders of Preferred Stock (voting together as a
class with all other classes or series of parity stock upon which like voting rights have been
conferred and are exercisable) will be entitled to elect one additional director to serve on our board
of directors until such time as all accumulated and unpaid dividends on the Preferred Stock have
been paid in full.
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B. Related Party Transactions
Management Affiliations
Each of our containerships is currently managed by Costamare Shipping, which may subcontract
certain services to other affiliated managers, or to V.Ships Greece or, subject to our consent, other
third party sub-managers, pursuant to the Framework Agreement and one or more ship-management
agreements between the relevant vessel owning entity and the relevant manager. Our affiliated
managers and Costamare Services are controlled by our chairman and chief executive officer and
members of his family. In addition, Blue Net, a charter brokerage company which is 50% controlled
by our chairman and chief executive officer, provides brokerage services to our vessels.
Management and Services Agreements
On March 3, 2015, we amended and restated our Group Management Agreement with
Costamare Shipping. On November 2, 2015, we terminated the Group Management Agreement and
we entered into the Framework Agreement with Costamare Shipping and our vessel-owning
subsidiaries entered into the Services Agreement with Costamare Services, an affiliate of Costamare
Shipping. The same services that were provided by Costamare Shipping pursuant to the Group
Management Agreement continue to be provided by either Costamare Shipping or Costamare
Services under the Framework Agreement and the Services Agreement, and the aggregate fees paid
by us to Costamare Shipping and Costamare Services under the Framework Agreement and the
Services Agreement are substantially the same as the aggregate fees that were paid to Costamare
Shipping pursuant to the Group Management Agreement.
Costamare Shipping is the head manager for our containerships and provides us with general
administrative services and certain commercial services pursuant to the Framework Agreement.
Costamare Shipping, itself or through Shanghai Costamare, V.Ships Greece or in certain cases,
subject to our consent, another third party sub-manager, provides our fleet of containerships with
technical, crewing, commercial, provisioning, bunkering, sale and purchase, chartering, accounting,
insurance and administrative services pursuant to the Framework Agreement sand separate ship-
management agreements between each of our vessel-owning subsidiaries and Costamare Shipping
and, in certain cases, V.Ships Greece or a third party sub-manager. Costamare Services provides our
vessel-owning subsidiaries with crewing, commercial and administrative services pursuant to the
Services Agreement. Our managers are responsible for recruiting, either directly or through manning
agents, the officers and crew for our containerships that they manage. Recruiting is arranged directly
through Costamare Shipping in Greece and indirectly through our related manning agent, C-Man
Maritime, in the Philippines, as well as independent manning agents in Romania and Bulgaria. The
officers and crew for our containerships managed by Shanghai Costamare are recruited indirectly
through a local manning agent. The officers and crew for our containerships managed by V.Ships
Greece are recruited in part through C-Man Maritime and in part through V.Ships Greece (which
utilizes the global V.Group network) under the Co-operation Agreement.
Reporting Structure
Our chairman and chief executive officer and our chief financial officer supervise, in conjunction
with our board of directors, the management of our operations and the provision of services to our
fleet by Costamare Shipping, Costamare Services and Shanghai Costamare, as well as any third party
managers, including V.Ships Greece and Vinnen. Costamare Shipping and Costamare Services report
to us and our board of directors through our chairman and chief executive officer and chief financial
officer, each of which is appointed by our board of directors.
Compensation of Our Manager and Services Provider
Costamare Shipping is providing us with general administrative services and certain commercial
services as well as technical, crewing, commercial, provisioning, bunkering, sale and purchase,
chartering, accounting, insurance and administrative services in respect of our containerships.
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Costamare Services provides our vessel-owning subsidiaries with crewing, commercial and
administrative services pursuant to the Services Agreement.
In the event that Costamare Shipping or Costamare Services decide to delegate certain or all of
the services they have agreed to perform under the Framework Agreement or the Services
Agreement, respectively, either through (i) subcontracting to a sub-manager or sub-provider or
(ii) by directing such sub-manager or sub-provider to enter into a direct agreement with the relevant
vessel-owning subsidiary, then, in the case of subcontracting under (i), Costamare Shipping or
Costamare Services, as applicable, will be responsible for paying the fee charged by the relevant sub-
manager or sub-provider for providing such services and, in the case of a direct agreement under
(ii), the fee received by Costamare Shipping or Costamare Services, as applicable, will be reduced by
the fee payable to the sub-manager or sub-provider under the relevant direct agreement. As a result,
these arrangements will not result in any increase in the aggregate management fees and services
fees that we pay. Moreover, in the case of the Co-operation Agreement, the management fees we
pay are reduced by any net profit received by Costamare Shipping from the Cell’s operation. In
addition to management fees, we pay for any capital expenditures, financial costs, operating expenses
and any general and administrative expenses, including payments to third parties, including specialist
providers, in accordance with the Framework Agreement and the relevant separate ship-management
agreements or supervision agreements.
Costamare Shipping received in 2017 and 2016 a fee of $956 per day pro rated for the calendar
days we own each containership. This fee will be reduced to $478 per day in the case of a
containership subject to a bareboat charter. We will also pay to Costamare Shipping a flat fee of
$787,405 per newbuild vessel for the supervision of the construction of any newbuild vessel that we
may contract. Costamare Shipping received in 2017 and 2016, a fee of 0.15% on all gross freight,
demurrage, charter hire and ballast bonus or other income earned with respect to each containership
in our fleet. Costamare Services received in 2017 and 2016 a fee of 0.60% on all gross freight,
demurrage, charter hire and ballast bonus or other income earned with respect to each containership
in our fleet and a quarterly fee of (i) $625,000 and (ii) an amount equal to the value of 149,600
shares, based on the average closing price of our common stock on the NYSE for the 10 days
ending on the 30th day of the last month of each quarter; provided that Costamare Services may
elect to receive 149,600 shares instead of the fee under (ii). We have reserved a number of shares of
common stock to cover the fees to be paid to Costamare Services under (ii) through December 31,
2020. The aforementioned fees remain unchanged in 2018. During the year ended December 31,
2016 and December 31, 2017, Costamare Shipping charged in aggregate to the companies established
pursuant to the Framework Deed $3.0 million and $5.0 million, respectively, for services provided in
accordance with the relevant management agreements. For the year ended December 31, 2017, we
paid aggregate fees of approximately $2.5 million and issued in aggregate 598,400 shares to
Costamare Services under the Services Agreement. For the year ended December 31, 2016 we paid
aggregate fees of approximately $2.5 million and issued in aggregate 598,400 shares to Costamare
Services under the Services Agreement.
Term and Termination Rights
Subject to the termination rights described below, on December 31, 2017, the terms of the
Framework Agreement and Service Agreement automatically renewed for another one-year period,
and will automatically renew for seven more consecutive one-year periods until December 31, 2025,
at which point the agreement will expire. In addition to the termination provisions outlined below,
we are able to terminate the Framework Agreement and Service Agreement, subject to a
termination fee, by providing 12 months’ written notice to Costamare Shipping or Costamare
Services, as applicable, that we wish to terminate the applicable agreement at the end of the then-
current term.
Our Manager’s Termination Rights. Costamare Shipping or Costamare Services may terminate
the Framework Agreement or Services Agreement, respectively, prior to the end of its term if:
• any moneys payable by us under the applicable agreement have not been paid when due or if
on demand within 20 business days of payment having been demanded;
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• if we materially breach the agreement and we have failed to cure such breach within
20 business days after we are given written notice from Costamare Shipping or Costamare
Services, as applicable; or
• there is a change of control of our Company or the vessel-owning subsidiaries, as applicable.
Our Termination Rights. We or our vessel-owning subsidiaries may terminate the Framework
Agreement or the Services Agreement, respectively, prior to the end of its term in the following
circumstances:
• any moneys payable by Costamare Shipping or Costamare Services under or pursuant to the
applicable agreement are not paid or accounted for within 10 business days after receiving
written notice from us;
• Costamare Shipping or Costamare Services, as applicable materially breaches the agreement
and has failed to cure such breach within 20 business days after receiving written notice from
us;
• there is a change of control of Costamare Shipping or Costamare Services, as applicable; or
• Costamare Shipping or Costamare Services, as applicable, is convicted of, enters a plea of
guilty or nolo contendere with respect to, or enters into a plea bargain or settlement admitting
guilt for a crime (including fraud), which conviction, plea bargain or settlement is
demonstrably and materially injurious to Costamare, if such crime is not a misdemeanor and
such crime has been committed solely and directly by an officer or director of Costamare
Shipping or Costamare Services, as applicable, acting within the terms of its employment or
office.
Mutual Termination Rights. Either we or Costamare Shipping may terminate the Framework
Agreement, and either Costamare Services or our vessel-owning subsidiaries may terminate the
Services Agreement if:
• the other party ceases to conduct business, or all or substantially all of the equity interests,
properties or assets of the other party are sold, seized or appropriated which, in the case of
seizure or appropriation, is not discharged within 20 business days;
• the other party files a petition under any bankruptcy law, makes an assignment for the benefit
of its creditors, seeks relief under any law for the protection of debtors or adopts a plan of
liquidation, or if a petition is filed against such party seeking to have it declared insolvent or
bankrupt and such petition is not dismissed or stayed within 90 business days of its filing, or
such party admits in writing its insolvency or its inability to pay its debts as they mature, or if
an order is made for the appointment of a liquidator, manager, receiver or trustee of such
party of all or a substantial part of its assets, or if an encumbrancer takes possession of or a
receiver or trustee is appointed over the whole or any part of such party’s undertaking,
property or assets or if an order is made or a resolution is passed for Costamare Shipping’s,
Costamare Services’s or our winding up;
• the other party is prevented from performing any obligations under the applicable agreement
by any cause whatsoever of any nature or kind beyond the reasonable control of such party
respectively for a period of two consecutive months or more (“Force Majeure”); or
• in the case of the Framework Agreement, all supervision agreements and all ship-management
agreements are terminated in accordance with their respective terms.
If Costamare Shipping or Costamare Services terminates the Framework Agreement or the
Services Agreement, as applicable, for any reason other than Force Majeure, or if we terminate
either agreement pursuant to our ability to terminate with 12 months’ written notice, we will be
obliged to pay to Costamare Shipping or Costamare Services, as applicable, a termination fee equal
to (a) the number of full years remaining prior to December 31, 2025, times (b) the aggregate fees
due and payable to Costamare Shipping or Costamare Services, as applicable, during the 12-month
period ending on the date of termination (without taking into account any reduction in fees under
the Framework Agreement to reflect that certain obligations have been delegated to a sub-manager);
provided that the termination fee will always be at least two times the aggregate fees over the
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12-month period described above. In addition, the separate ship-management agreements to which
our vessels are subject may be terminated by either us or the applicable manager if the vessel is
sold, becomes a total loss or is requisitioned.
Non-competition
Costamare Shipping has agreed that during the term of the Framework Agreement, and
Costamare Services has agreed that during the term of the Services Agreement, they will not
provide similar services to any entity other than our subsidiaries and entities established pursuant to
the Framework Deed and, in the case of Costamare Services, to entities affiliated with our chairman
and chief executive officer, without our prior written approval, which we may provide under certain
circumstances. We believe we will derive significant benefits from our exclusive relationship with
Costamare Shipping and Costamare Services.
We have agreed to Costamare Shipping entering into an agreement with Marcas, a company
which negotiates marine supply contracts on behalf of vessel owners and vessel management
companies, in order to achieve the best possible service and price combination with suppliers for us.
Any supplier brokerage fees that Marcas receives with respect to supplies purchased by our vessel-
owning subsidiaries will be paid to Costamare Shipping, which will in turn be credited by Costamare
Shipping to our vessel-owning entities against their respective vessels’ operating expenses. Our vessel-
owning entities will pay the annual membership fee payable by Costamare Shipping to Marcus.
Shanghai Costamare is not contractually prohibited from providing management services to third
parties. In the past, Shanghai Costamare has only provided services to third parties on a limited
basis and there is no current plan to change that practice. Shanghai Costamare currently provides
services to two Joint Venture vessels. The Co-operation Agreement anticipates that the Cell will
continue to actively seek to provide ship-management services to third-party owners in order to
capitalize on the ship-management expertise of the Cell and the economies of scale brought by the
affiliation with V.Group. However, as noted above, Costamare Shipping has agreed to pass to us the
net profit, if any, it receives from the Cell.
Restrictive Covenant Agreements
Under the restrictive covenant agreements entered into with us, during the period of Konstantinos
Konstantakopoulos’s and Konstantinos Zacharatos’s employment or service with us and for six months
thereafter, each has agreed to restrictions on his ownership of any containerships and on the
acquisition of any shareholding in a business involved in the ownership of containerships (such
activities are referred to here as “the restricted activities”), subject to the exceptions described below.
Each of Konstantinos Konstantakopoulos and Konstantinos Zacharatos are permitted to engage
in the restricted activities in the following circumstances: (a) pursuant to his involvement with us,
(b) with respect to certain permitted acquisitions (as described below) and (c) pursuant to his
passive ownership of up to, in the case of Konstantinos Konstantakopoulos, 19.99% of the
outstanding voting securities of any publicly traded company, and in the case of Konstantinos
Zacharatos, 20% of the outstanding voting securities of any publicly traded or private company, in
each case that is engaged in the containership business.
As noted above, Konstantinos Konstantakopoulos and Konstantinos Zacharatos are permitted to
engage in restricted activities with respect to two types of permitted acquisitions, including: (1) the
acquisition of a containership or an acquisition or investment in a containership business, on terms
and conditions that are not materially more favorable, than those first offered to us and refused by
an independent conflicts committee of our directors, and/or (2) the acquisition of a business that
includes containerships. Under this second type of permitted acquisition, we must be given the
opportunity to buy the containerships or containership businesses included in the acquisition, in each
case for its fair market value plus certain break-up costs.
Each of Konstantinos Konstantakopoulos and Konstantinos Zacharatos has also agreed that if
one of our containerships and a containership majority-owned by him are both available and meet
the criteria for an available charter, our containership will be offered such charter.
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Registration Rights Agreement
We entered into a registration rights agreement with the stockholders named therein (the
“Registration Rights Holders”) on November 3, 2010, pursuant to which we granted the Registration
Rights Holders and their transferees the right, under certain circumstances and subject to certain
restrictions to require us to register under the Securities Act shares of our common stock held by
those persons. On November 27, 2015, the Company and the Registration Rights Holders entered
into an amended and restated registration rights agreement to extend registration rights to
Costamare Shipping and Costamare Services, each of which have received or may receive shares of
our common stock as fee compensation under the Group Management Agreements (prior to
November 2, 2015) or under the Services Agreement. Under the registration rights agreement, the
Registration Rights Holders and their transferees have the right to request us to register the sale of
shares held by them on their behalf and may require us to make available shelf registration
statements permitting sales of shares into the market from time to time over an extended period. In
addition, those persons have the ability to exercise certain piggyback registration rights in connection
with registered offerings initiated by us. The Registration Rights Holders own a total of
approximately 49 million shares entitled to these registration rights.
Trademark License Agreement
Under the trademark license agreement entered into with us on November 3, 2010, during the
term of the Group Management Agreements and following its termination, and pursuant to the
Addendum entered into on February 29, 2016, the term of the Framework Agreement, Costamare
Shipping, one of our managers, has agreed to grant us a non-transferable, royalty free license and
right to use the Costamare Inc. trademarks, which consist of the name “COSTAMARE” and the
Costamare logo in connection with the operation of our containership business. We will pay no
additional consideration for this license and right. Costamare Shipping retains the right to use the
trademarks in its own business or to maintain existing, or grant new, licenses or rights permitting
any other person to use the trademarks; provided that in all such cases the use, maintenance or
grant must be consistent with the license and right granted to us under the licensing agreement.
Grant of Rights and Issuance of Common Stock
On July 14, 2010, the Company offered all stockholders of record as of the close of business on
July 14, 2010 (the “Record Date”), the right (collectively, the “Rights”) to subscribe for and
purchase up to 32 shares of common stock, par value $0.0001 per share, for each share held by such
stockholder as of the Record Date. The subscription price for each share purchased pursuant to the
exercise of Rights was $0.10 per share.
On March 27, 2012, the Company completed a follow-on public equity offering in which we
issued 7,500,000 shares at a public offering price of $14.10 per share. The net proceeds of the follow-
on offering were $100.6 million. Members of the Konstantakopoulos family purchased 750,000 shares
in the offering.
On October 19, 2012, the Company completed a second follow-on public equity offering in
which we issued 7,000,000 shares at a public offering price of $14.00 per share. The net proceeds of
the follow-on offering were $93.5 million. Members of the Konstantakopoulos family purchased
700,000 shares in the offering.
On July 6, 2016, we implemented the Dividend Reinvestment Plan. The Dividend Reinvestment
Plan offers holders of our common stock the opportunity to purchase additional shares by having
their cash dividends automatically reinvested in our common stock. For each of the quarters since
the implementation of the Dividend Reinvestment Plan, members of the Konstantakopoulos family
have each reinvested in full their cash dividends, receiving an aggregate of 6,796,632 million shares.
On December 5, 2016, the Company completed a follow-on public equity offering in which we
issued 12,000,000 shares of common stock at a public offering price of $6.00 per share. The net
proceeds of this offering were $69.0 million. Members of the Konstantakopoulos family purchased
1,666,666 shares in the offering.
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On May 31, 2017, the Company completed a follow-on public equity offering in which we issued
13,500,000 shares of common stock at a public offering price of $7.10 per share. The net proceeds of
this offering were $91.68 million. Members of the Konstantakopoulos family purchased 1,408,451
shares in the offering.
Other Transactions
Konstantinos Konstantakopoulos holds a passive minority interest in certain companies
controlled by the family of Dimitrios Lemonidis that own seven containerships comparable to 17 of
our vessels (including five vessels acquired under the Framework Deed) and may acquire additional
vessels. Konstantinos Zacharatos holds a passive minority interest in certain companies controlled by
the family of Mr. Lemonidis that own three containerships comparable to seven of our vessels
(including three vessels acquired under the Framework Deed) and may acquire additional vessels.
These vessels may compete with the Company’s vessels for chartering opportunities. These
investments were entered into in accordance with the terms of the restrictive covenant agreements
referenced above following the review and approval of our Audit Committee and Board of
Directors.
On January 7, 2013, Costamare Shipping entered into the Co-operation Agreement with V.Ships
Greece, pursuant to which the two companies established the Cell under V.Ships Greece. See
“Item 4. Information on the Company—B. Business Overview—Management of Our Fleet”. The
Co-operation Agreement anticipates that the Cell will actively seek to provide ship-management
services to third-party owners in order to capitalize on the ship-management expertise of the Cell
and the economies of scale brought by the affiliation with V.Group. However, as noted above,
Costamare Shipping has agreed to pass to us the net profit, if any, it receives from the Cell.
Under the Framework Deed entered into on May 15, 2013 and amended and restated on
May 18, 2015, we have agreed with York to jointly invest in newbuild and secondhand container
vessels through jointly held companies in which we hold a minority stake. The joint venture
established by the Framework Deed is expected to be each party’s exclusive joint venture for the
acquisition of vessels in the containership industry during the commitment period ending May 15,
2020, unless terminated earlier in certain circumstances (although we may acquire vessels outside the
joint venture where York rejects a vessel acquisition opportunity). If York decides to participate in a
new vessel acquisition, we will hold a 25% to 75% equity interest in such vessel. As of February 23,
2018, Costamare and York executed transactions with capital expenditure commitments of
approximately $1.2 billion. As part of the Framework Deed, we hold a minority stake in the existing
Joint Venture vessels and expect to hold a stake of 25% to 75% in future Joint Venture vessels. 18
of our containerships, including one newbuild on order and seventeen existing Joint Venture vessels,
have been acquired pursuant to the Framework Deed. Each vessel is a cellular containership,
meaning it is a dedicated container vessel. See “Item 4. Information on the Company—B. Business
Overview—Our Fleet, Acquisitions and Newbuild Vessels”.
Under the Framework Agreement, Costamare Shipping provides management services to the
Joint Venture vessels and Costamare Shipping has entered into separate management agreements
with each vessel-owning entity formed under the Framework Deed pursuant to which Costamare
Shipping provides technical, crewing, commercial, provisioning, bunkering, accounting, sale and
purchase, insurance and general and administrative services directly or through Shanghai Costamare
or V.Ships Greece as sub-managers, provided that Shanghai Costamare or V.Ships Greece may be
directed to enter into a direct management agreement with each vessel-owning entity and, in respect
of the newbuild vessels under construction, into a supervision agreement with the respective vessel-
owning entity. During the year ended December 31, 2017, Costamare Shipping charged in aggregate
to the companies established pursuant to the Framework Deed the amount of $5.0 million for
services provided in accordance with the respective management agreements.
On January 1, 2018, Costamare Shipping entered into the Brokerage Agreement with Blue Net,
which provides chartering brokerage services to our vessels and to the vessels acquired pursuant to
the Framework Deed, as well as to other third party vessels. Our chairman and chief executive
officer, Konstantinos Konstantakopoulos, indirectly controls 50% of Blue Net.
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Procedures for Review and Approval of Related Party Transactions
Related party transactions, which for purposes of review and approval, means transactions in
which the Company or one of its subsidiaries is a participant and any of the Company’s directors,
nominees for director, executive officers, employees, significant stockholders or members of their
immediate families (other than immediate family members of employees who are not executive
officers) have a direct or indirect interest, will be subject to review and approval or ratification by
the board of directors and the audit committee, and will be evaluated pursuant to procedures
established by the board of directors.
Where appropriate, such transactions will be subject to the approval of our independent
directors, including appropriate matters arising under the Framework Agreement and Services
Agreement, including the amendment and restatement of such agreement and any other agreements
with entities controlled by our chairman and chief executive officer.
C. Interests of Experts and Counsel
Not applicable.
ITEM 8. FINANCIAL INFORMATION
A. Consolidated Statements and Other Financial Information
See “Item 18. Financial Statements” below.
Legal Proceedings
We have not been involved in any legal proceedings that we believe may have a significant
effect on our business, financial position, results of operations or liquidity, and we are not aware of
any proceedings that are pending or threatened that may have a material effect on our business,
financial position, results of operations or liquidity. From time to time, we may be subject to legal
proceedings and claims in the ordinary course of business, principally property damage and personal
injury claims. We expect that these claims would be covered by insurance, subject to customary
deductibles. However, those claims, even if lacking merit, could result in the expenditure of
significant financial and managerial resources.
Preferred Stock Dividend Requirements
Dividends on Preferred Stock are payable quarterly on each of January 15, April 15, July 15
and October 15, as and if declared by our board of directors out of legally available funds for such
purpose. The dividend rate for the Series B Preferred Stock is 7.625% per annum per $25.00 of
liquidation preference per share (equal to $1.90625 per annum per share). The dividend rate for the
Series C Preferred Stock is 8.50% per annum per $25.00 of liquidation preference per share (equal
to $2.125 per annum per share). The dividend rate for the Series D Preferred Stock is 8.75% per
annum per $25.00 of liquidation preference per share (equal to $2.1875 per annum per share). The
dividend rates are not subject to adjustment.
We paid dividends to holders of our Series B Preferred Stock of $0.3654 per share on
October 15, 2013 and $0.476563 per share on January 15, 2014, April 15, 2014, July 15, 2014,
October 15, 2014, January 15, 2015, April 15, 2015, July 15, 2015, October 15, 2015, January 15,
2016, April 15, 2016, July 15, 2016, October 17, 2016, January 17, 2017, April 17, 2017, July 17, 2017,
October 16, 2017 and January 16, 2018. We paid dividends to holders of our Series C Preferred
Stock of $0.495833 per share on April 15, 2014 and $0.531250 per share on July 15, 2014,
October 15, 2014, January 15, 2015, April 15, 2015, July 15, 2015, October 15, 2015, January 15,
2016, April 15, 2016, July 15, 2016, October 17, 2016, January 17, 2017, April 17, 2017, July 17, 2017,
October 16, 2017 and January 16, 2018. We paid dividends to holders of our Series D Preferred
Stock of $0.376736 per share on July 15, 2015 and $0.546875 per share on October 15, 2015,
January 15, 2016, April 15, 2016, July 15, 2016, October 17, 2016, January 17, 2017, April 17, 2017,
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July 17, 2017, October 16, 2017 and January 16, 2018. Our Preferred Stock dividend payment
obligations impact our future liquidity needs.
Common Stock Dividend Policy
We paid our first cash dividend since becoming a public company in November 2010 on
February 4, 2011 in an amount of $0.25 per share of common stock. We have subsequently paid
dividends to holders of our common stock of $0.25 per share on May 12, 2011 and August 9, 2011,
$0.27 per share on November 7, 2011, February 8, 2012, May 9, 2012, August 7, 2012, November 6,
2012, February 13, 2013, May 8, 2013, August 7, 2013, November 6, 2013 and February 4, 2014,
$0.28 per share on May 13, 2014, August 6, 2014, November 5, 2014 and February 4, 2015, $0.29 per
share on May 6, 2015, August 5, 2015, November 4, 2015, February 4, 2016, May 4, 2016 and
August 17, 2016 and $0.10 per share on November 4, 2016, February 6, 2017, May 8, 2017, August 7,
2017, November 6, 2017 and February 6, 2018.
On July 6, 2016, we implemented the Dividend Reinvestment Plan. The Dividend Reinvestment
Plan offers holders of our common stock the opportunity to purchase additional shares by having
their cash dividends automatically reinvested in our common stock. Participation in the Dividend
Reinvestment Plan is optional, and shareholders who decide not to participate in the Dividend
Reinvestment Plan will continue to receive cash dividends, as declared and paid in the usual
manner. On February 6, 2017, May 8, 2017, August 7, 2017, November 6, 2017 and February 6, 2018
we issued 1,014,550 shares, 751,817 shares, 894,989 shares, 1,021,348 shares and 988,841 shares,
respectively, pursuant to the Dividend Reinvestment Plan. Members of the Konstantakopoulos
family have each reinvested in full their cash dividends on each of the aforementioned dates.
We currently intend to pay dividends in amounts that will allow us to retain a portion of our
cash flows to fund vessel, fleet or company acquisitions that we expect to be accretive to earnings,
and cash flows and for debt repayment and dry-docking costs, as determined by management and
our board of directors. Declaration and payment of any dividend is subject to the discretion of our
board of directors and the requirements of Marshall Islands law. The timing and amount of dividend
payments will be dependent upon our earnings, financial condition, cash requirements and
availability, fleet renewal and expansion, restrictions in our credit facilities, the provisions of
Marshall Islands law affecting the payment of distributions to stockholders and other factors. We
cannot assure you that we will pay regular quarterly dividends in the amounts stated above or
elsewhere in this annual report, and dividends may be reduced or discontinued at any time at the
discretion of our board of directors. Our ability to pay dividends may be limited by the amount of
cash we can generate from operations following the payment of fees and expenses and the
establishment of any reserves, as well as additional factors unrelated to our profitability. We are a
holding company, and we depend on the ability of our subsidiaries to distribute funds to us in order
to satisfy our financial obligations and to make dividend payments.
Set out below is a table showing the dividends and distributions paid in 2013, 2014, 2015, 2016
and 2017.
Year Ended December 31,
Common Stock dividends paid . . . . . . . . . . . . . . . . . . . . . . .
Common Stock dividends paid in shares under the
Dividend Reinvestment Plan . . . . . . . . . . . . . . . . . . . . . . .
Preferred Stock dividends paid . . . . . . . . . . . . . . . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2013
$80.8
—
0.7
$81.5
2015
2014
(Expressed in millions of U.S. dollars)
$83.0
$ 86.3
$16.7
$53.9
2016
2017
—
10.1
$93.1
— 19.5
21.1
$94.5
16.0
$102.3
22.8
21.1
$60.6
Total
$320.7
42.3
69.0
$432.0
B. Significant Changes
See “Item 18. Financial Statements—Note 21. Subsequent Events” below.
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ITEM 9. THE OFFER AND LISTING
Trading on the New York Stock Exchange
Our common stock has been trading on the NYSE under the symbol “CMRE” since
November 4, 2010. The following table shows the high and low closing sales prices for our common
stock during the indicated periods.
2013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2014 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2016. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
September 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
October 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
November 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
January 2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 2018 (February 1, 2018 through February 23, 2018). . . . . . . . . . . . . . .
Price Range
High
Low
$18.92
24.36
20.35
10.70
7.99
9.62
10.70
10.45
9.05
6.97
7.99
7.67
6.31
6.38
6.31
6.14
6.11
6.83
6.61
$14.44
17.61
8.82
5.57
5.25
6.23
7.67
6.95
5.57
5.25
6.21
5.78
5.49
5.78
6.00
5.49
5.60
6.02
6.14
Our Series B Preferred Stock has been trading on the NYSE under the symbol “CMRE PRB”
since August 7, 2013. The following table shows the high and low closing sales prices for our
Series B Preferred Stock during the indicated periods.
2013 (August 7, 2013 to December 31, 2013) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2014 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2016. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
September 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
October 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
November 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
January 2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 2018 (February 1, 2018 through February 23, 2018). . . . . . . . . . . . . . .
Price Range
High
Low
$24.90
25.93
26.20
23.00
25.48
18.00
20.30
23.00
22.70
22.44
24.50
24.95
25.48
24.95
25.20
24.98
25.48
25.49
24.64
$22.20
22.80
15.07
11.96
21.16
11.96
17.27
18.04
18.50
21.16
22.12
23.55
24.70
24.35
24.83
24.45
24.71
24.23
24.00
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Our Series C Preferred Stock has been trading on the NYSE under the symbol “CMRE PRC”
since January 22, 2014. The following table shows the high and low closing sales prices for our
Series C Preferred Stock during the indicated periods.
2014 (January 22, 2014 to December 31, 2014) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2016. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
September 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
October 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
November 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
January 2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 2018 (February 1, 2018 through February 23, 2018). . . . . . . . . . . . . . .
Price Range
High
Low
$26.59
27.09
22.68
26.10
18.55
20.80
22.68
22.05
23.47
24.88
25.75
26.10
25.75
26.10
26.04
26.04
25.80
24.75
$24.55
15.93
12.49
21.74
12.49
17.80
19.10
17.96
21.74
23.03
24.32
24.98
24.60
25.26
24.98
25.22
24.67
24.29
Our Series D Preferred Stock has been trading on the NYSE under the symbol “CMRE PRD”
since May 15, 2015. The following table shows the high and low closing sales prices for our Series D
Preferred Stock during the indicated periods.
2015 (May 15, 2015 to December 31, 2015). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2016. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Quarter 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fourth Quarter 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
September 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
October 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
November 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
January 2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 2018 (February 1, 2018 through February 23, 2018). . . . . . . . . . . . . . .
Price Range
High
Low
$25.05
23.29
26.79
18.80
21.46
23.29
22.81
24.12
25.23
26.27
26.79
26.27
26.70
26.79
26.54
26.25
25.40
$15.82
12.70
22.21
12.70
17.99
19.88
18.22
22.21
23.38
24.55
25.53
25.10
26.26
25.53
25.82
25.11
24.97
Our Series E Preferred Stock has been trading on the NYSE under the symbol “CMRE PRE”
since February 2, 2018. The following table shows the high and low closing sales prices for our
Series E Preferred Stock during the indicated periods.
February 2018 (February 2, 2018 through February 23, 2018) . . . . . . . . . . . . . . . . .
25.00
24.44
Price Range
High
Low
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ITEM 10. ADDITIONAL INFORMATION
A. Share Capital
Under our articles of incorporation, our authorized capital stock consists of 1,000,000,000 shares
of common stock, par value $0.0001 per share, of which, as of December 31, 2017, 108,205,985
shares were issued and outstanding, and 100,000,000 shares of preferred stock, par value $0.0001 per
share, issuable in series of which, as of December 31, 2017: no shares of Series A Preferred Stock
were issued and outstanding, although 10,000,000 shares have been designated Series A Participating
Preferred Stock in connection with our adoption of a stockholder rights plan as described below
under “—Stockholder Rights Plan”; 2,000,000 shares of Series B Preferred Stock were issued and
outstanding; 4,000,000 shares of Series C Preferred Stock were issued and outstanding; 4,000,000
shares of Series D Preferred Stock were issued and outstanding; and 4,600,000 shares of Series E
Preferred Stock were issued and outstanding. All of our shares of stock are in registered form.
Please see Note 14 to our financial statements included at the end of this annual report for a
discussion of the history of our share capital.
B. Memorandum and Articles of Association
Our purpose, as stated in our articles of incorporation, is to engage in any lawful act or activity
for which corporations may now or hereafter be organized under the BCA. Our articles of
incorporation and bylaws do not impose any limitations on the ownership rights of our stockholders.
Under our bylaws, annual stockholder meetings will be held at a time and place selected by our
board of directors. The meetings may be held inside or outside of the Marshall Islands. Special
meetings may be called by the chairman of the board of directors, the chief executive officer or a
majority of the board of directors. Our board of directors may set a record date between 15 and
60 days before the date of any meeting to determine the stockholders that will be eligible to receive
notice and vote at the meeting. Our bylaws permit stockholder action by unanimous written consent.
We are registered in the Republic of the Marshall Islands at The Trust Company of the
Marshall Islands, Inc., Registrar of Corporation for non-resident corporations, under registration
number 29593.
Directors
Under our bylaws, our directors are elected by a plurality of the votes cast at each annual
meeting of the stockholders by the holders of shares entitled to vote in the election. There is no
provision for cumulative voting.
Pursuant to the provisions of our bylaws, the board of directors may change the number of
directors to not less than three, nor more than 15, by a vote of a majority of the entire board. Each
director shall be elected to serve until the third succeeding annual meeting of stockholders and until
his or her successor shall have been duly elected and qualified, except in the event of death,
resignation or removal. A vacancy on the board created by death, resignation, removal (which may
only be for cause), or failure of the stockholders to elect the entire class of directors to be elected
at any election of directors or for any other reason may be filled only by an affirmative vote of a
majority of the remaining directors then in office, even if less than a quorum, at any special meeting
called for that purpose or at any regular meeting of the board of directors. The board of directors
has the authority to fix the amounts which shall be payable to the non-employee members of our
board of directors for attendance at any meeting or for services rendered to us.
Common Stock
Each outstanding share of common stock entitles the holder to one vote on all matters
submitted to a vote of stockholders. Subject to preferences that may be applicable to any
outstanding shares of preferred stock, holders of shares of common stock are entitled to receive
ratably all dividends, if any, declared by our board of directors out of funds legally available for
dividends. Upon our dissolution or liquidation or the sale of all or substantially all of our assets,
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after payment in full of all amounts required to be paid to creditors and to the holders of preferred
stock having liquidation preferences, if any, the holders of our common stock will be entitled to
receive pro rata our remaining assets available for distribution. Holders of common stock do not
have conversion, redemption or preemptive rights to subscribe to any of our securities. All
outstanding shares of common stock are fully paid and non-assessable. The rights, preferences and
privileges of holders of common stock are subject to the rights of the holders of any shares of
preferred stock which we may issue in the future. Our common stock is not subject to any sinking
fund provisions and no holder of any shares will be required to make additional contributions of
capital with respect to our shares in the future. There are no provisions in our articles of
incorporation or bylaws discriminating against a stockholder because of his or her ownership of a
particular number of shares.
We are not aware of any limitations on the rights to own our common stock, including rights of
non-resident or foreign stockholders to hold or exercise voting rights on our common stock, imposed
by foreign law or by our articles of incorporation or bylaws.
Preferred Stock
Our articles of incorporation authorize our board of directors, without any further vote or
action by our stockholders, to issue up to 100,000,000 shares of blank check preferred stock, of
which 10,000,000 shares have been designated Series A Participating Preferred Stock in connection
with our adoption of a stockholder rights plan as described below under “—Stockholder Rights
Plan”, 2,000,000 shares have been designated Series B Cumulative Redeemable Perpetual Preferred
Stock, 4,000,000 shares have been designated Series C Cumulative Redeemable Perpetual Preferred
Stock, 4,000,000 shares have been designated Series D Cumulative Redeemable Perpetual Preferred
Stock and 4,600,000 shares have been designated Series E Cumulative Redeemable Perpetual
Preferred Stock, and to determine, with respect to any series of preferred stock established by our
board of directors, the terms and rights of that series, including:
• the designation of the series;
• the number of shares of the series;
• the preferences and relative, participating, option or other special rights, if any, and any
qualifications, limitations or restrictions of such series; and
• the voting rights, if any, of the holders of the series.
Stockholder Rights Plan
Each share of our common stock includes a right that entitles the holder to purchase from us a
unit consisting of one-thousandth of a share of our Series A participating preferred stock at a
purchase price of $25.00 per unit, subject to specified adjustments. The rights are issued pursuant to
a stockholder rights agreement between us and American Stock Transfer & Trust Company, as
rights agent. Until a right is exercised, the holder of a right will have no rights to vote or receive
dividends or any other stockholder rights.
The rights may have anti-takeover effects. The rights will cause substantial dilution to any
person or group that attempts to acquire us without the approval of our board of directors. As a
result, the overall effect of the rights may be to render more difficult or discourage any attempt to
acquire us. Because our board of directors can approve a redemption of the rights for a permitted
offer, the rights should not interfere with a merger or other business combination approved by our
board of directors. The adoption of the rights agreement was approved by our existing stockholders
prior to our initial public offering in November 2010.
We have summarized the material terms and conditions of the rights agreement and the rights
below. For a complete description of the rights, we encourage you to read the stockholder rights
agreement, which we have filed as an exhibit to this annual report.
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Detachment of rights
The rights are attached to all certificates representing our outstanding common stock and will
attach to all common stock certificates we issue prior to the rights distribution date that we describe
below. The rights are not exercisable until after the rights distribution date and will expire at the
close of business on the tenth anniversary date of the adoption of the rights plan, unless we redeem
or exchange them earlier as described below. The rights will separate from the common stock and a
rights distribution date will occur, subject to specified exceptions, on the earlier of the following two
dates:
• 10 days following the first public announcement that a person or group of affiliated or
associated persons or an “acquiring person” has acquired or obtained the right to acquire
beneficial ownership of 15% or more of our outstanding common stock; or
• 10 business days following the start of a tender or exchange offer that would result, if closed,
in a person becoming an “acquiring person”.
Our controlling stockholders are excluded from the definition of “acquiring person” for
purposes of the rights, and therefore their ownership or future share acquisitions cannot trigger the
rights. Specified “inadvertent” owners that would otherwise become an acquiring person, including
those who would have this designation as a result of repurchases of common stock by us, will not
become acquiring persons as a result of those transactions.
Our board of directors may defer the rights distribution date in some circumstances, and some
inadvertent acquisitions will not result in a person becoming an acquiring person if the person
promptly divests itself of a sufficient number of shares of common stock.
Until the rights distribution date:
• our common stock certificates will evidence the rights, and the rights will be transferable only
with those certificates; and
• any new shares of common stock will be issued with rights, and new certificates will contain a
notation incorporating the rights agreement by reference.
As soon as practicable after the rights distribution date, the rights agent will mail certificates
representing the rights to holders of record of common stock at the close of business on that date.
As of the rights distribution date, only separate rights certificates will represent the rights.
We will not issue rights with any shares of common stock we issue after the rights distribution
date, except as our board of directors may otherwise determine.
Flip-in event
A “flip-in event” will occur under the rights agreement when a person becomes an acquiring
person. If a flip-in event occurs and we do not redeem the rights as described under the heading
“—Redemption of rights” below, each right, other than any right that has become void, as described
below, will become exercisable at the time it is no longer redeemable for the number of shares of
common stock, or, in some cases, cash, property or other of our securities, having a current market
price equal to two times the exercise price of such right.
If a flip-in event occurs, all rights that then are, or in some circumstances that were, beneficially
owned by or transferred to an acquiring person or specified related parties will become void in the
circumstances which the rights agreement specifies.
Flip-over event
A “flip-over event” will occur under the rights agreement when, at any time after a person has
become an acquiring person:
• we are acquired in a merger or other business combination transaction; or
• 50% or more of our assets, cash flows or earning power is sold or transferred.
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If a flip-over event occurs, each holder of a right, other than any right that has become void as
we describe under the heading “—Flip-in event” above, will have the right to receive the number of
shares of common stock of the acquiring company having a current market price equal to two times
the exercise price of such right.
Antidilution
The number of outstanding rights associated with our common stock is subject to adjustment for
any stock split, stock dividend or subdivision, combination or reclassification of our common stock
occurring prior to the rights distribution date. With some exceptions, the rights agreement does not
require us to adjust the exercise price of the rights until cumulative adjustments amount to at least
1% of the exercise price. It also does not require us to issue fractional shares of our preferred stock
that are not integral multiples of one one-hundredth of a share, and, instead, we may make a cash
adjustment based on the market price of the common stock on the last trading date prior to the
date of exercise. The rights agreement reserves us the right to require, prior to the occurrence of
any flip-in event or flip-over event that, on any exercise of rights, a number of rights must be
exercised so that we will issue only whole shares of stock.
Redemption of rights
At any time until 10 days after the date on which the occurrence of a flip-in event is first
publicly announced, we may redeem the rights in whole, but not in part, at a redemption price of
$0.01 per right. The redemption price is subject to adjustment for any stock split, stock dividend or
similar transaction occurring before the date of redemption. At our option, we may pay that
redemption price in cash, shares of common stock or any other consideration our board of directors
may select. The rights are not exercisable after a flip-in event until they are no longer redeemable.
If our board of directors timely orders the redemption of the rights, the rights will terminate on the
effectiveness of that action.
Exchange of rights
We may, at our option, exchange the rights (other than rights owned by an acquiring person or
an affiliate or an associate of an acquiring person, which have become void), in whole or in part.
The exchange must be at an exchange ratio of one share of common stock per right, subject to
specified adjustments at any time after the occurrence of a flip-in event and prior to:
• any person other than our existing stockholder becoming the beneficial owner of common
stock with voting power equal to 50% or more of the total voting power of all shares of
common stock entitled to vote in the election of directors; or
• the occurrence of a flip—over event.
Amendment of terms of rights
While the rights are outstanding, we may amend the provisions of the rights agreement only as
follows:
• to cure any ambiguity, omission, defect or inconsistency;
• to make changes that do not adversely affect the interests of holders of rights, excluding the
interests of any acquiring person; or
• to shorten or lengthen any time period under the rights agreement, except that we cannot
change the time period when rights may be redeemed or lengthen any time period, unless
such lengthening protects, enhances or clarifies the benefits of holders of rights other than an
acquiring person.
At any time when no rights are outstanding, we may amend any of the provisions of the rights
agreement, other than decreasing the redemption price.
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Dissenters’ Rights of Appraisal and Payment
Under the BCA, our stockholders have the right to dissent from various corporate actions,
including any merger or sale of all, or substantially all, of our assets not made in the usual course of
our business, and receive payment of the fair value of their shares. In the event of any amendment
of our articles of incorporation, a stockholder also has the right to dissent and receive payment for
his or her shares if the amendment alters certain rights in respect of those shares. The dissenting
stockholder must follow the procedures set forth in the BCA to receive payment. In the event that
we and any dissenting stockholder fail to agree on a price for the shares, the BCA procedures
involve, among other things, the institution of proceedings in the high court of the Republic of the
Marshall Islands or in any appropriate court in any jurisdiction in which our shares are primarily
traded on a local or national securities exchange. The value of the shares of the dissenting
stockholder is fixed by the court after reference, if the court so elects, to the recommendations of a
court-appointed appraiser.
Stockholders’ Derivative Actions
Under the BCA, any of our stockholders may bring an action in our name to procure a
judgment in our favor, also known as a derivative action; provided that the stockholder bringing the
action is a holder of common stock both at the time the derivative action is commenced and at the
time of the transaction to which the action relates.
Limitations on Liability and Indemnification of Officers and Directors
The BCA authorizes corporations to limit or eliminate the personal liability of directors and
officers to corporations and their stockholders for monetary damages for breaches of directors’
fiduciary duties. Our articles of incorporation include a provision that eliminates the personal
liability of directors for monetary damages for actions taken as a director to the fullest extent
permitted by law.
Our bylaws provide that we must indemnify our directors and officers to the fullest extent
authorized by law. We are also expressly authorized to advance certain expenses (including
attorneys’ fees and disbursements and court costs) to our directors and officers and carry directors’
and officers’ insurance providing indemnification for our directors, officers and certain employees for
some liabilities. We believe that these indemnification provisions and insurance are useful to attract
and retain qualified directors and executive officers.
The limitation of liability and indemnification provisions in our articles of incorporation and
bylaws may discourage stockholders from bringing a lawsuit against directors for breach of their
fiduciary duty. These provisions may also have the effect of reducing the likelihood of derivative
litigation against directors and officers, even though such an action, if successful, might otherwise
benefit us and our stockholders. In addition, stockholders’ investments may be adversely affected to
the extent we pay the costs of settlement and damage awards against directors and officers pursuant
to these indemnification provisions.
There is currently no pending material litigation or proceeding involving any of our directors,
officers or employees for which indemnification is sought.
Anti-Takeover Effect of Certain Provisions of Our Articles of Incorporation and Bylaws
Several provisions of our articles of incorporation and bylaws, which are summarized in the
following paragraphs, may have anti-takeover effects. These provisions are intended to avoid costly
takeover battles, lessen our vulnerability to a hostile change of control and enhance the ability of
our board of directors to maximize stockholder value in connection with any unsolicited offer to
acquire us. However, these anti-takeover provisions could also delay, defer or prevent (a) the merger
or acquisition of our company by means of a tender offer, a proxy contest or otherwise that a
stockholder might consider in its best interest, including attempts that may result in a premium over
the market price for the shares held by the stockholders, and (b) the removal of incumbent officers
and directors.
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Blank check preferred stock
Under the terms of our articles of incorporation, our board of directors has authority, without
any further vote or action by our stockholders, to issue up to 100,000,000 shares of blank check
preferred stock, of which 10,000,000 shares have been designated Series A Participating Preferred
Stock, in connection with our adoption of a stockholder rights plan as described above under
“—Stockholder Rights Plan”, 2,000,000 shares have been designated Series B Cumulative
Redeemable Perpetual Preferred Stock, 4,000,000 shares have been designated Series C Cumulative
Redeemable Perpetual Preferred Stock, 4,000,000 shares have been designated Series D Cumulative
Redeemable Perpetual Preferred Stock and 4,600,000 shares have been designated Series E
Cumulative Redeemable Perpetual Preferred Stock. Our board of directors may issue shares of
preferred stock on terms calculated to discourage, delay or prevent a change of control of our
company or the removal of our management.
Classified board of directors
Our articles of incorporation provide for a board of directors serving staggered, three-year
terms. Approximately one-third of our board of directors will be elected each year. This classified
board provision could discourage a third party from making a tender offer for our shares or
attempting to obtain control of our company. It could also delay stockholders who do not agree with
the policies of the board of directors from removing a majority of the board of directors for two
years.
Election and removal of directors
Our articles of incorporation prohibit cumulative voting in the election of directors. Our bylaws
require parties other than the board of directors to give advance written notice of nominations for
the election of directors. Our articles of incorporation and bylaws also provide that our directors
may be removed only for cause. These provisions may discourage, delay or prevent the removal of
incumbent officers and directors.
Holders of the Preferred Stock generally have no voting rights except (1) in respect of
amendments to the Articles of Incorporation which would adversely alter the preferences, powers or
rights of the Preferred Stock or (2) in the event that the Company proposes to issue any parity
stock if the cumulative dividends payable on outstanding Preferred Stock are in arrears or any
senior stock. However, if and whenever dividends payable on the Preferred Stock are in arrears for
six or more quarterly periods, whether or not consecutive, holders of Preferred Stock (for this
purpose the Series B and Series C Preferred Stock will vote together as a single class with all other
classes or series of parity stock upon which like voting rights have been conferred and are
exercisable) will be entitled to elect one additional director to serve on our board of directors, and
the size of our board of directors will be increased as needed to accommodate such change (unless
the size of our board of directors already has been increased by reason of the election of a director
by holders of parity stock upon which like voting rights have been conferred and with which the
Preferred Stock voted as a class for the election of such director). The right of such holders of
Preferred Stock to elect a member of our board of directors will continue until such time as all
accumulated and unpaid dividends on the Preferred Stock have been paid in full.
Calling of special meeting of stockholders
Our articles of incorporation and bylaws provide that special meetings of our stockholders may
only be called by our chairman of the board of directors, chief executive officer or by either, at the
request of a majority of our board of directors.
Advance notice requirements for stockholder proposals and director nominations
Our bylaws provide that stockholders seeking to nominate candidates for election as directors or
to bring business before an annual meeting of stockholders must provide timely notice of their
proposal in writing to the corporate secretary.
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Generally, to be timely, a stockholder’s notice must be received at our offices not less than
90 days nor more than 120 days prior to the first anniversary date of the previous year’s annual
meeting. Our bylaws also specify requirements as to the form and content of a stockholder’s notice.
These provisions may impede stockholders’ ability to bring matters before an annual meeting of
stockholders or to make nominations for directors at an annual meeting of stockholders.
C. Material Contracts
The following is a summary of each material contract outside the ordinary course of business to
which we are a party, for the two years immediately preceding the date of this annual report. Such
summaries are not intended to be complete and reference is made to the contracts themselves,
which are exhibits to this annual report.
(a) Form of Ship Management Agreement between Costamare Shipping Company S.A. and
Shanghai Costamare Ship Management Co., Ltd., please see “Item 7. Major Shareholders
and Related Party Transactions—B. Related Party Transactions—Management and Services
Agreements”.
(b) Restrictive Covenant Agreement dated November 3, 2010, between Costamare Inc. and
Konstantinos Konstantakopoulos, please see “Item 7. Major Shareholders and Related
Party Transactions—Related Party Transactions—Restrictive Covenant Agreements”.
(c) Stockholder Rights Agreement dated October 19, 2010, between Costamare Inc. and
American Stock Transfer & Trust Company, LLC, as Rights Agent. For a description of
the Stockholder Rights Agreement, please see “Item 10. Additional Information—B.
Memorandum and Articles of Association—Stockholder Rights Plan”.
(d) Trademark License Agreement dated November 3, 2010 between Costamare Inc. and
Costamare Shipping Company S.A. and the Addendum thereto dated February 29, 2016,
please see “Item 7. Major Shareholders and Related Party Transactions—B. Related Party
Transactions—Trademark License Agreement”.
(e) Facility Agreement dated July 22, 2008 (the “Facility Agreement”), relating to a loan
facility of $1,000,000,000 comprising (i) a term loan facility of up to $700,000,000 and (ii) a
revolving credit facility of up to $300,000,000 among the lenders and financial institutions
set out on Schedule I thereto, Commerzbank AG as successor to Deutsche Schiffsbank
Aktiengesellschaft, as joint arranger, agent, swap bank and security agent, Bayerische
Hypo—Und Vereinsbank Aktiengesellschaft, as joint arranger, swap bank and account
bank, HSH Nordbank AG, as swap bank, and Costamare Inc., as borrower, please see
“Item 5. Operating and Financial Review and Prospects—B. Liquidity and Capital
Resources—Credit Facilities”.
(f) Ninth Supplemental Agreement, dated September 28, 2016, in relation to the Facility
Agreement, please see “Item 5. Operating and Financial Review and Prospects—B.
Liquidity and Capital Resources—Credit Facilities”.
(g) Restrictive Covenant Agreement dated July 24, 2012, between Costamare Inc. and
Konstantinos Zacharatos, please see “Item 7. Major Shareholders and Related Party
Transactions—B. Related Party Transactions—Restrictive Covenant Agreements”.
(h) Form of Ship Management Agreement between Costamare Shipping Company S.A. and
V.Ships Greece Ltd., please see “Item 4. Information on the Company—B. Business
Overview—Management of Our Fleet”.
(i) Framework Deed dated May 15, 2013, as amended and restated on May 18, 2015, between
Sparrow Holdings, L.P., York Capital Management Global Advisors LLC, Costamare Inc.
and Costamare Ventures Inc., please see “Item 4. Information on the Company—B.
Business Overview—Our Fleet, Acquisitions and Newbuild Vessels—Framework Deed”.
(j) Framework Agreement dated November 2, 2015, by and between Costamare Inc. and
Costamare Shipping Company S.A., please see “Item 7. Major Shareholders and Related
Party Transactions—B. Related Party Transactions—Management and Services Agreement”.
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(k) Agreement Relating to Framework Agreement and Ship—management Agreements
between Costamare Shipping Company S.A. and Costamare Inc., dated November 2, 2015.
“Item 4. Information on the Company—B. Business Overview—Management of Our Fleet”.
(l) Services Agreement dated November 2, 2015, by and between the subsidiaries of
Costamare Inc. set out in Schedule A thereto and Costamare Shipping Services Ltd., please
see “Item 7. Major Shareholders and Related Party Transactions—B. Related Party
Transactions—Management and Services Agreement”.
(m) Amended and Restated Registration Rights Agreement dated as of November 27, 2015,
between Costamare Inc. and the Stockholders named therein, please see “Item 7. Major
Shareholders and Related Party Transactions—B. Related Party Transactions—Registration
Rights Agreement”.
(n) Agreement Regarding Charter Brokerage dated January 1, 2018, by and between
Costamare Shipping Company S.A. and Blue Net Chartering GmbH & Ko KG., please see
“Item 4. Information on the Company—B. Business Overview—Chartering of Our Fleet”.
D. Exchange Controls and Other Limitations Affecting Security Holders
Under Marshall Islands law, there are currently no restrictions on the export or import of
capital, including foreign exchange controls or restrictions that affect the remittance of dividends,
interest or other payments to non-resident holders of our common stock.
E. Tax Considerations
Marshall Islands Tax Considerations
We are a non-resident domestic Marshall Islands corporation. Because we do not, and we do
not expect that we will, conduct business or operations in the Marshall Islands, under current
Marshall Islands law we are not subject to tax on income or capital gains and our stockholders (so
long as they are not citizens or residents of the Marshall Islands) will not be subject to Marshall
Islands taxation or withholding on dividends and other distributions (including upon a return of
capital) we make to our stockholders. In addition, so long as our stockholders are not citizens or
residents of the Marshall Islands, our stockholders will not be subject to Marshall Islands stamp,
capital gains or other taxes on the purchase, holding or disposition of our common stock or
Preferred Stock, and our stockholders will not be required by the Republic of the Marshall Islands
to file a tax return relating to our common stock or Preferred Stock.
Each stockholder is urged to consult their tax counselor or other advisor with regard to the
legal and tax consequences, under the laws of pertinent jurisdictions, including the Marshall Islands,
of their investment in us. Further, it is the responsibility of each stockholder to file all state, local
and non-U.S., as well as U.S. Federal tax returns that may be required of them.
Liberian Tax Considerations
The Republic of Liberia enacted a new income tax act effective as of January 1, 2001 (the
“New Act”). In contrast to the income tax law previously in effect since 1977, the New Act does not
distinguish between the taxation of “non-resident” Liberian corporations, such as our Liberian
subsidiaries, which conduct no business in Liberia and were wholly exempt from taxation under the
prior law, and “resident” Liberian corporations, which conduct business in Liberia and are (and were
under the prior law) subject to taxation.
The New Act was amended by the Consolidated Tax Amendments Act of 2011, which was
published and became effective on November 1, 2011 (the “Amended Act”). The Amended Act
specifically exempts from taxation non-resident Liberian corporations such as our Liberian
subsidiaries that engage in international shipping (and are not engaged in shipping exclusively within
Liberia) and that do not engage in other business or activities in Liberia other than those specifically
enumerated in the Amended Act. In addition, the Amended Act made such exemption from
taxation retroactive to the effective date of the New Act.
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If, however, our Liberian subsidiaries were subject to Liberian income tax under the Amended
Act, they would be subject to tax at a rate of 35% on their worldwide income. As a result, their,
and subsequently our, net income and cash flow would be materially reduced. In addition, as the
ultimate stockholder of the Liberian subsidiaries, we would be subject to Liberian withholding tax
on dividends paid by our Liberian subsidiaries at rates ranging from 15% to 20%.
United States Federal Income Tax Considerations
The following discussion of U.S. Federal income tax matters is based on the Code, judicial
decisions, administrative pronouncements, and existing and proposed regulations issued by the U.S.
Department of the Treasury, all of which are subject to change, possibly with retroactive effect. This
discussion does not address any U.S. state or local tax matters. You are encouraged to consult your
own tax advisor regarding the particular United States Federal, state and local and foreign income
and other tax consequences of acquiring, owning and disposing of our common stock or Preferred
Stock that may be applicable to you.
Taxation of Our Shipping Income
Subject to the discussion of “effectively connected” income below, unless exempt from U.S.
Federal income tax under the rules contained in Section 883 of the Code and the Treasury
Regulations promulgated thereunder, a non-U.S. corporation is, under the rules of Section 887 of the
Code, subject to a 4% U.S. Federal income tax in respect of its U.S. source gross transportation
income (without the allowance for deductions).
For this purpose, U.S. source gross transportation income includes 50% of the shipping income
that is attributable to transportation that begins or ends (but that does not both begin and end) in
the United States. Shipping income attributable to transportation exclusively between non-U.S. ports
is generally not subject to any U.S. Federal income tax.
“Shipping income” means income that is derived from:
(a) the use of vessels;
(b) the hiring or leasing of vessels for use on a time, operating or bareboat charter basis;
(c) the participation in a pool, partnership, strategic alliance, joint operating agreement or other
joint venture it directly or indirectly owns or participates in that generates such income; or
(d) the performance of services directly related to those uses.
Under Section 883 of the Code and the Treasury Regulations promulgated thereunder, a non-
U.S. corporation will be exempt from U.S. Federal income tax on its U.S. source gross
transportation income if:
(a) it is organized in a foreign country (or the “country of organization”) that grants an
“equivalent exemption” to U.S. corporations; and
(b) either
(i) more than 50% of the value of its stock is owned, directly or indirectly, by individuals
who are “residents” of our country of organization or of another foreign country that
grants an “equivalent exemption” to U.S. corporations; or
(ii) its stock is “primarily and regularly traded on an established securities market” in its
country of organization, in another country that grants an “equivalent exemption” to
U.S. corporations, or in the United States.
We believe that we have qualified and currently intend to continue to qualify for this statutory
tax exemption for the foreseeable future. However, no assurance can be given that this will be the
case in the future. If we or our subsidiaries are not entitled to this exemption under Section 883 for
any taxable year, we or our subsidiaries would be subject for those years to a 4% U.S. Federal
income tax on our U.S. source gross transportation income, subject to the discussion of “effectively
connected” income below. Since we expect that no more than 50% of our gross shipping income
would be treated as U.S. source gross transportation income, we expect that the effective rate of
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U.S. Federal income tax on our gross transportation income would not exceed 2%. Many of our
time charters contain provisions pursuant to which charterers undertake to reimburse us for the 4%
gross basis tax on our U.S. source gross transportation income.
To the extent exemption under Section 883 is unavailable, our U.S. source gross transportation
income that is considered to be “effectively connected” with the conduct of a U.S. trade or business
would be subject to the U.S. corporate income tax currently imposed at a rate of 21% (net of
applicable deductions). In addition, we may be subject to the 30% U.S. “branch profits” tax on
earnings effectively connected with the conduct of such trade or business, as determined after
allowance for certain adjustments, and on certain interest paid or deemed paid attributable to the
conduct of our U.S. trade or business.
Our U.S. source gross transportation income would be considered “effectively connected” with
the conduct of a U.S. trade or business only if:
(a) we had, or were considered to have, a fixed place of business in the United States involved
in the earning of U.S. source gross transportation income; and
(b) substantially all of our U.S. source gross transportation income was attributable to regularly
scheduled transportation, such as the operation of a vessel that followed a published
schedule with repeated sailings at regular intervals between the same points for voyages that
begin or end in the United States.
We believe that we will not meet these conditions because we will not have, or permit
circumstances that would result in us having, such a fixed place of business in the United States or
any vessel sailing to or from the United States on a regularly scheduled basis.
In addition, income attributable to transportation that both begins and ends in the United States
is not subject to the tax rules described above. Such income is subject to either a 30% gross-basis
tax or to U.S. corporate income tax on net income at a rate of 21% (and the branch profits tax
discussed above). Although there can be no assurance, we do not expect to engage in transportation
that produces shipping income of this type.
Taxation of Gain on Sale of Assets
Regardless of whether we qualify for the exemption under Section 883 of the Code, we will not
be subject to U.S. Federal income taxation with respect to gain realized on a sale of a vessel,
provided the sale is considered to occur outside of the United States (as determined under U.S. tax
principles). In general, a sale of a vessel will be considered to occur outside of the United States for
this purpose if title to the vessel (and risk of loss with respect to the vessel) passes to the buyer
outside of the United States. We expect that any sale of a vessel will be so structured that it will be
considered to occur outside of the United States.
Taxation of United States Holders
You are a “U.S. holder” if you are a beneficial owner of our common stock or our Preferred
Stock and you are a U.S. citizen or resident, a U.S. corporation (or other U.S. entity taxable as a
corporation), an estate the income of which is subject to U.S. Federal income taxation regardless of
its source, or a trust if (i) a court within the United States is able to exercise primary jurisdiction
over the administration of the trust and one or more U.S. persons have the authority to control all
substantial decisions of that trust or (ii) the trust has a valid election in effect to be treated as a
U.S. person for U.S. Federal income tax purposes.
If a partnership holds our common stock or Preferred Stock, the tax treatment of a partner will
generally depend upon the status of the partner and upon the activities of the partnership. If you
are a partner in a partnership holding our common stock, you should consult your tax advisor.
Distributions on Our Common Stock and Preferred Stock
Subject to the discussion of PFICs below, any distributions with respect to our common stock or
Preferred Stock that you receive from us will generally constitute dividends, which may be taxable
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as ordinary income or “qualified dividend income” as described below, to the extent of our current
or accumulated earnings and profits (as determined under U.S. tax principles). Distributions in
excess of our earnings and profits will be treated first as a nontaxable return of capital to the extent
of your tax basis in our common stock or Preferred Stock (on a dollar-for-dollar basis) and
thereafter as capital gain.
Because we are not a U.S. corporation, if you are a U.S. corporation (or a U.S. entity taxable
as a corporation), you will not be entitled to claim a dividends-received deduction with respect to
any distributions you receive from us.
Dividends paid with respect to our common stock or Preferred Stock will generally be treated
as “passive category income” for purposes of computing allowable foreign tax credits for U.S.
foreign tax credit purposes.
If you are an individual, trust or estate, dividends you receive from us should be treated as
“qualified dividend income”, provided that:
(a) the common stock or Preferred Stock is readily tradable on an established securities market
in the United States (such as the NYSE);
(b) we are not a PFIC for the taxable year during which the dividend is paid or the
immediately preceding taxable year (see the discussion below under “PFIC Status”);
(c) you own our common stock or our Preferred Stock for more than 60 days in the 121-day
period beginning 60 days before the date on which the common stock or Preferred Stock
becomes ex-dividend;
(d) you are not under an obligation to make related payments with respect to positions in
substantially similar or related property; and
(e) certain other conditions are met.
Qualified dividend income is taxed at a preferential maximum rate of 15% or 20%, depending
on the income level of the taxpayer.
Special rules may apply to any “extraordinary dividend”. Generally, an extraordinary dividend is
a dividend in an amount that is equal to (or in excess of) 10% of your adjusted tax basis (or fair
market value in certain circumstances) in a share of our common stock (5% in the case of Preferred
Stock). If we pay an extraordinary dividend on our common stock or Preferred Stock that is treated
as qualified dividend income and if you are an individual, estate or trust, then any loss derived by
you from a subsequent sale or exchange of such common stock or Preferred Stock will be treated as
long-term capital loss to the extent of such dividend.
There is no assurance that dividends you receive from us will be eligible for the preferential
rates applicable to qualified dividend income. Dividends you receive from us that are not eligible for
the preferential rates will be taxed at the ordinary income rates.
Sale, Exchange or Other Disposition of Common Stock and Preferred Stock
Provided that we are not a PFIC for any taxable year, you generally will recognize taxable gain
or loss upon a sale, exchange or other disposition of our common stock or Preferred Stock in an
amount equal to the difference between the amount realized by you from such sale, exchange or
other disposition and your tax basis in such stock. Such gain or loss will be treated as long-term
capital gain or loss if your holding period is greater than one year at the time of the sale, exchange
or other disposition. Such capital gain or loss will generally be treated as U.S. source income or loss,
as applicable, for U.S. foreign tax credit purposes. Your ability to deduct capital losses against
ordinary income is subject to limitations.
Unearned Income Medicare Contribution Tax
Each U.S. holder who is an individual, estate or trust will generally be subject to a 3.8%
Medicare tax on the lesser of (i) such U.S. holder’s “net investment income” for the relevant taxable
year and (ii) the excess of such U.S. holder’s modified adjusted gross income for the taxable year
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over a certain threshold (which in the case of individuals will be between $125,000 and $250,000,
depending on the individual’s circumstances). For this purpose, net investment income generally
includes dividends on and capital gains from the sale, exchange or other disposition of our common
stock or Preferred Stock, subject to certain exceptions. You are encouraged to consult your own tax
advisor regarding the applicability of the Medicare tax to your income and gains from your
ownership of our common stock or Preferred Stock.
PFIC Status
Special U.S. Federal income tax rules apply to you if you hold stock in a non-U.S. corporation
that is classified as a PFIC for U.S. Federal income tax purposes. In general, we will be treated as a
PFIC in any taxable year in which, after applying certain look-through rules, either:
(a) at least 75% of our gross income for such taxable year consists of “passive income”
(e.g., dividends, interest, capital gains and rents derived other than in the active conduct of
a rental business); or
(b) at least 50% of the average value of our assets during such taxable year consists of “passive
assets” (i.e., assets that produce, or are held for the production of, passive income).
For purposes of determining whether we are a PFIC, we will be treated as earning and owning
our proportionate share of the income and assets, respectively, of any of our subsidiary corporations
in which we own at least 25% of the value of the subsidiary’s stock. Income we earned, or are
deemed to earn, in connection with the performance of services will not constitute passive income.
By contrast, rental income will generally constitute passive income (unless we are treated under
certain special rules as deriving our rental income in the active conduct of a trade or business).
There are legal uncertainties involved in determining whether the income derived from time
chartering activities constitutes rental income or income derived from the performance of services. In
Tidewater Inc. v. United States, 565 F.2d 299 (5th Cir. 2009), the Fifth Circuit held that income
derived from certain time chartering activities should be treated as rental income rather than
services income for purposes of a foreign sales corporation provision of the Code. In a recent
published guidance, however, the IRS states that it disagrees with the holding in Tidewater, and
specifies that time charters should be treated as service contracts. Since we have chartered all our
vessels to unrelated charterers on the basis of time charters and since we expect to continue to do
so, we believe that we are not now and have never been a PFIC. Our counsel, Cravath, Swaine &
Moore LLP, has provided us with an opinion that we should not be a PFIC based on certain
representations we made to them, including the representation that Costamare Shipping, which
manages the Company’s vessels, is not related to any charterer of the vessels, and of certain
assumptions made by them, including the assumption that time charters of the Company will be
arranged in a manner substantially similar to the terms of its existing time charters. However, we
have not sought, and we do not expect to seek, an IRS ruling on this matter. As a result, the IRS
or a court could disagree with our position. No assurance can be given that this result will not occur.
In addition, although we intend to conduct our affairs in a manner to avoid, to the extent possible,
being classified as a PFIC with respect to any taxable year, we cannot assure you that the nature of
our operations will not change in the future, or that we can avoid PFIC status in the future.
As discussed below, if we were to be treated as a PFIC for any taxable year, you generally
would be subject to one of three different U.S. Federal income tax regimes, depending on whether
or not you make certain elections. Additionally, starting in 2013, for each year during which you
own our common stock, we are a PFIC and the total value of all PFIC stock that you directly or
indirectly own exceeds certain thresholds, you will be required to file IRS Form 8621 with your
U.S. Federal income tax return to report your ownership of our common stock.
The PFIC rules are complex, and you are encouraged to consult your own tax advisor regarding
the PFIC rules, including the annual PFIC reporting requirement.
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Taxation of U.S. Holders That Make a Timely QEF Election
If we were a PFIC and if you make a timely election to treat us as a “Qualifying Electing
Fund” for U.S. tax purposes (a “QEF Election”), you would be required to report each year your
pro rata share of our ordinary earnings and our net capital gain for our taxable year that ends with
or within your taxable year, regardless of whether we make any distributions to you. Such income
inclusions would not be eligible for the preferential tax rates applicable to qualified dividend income.
Your adjusted tax basis in our common stock or Preferred Stock would be increased to reflect such
taxed but undistributed earnings and profits. Distributions of earnings and profits that had previously
been taxed would result in a corresponding reduction in your adjusted tax basis in our common
stock or Preferred Stock and would not be taxed again once distributed. You would generally
recognize capital gain or loss on the sale, exchange or other disposition of our common stock or
Preferred Stock. Even if you make a QEF Election for one of our taxable years, if we were a PFIC
for a prior taxable year during which you held our common stock or Preferred Stock and for which
you did not make a timely QEF Election, you would also be subject to the more adverse rules
described below under “Taxation of U.S. Holders That Make No Election”. Additionally, to the
extent any of our subsidiaries is a PFIC, your election to treat us as a “Qualifying Electing Fund”
would not be effective with respect to your deemed ownership of the stock of such subsidiary and a
separate QEF Election with respect to such subsidiary is required.
You would make a QEF Election by completing and filing IRS Form 8621 with your U.S.
Federal income tax return for the year for which the election is made in accordance with the
relevant instructions. If we were to become aware that we were to be treated as a PFIC for any
taxable year, we would notify all U.S. holders of such treatment and would provide all necessary
information to any U.S. holder who requests such information in order to make the QEF Election
described above with respect to us and the relevant subsidiaries.
Taxation of U.S. Holders That Make a Timely “Mark-to-Market” Election
Alternatively, if we were to be treated as a PFIC for any taxable year and, as we believe, our
common stock or Preferred Stock is treated as “marketable stock”, you would be allowed to make a
“mark-to-market” election with respect to our common stock or Preferred Stock, provided you
complete and file IRS Form 8621 with your U.S. Federal income tax return for the year for which
the election is made in accordance with the relevant instructions. If that election is made, you
generally would include as ordinary income in each taxable year the excess, if any, of the fair
market value of our common stock or Preferred Stock at the end of the taxable year over your
adjusted tax basis in our common stock or Preferred Stock. You also would be permitted an
ordinary loss in respect of the excess, if any, of your adjusted tax basis in our common stock or
Preferred Stock over its fair market value at the end of the taxable year (but only to the extent of
the net amount previously included in income as a result of the mark-to-market election). Your tax
basis in our common stock or Preferred Stock would be adjusted to reflect any such income or loss
amount. Gain realized on the sale, exchange or other disposition of our common stock or Preferred
Stock would be treated as ordinary income, and any loss realized on the sale, exchange or other
disposition of the common stock or Preferred Stock would be treated as ordinary loss to the extent
that such loss does not exceed the net mark-to-market gains previously included by you. However,
to the extent any of our subsidiaries is a PFIC, your “mark-to-market” election with respect to our
common stock or Preferred Stock would not apply to your deemed ownership of the stock of such
subsidiary.
Taxation of U.S. Holders That Make No Election
Finally, if we were treated as a PFIC for any taxable year and if you did not make either a
QEF Election or a “mark-to-market” election for that year, you would be subject to special rules
with respect to (a) any excess distribution (that is, the portion of any distributions received by you
on our common stock or Preferred Stock in a taxable year in excess of 125% of the average annual
distributions received by you in the three preceding taxable years, or, if shorter, your holding period
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for our common stock or Preferred Stock) and (b) any gain realized on the sale, exchange or other
disposition of our common stock or Preferred Stock. Under these special rules:
(i) the excess distribution or gain would be allocated ratably over your aggregate holding
period for our common stock or Preferred Stock;
(ii) the amount allocated to the current taxable year would be taxed as ordinary income; and
(iii) the amount allocated to each of the other taxable years would be subject to tax at the
highest rate of tax in effect for the applicable class of taxpayer for that year, and an
interest charge for the deemed deferral benefit would be imposed with respect to the
resulting tax attributable to each such other taxable year.
If you died while owning our common stock or Preferred Stock, your successor generally would
not receive a step-up in tax basis with respect to such stock for U.S. tax purposes.
United States Federal Income Taxation of Non-U.S. Holders
You are a “non-U.S. holder” if you are a beneficial owner of our common stock (other than a
partnership for U.S. tax purposes) and you are not a U.S. holder.
Distributions on Our Common Stock and Preferred Stock
You generally will not be subject to U.S. Federal income or withholding taxes on a distribution
received from us with respect to our common stock or Preferred Stock, unless the income arising
from such distribution is effectively connected with your conduct of a trade or business in the
United States. If you are entitled to the benefits of an applicable income tax treaty with respect to
that income, such income generally is taxable in the United States only if it is attributable to a
permanent establishment maintained by you in the United States.
Sale, Exchange or Other Disposition of Our Common Stock and Preferred Stock
You generally will not be subject to U.S. Federal income tax or withholding tax on any gain
realized upon the sale, exchange or other disposition of our common stock or Preferred Stock,
unless:
(a) the gain is effectively connected with your conduct of a trade or business in the
United States. If you are entitled to the benefits of an applicable income tax treaty with
respect to that gain, that gain generally is taxable in the United States only if it is
attributable to a permanent establishment maintained by you in the United States; or
(b) you are an individual who is present in the United States for 183 days or more during the
taxable year of disposition and certain other conditions are met.
Gain that is effectively connected with the conduct of a trade or business in the United States
(or so treated) generally will be subject to U.S. Federal income tax, net of certain deductions, at
regular U.S. Federal income tax rates. If you are a corporate non-U.S. holder, your earnings and
profits that are attributable to the effectively connected income (subject to certain adjustments) may
be subject to an additional U.S. branch profits tax at a rate of 30% (or such lower rate as may be
specified by an applicable tax treaty).
United States Backup Withholding and Information Reporting
In general, if you are a non-corporate U.S. holder, dividend payments (or other taxable
distributions) made within the United States will be subject to information reporting requirements
and backup withholding tax if you:
(1) fail to provide us with an accurate taxpayer identification number;
(2) are notified by the IRS that you have failed to report all interest or dividends required to
be shown on your Federal income tax returns; or
(3) in certain circumstances, fail to comply with applicable certification requirements.
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If you are a non-U.S. holder, you may be required to establish your exemption from
information reporting and backup withholding by certifying your status on IRS Form W-8BEN,
W-8BEN-E, W-8ECI or W-8IMY, as applicable.
If you sell our common stock or Preferred Stock to or through a U.S. office or broker, the
payment of the sales proceeds is subject to both U.S. backup withholding and information reporting
unless you certify that you are a non-U.S. person, under penalties of perjury, or you otherwise
establish an exemption. If you sell our common stock or Preferred Stock through a non-U.S. office
of a non-U.S. broker and the sales proceeds are paid to you outside the United States, then
information reporting and backup withholding generally will not apply to that payment.
However, U.S. information reporting requirements (but not backup withholding) will apply to a
payment of sales proceeds, even if that payment is made outside the United States, if you sell our
common stock or Preferred Stock through a non-U.S. office of a broker that is a U.S. person or has
certain other connections with the United States. Backup withholding tax is not an additional tax.
Rather, you generally may obtain a refund of any amounts withheld under backup withholding rules
that exceed your income tax liability by accurately completing and timely filing a refund claim with
the IRS.
U.S. individuals who hold certain specified foreign assets with values in excess of certain dollar
thresholds are required to report such assets on IRS Form 8938 with their U.S. Federal income tax
return, subject to certain exceptions (including an exception for foreign assets held in accounts
maintained by U.S. financial institutions). Stock in a foreign corporation, including our common
stock or Preferred Stock, is a specified foreign asset for this purpose. Penalties apply for failure to
properly complete and file Form 8938. You are encouraged to consult with your tax advisor
regarding the filing of this form.
F. Dividends and Paying Agents
Not applicable.
G. Statement by Experts
Not applicable.
H. Documents on Display
We are subject to the informational requirements of the Securities Exchange Act of 1934, as
amended (the “Exchange Act”). In accordance with these requirements, we file reports and other
information as a foreign private issuer with the SEC. You may inspect and copy our public filings
without charge at the public reference facilities maintained by the SEC at 100 F Street, N.E.,
Washington, D.C. 20549. Please call the SEC at 1-800-SEC-0330 for further information about the
public reference room. You may obtain copies of all or any part of such materials from the SEC
upon payment of prescribed fees. You may also inspect reports and other information regarding
registrants, such as us, that file electronically with the SEC without charge at a website maintained
by the SEC at http://www.sec.gov.
I. Subsidiary Information
As of December 31, 2017, we have guaranteed $208.0 million of indebtedness outstanding at
Joint Venture entities.
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ITEM 11. QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
A. Quantitative Information About Market Risk
Interest Rate Risk
The shipping industry is a capital intensive industry, requiring significant amounts of investment.
Much of this investment is provided in the form of long-term debt. Our debt usually contains
interest rates that fluctuate with the financial markets. Increasing interest rates could adversely
impact future earnings.
Our interest expense is affected by changes in the general level of interest rates, particularly
LIBOR. As an indication of the extent of our sensitivity to interest rate changes, an increase of
100 basis points would have decreased our net income and cash flows during the year ended
December 31, 2017 by approximately $2.6 million based upon our debt level during 2017.
The following table sets forth the sensitivity of our long-term debt, including the effect on our
consolidated statement of income of our derivative contracts to a 100 basis points increase in
LIBOR during the next five years on the same basis.
Net Difference in Earnings and Cash Flows (in millions of U.S. dollars):
Year
2018. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2019. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2020. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2021. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2022. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amount
3.4
3.5
2.2
0.8
0.0
Interest Rate Swaps
According to our long-term strategic plan to maintain stability in our interest rate exposure, we
have decided to minimize our exposure to floating interest rates by entering into interest rate swap
agreements. To this effect, we have entered into interest rate swap transactions with varying start
and maturity dates, in order to proactively and efficiently manage our floating rate exposure. We
have not held or issued derivative financial instruments for trading or other speculative purposes.
ASC 815, “Derivatives and Hedging”, established accounting and reporting standards for
derivative instruments, including certain derivative instruments embedded in other contracts and for
hedging activities. All derivatives are recognized in the consolidated financial statements at their fair
value. On the inception date of the derivative contract, and an ongoing basis, and after putting in
place the formal documentation required by ASC 815 in order to designate these derivatives as
hedging instruments, we designate the derivative as a hedge of a forecasted transaction or the
variability of cash flow to be paid. Changes in the fair value of a derivative that is qualified,
designated and highly effective as a cash flow hedge is recorded in other comprehensive income
until earnings are affected by the forecasted transaction or the variability of cash flow and are then
reported in earnings. Changes in the fair value of undesignated derivative instruments and the
ineffective portion of designated derivative instruments are reported in earnings in the period in
which those fair value changes have occurred.
(a) Interest rate swaps that meet the criteria for hedge accounting: These interest rate swaps are
designed to hedge the variability of interest cash flows arising from floating rate debt, attributable to
movements in three-month or six-month LIBOR. According to our Risk Management Accounting
Policy, after putting in place the formal documentation required by ASC 815 in order to designate
these swaps as hedging instruments as from their inception, these interest rate swaps qualified for
hedge accounting. Accordingly, only hedge ineffectiveness amounts arising from the differences in
the change in fair value of the hedging instrument and the hedged item are recognized in earnings.
Assessment and measurement of the effectiveness of these interest rate swaps are performed at each
reporting period. For qualifying cash flow hedges, the fair value gain or loss associated with the
effective portion of the cash flow hedge is recognized initially in “Other comprehensive income”
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within stockholders’ equity and recognized in the consolidated statement of income in the periods
when the hedged item affects profit or loss. Any ineffective portion of the gain or loss on the
hedging instrument is recognized in the consolidated statement of income immediately.
At December 31, 2016 and 2017, we had interest rate swap agreements with an outstanding
notional amount of $783.4 million and $656.1 million, respectively. The fair value of these interest
rate swaps outstanding at December 31, 2016 and 2017, amounted to a net liability of $10.5 million
and a net asset of $2.0 million, respectively, and these are included in the related consolidated
balance sheets. The maturity of these interest rate swaps range between June 2018 and May 2023.
(b) Interest rate swaps that do not meet the criteria for hedge accounting: As of December 31,
2016 and 2017, we had interest rate swap agreements with an outstanding notional amount of $199.8
million and $89.8 million, respectively, for the purpose of managing risks associated with the
variability of changing LIBOR-related interest rates. Such agreements did not meet hedge
accounting criteria and, therefore, changes in their fair value are reflected in earnings. The fair value
of these interest rate swaps at December 31, 2016 and 2017, was a liability of $4.9 million and a
liability of $1.0 million, respectively, and these are included in the related consolidated balance
sheets. The maturity of these interest rate swaps range between August 2018 and August 2020.
Foreign Currency Exchange Risk
We generate all of our revenue in U.S. dollars, but a substantial portion of our vessel operating
expenses, primarily crew wages, are in currencies other than U.S. dollars (mainly in Euro), and any
gain or loss we incur as a result of the U.S. dollar fluctuating in value against those currencies is
included in vessel operating expenses. As of December 31, 2017, approximately 41% of our
outstanding accounts payable were denominated in currencies other than the U.S. dollar (mainly in
Euro). We hold cash and cash equivalents mainly in U.S. dollars.
As of December 31, 2017, the Company was engaged in two Euro/U.S. dollar contracts totaling
$4.0 million at an average forward rate of Euro/U.S. dollar 1.1682 expiring in monthly intervals up
to February, 2018.
As of December 31, 2016, the Company was engaged in three Euro/U.S. dollar contracts
totaling $9.0 million at an average forward rate of Euro/U.S. dollar 1.0653 expiring in monthly
intervals up to March 2017.
As of December 31, 2015, the Company was engaged in 16 Euro/U.S. dollar contracts totaling
$20.0 million at an average forward rate of Euro/U.S. dollar 1.0725 expiring in monthly intervals up
to August 2016.
We recognize these financial instruments on our balance sheet at their fair value. These foreign
currency forward contracts do not qualify as hedging instruments, and thus we recognize changes in
their fair value in our earnings.
Inflation
We do not consider inflation to be a significant risk to our business in the current environment
and foreseeable future.
ITEM 12. DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIES
Not applicable.
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PART II
ITEM 13. DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES
Please see “Item 5—Operating and Financial Review and Prospects—B. Liquidity and Capital
Resources”.
ITEM 14. MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND
USE OF PROCEEDS
A. Material Modifications to the Rights of Security Holders
We adopted a stockholder rights plan on October 19, 2010, that authorizes the issuance to our
existing stockholders of preferred share rights and additional shares of common stock if any third
party seeks to acquire control of a substantial block of our common stock. See “Item 10. Additional
Information—B. Memorandum and Articles of Association—Stockholder Rights Plan” included in
this annual report for a description of the stockholder rights plan.
ITEM 15. CONTROLS AND PROCEDURES
A. Disclosure Controls and Procedures
Our management, with the participation of our chief executive officer and chief financial officer,
has evaluated the effectiveness of the design and operation of our disclosure controls and
procedures, as defined in Rules 13a-15(e) and 15d-15(e) under the Exchange Act as of December
31, 2017. Based on our evaluation, the chief executive officer and the chief financial officer have
concluded that our disclosure controls and procedures were effective as of December 31, 2017.
B. Management’s Annual Report on Internal Control Over Financial Reporting
Our management is responsible for establishing and maintaining adequate internal control over
financial reporting, as defined in Rules 13a-15(f) and 15d-15(f) under the Exchange Act and for the
assessment of the effectiveness of internal control over financial reporting. Our internal control over
financial reporting is a process designed to provide reasonable assurance regarding the reliability of
financial reporting and the preparation of financial statements for external purposes in accordance
with U.S. GAAP.
A company’s internal control over financial reporting includes those policies and procedures that
(i) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the
transactions and dispositions of the assets of the company; (ii) provide reasonable assurance that
transactions are recorded as necessary to permit the preparation of financial statements in
accordance with U.S. GAAP, and that receipts and expenditures of the company are being made
only in accordance with authorizations of management and directors of the company; and
(iii) provide reasonable assurance regarding prevention or timely detection of unauthorized
acquisition, use, or disposition of the company’s assets that could have a material effect on the
financial statements.
Because of its inherent limitations, internal control over financial reporting may not prevent or
detect misstatements. Also, projections of any evaluation of effectiveness to future periods are
subject to the risk that controls may become inadequate because of changes in conditions, or that
the degree of compliance with the policies or procedures may deteriorate.
In making its assessment of our internal control over financial reporting as of December 31,
2017, management, including the chief executive officer and chief financial officer, used the criteria
set forth in Internal Control—Integrated Framework issued by the Committee of Sponsoring
Organizations of the Treadway Commission (2013 framework) (“COSO”).
Management concluded that, as of December 31, 2017, our internal control over financial
reporting was effective. Ernst & Young (Hellas) Certified Auditors Accountants S.A., our
independent registered public accounting firm, has audited the financial statements included herein
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and our internal control over financial reporting and has issued an attestation report on the
effectiveness of our internal control over financial reporting as of December 31, 2017, which is
incorporated by reference into Item 15.C. below.
C. Attestation Report of the Registered Public Accounting Firm
The attestation report on the Company’s internal control over financial reporting issued by the
registered public accounting firm that audited the consolidated financial statements, Ernst & Young
(Hellas) Certified Auditors Accountants S.A., appears under Item 18 and such report is incorporated
herein by reference.
D. Changes in Internal Control Over Financial Reporting
During the period covered by this annual report, we have made no changes to our internal
control over financial reporting that have materially affected or are reasonably likely to materially
affect our internal control over financial reporting.
ITEM 16.A. AUDIT COMMITTEE FINANCIAL EXPERT
Our Audit Committee consists of two independent directors, Vagn Lehd Møller and Charlotte
Stratos, who is the chairman of the committee. Our board of directors has determined that Charlotte
Stratos, whose biographical details are included in “Item 6. Directors, Senior Management and
Employees—A. Directors and Senior Management”, qualifies as an audit committee financial expert
as defined under current SEC regulations.
ITEM 16.B. CODE OF ETHICS
We have adopted a Code of Business Conduct and Ethics for all officers and employees of our
Company, a copy of which is posted on our website, and may be viewed at
http://costamare.irwebpage.com/ethics.html.
We will also provide a paper copy of this document free of charge upon written request by our
stockholders. Stockholders may direct their requests to the attention of Anastassios Gabrielides,
Secretary, Costamare Inc., 7 rue du Gabian, MC 98000 Monaco. No waivers of the Code of Business
Conduct and Ethics have been granted to any person during the fiscal year ended December 31,
2017.
ITEM 16.C. PRINCIPAL ACCOUNTANT FEES AND SERVICES
Ernst & Young (Hellas) Certified Auditors Accountants S.A., an independent registered public
accounting firm, has audited our annual financial statements acting as our independent auditor for
the fiscal years ended December 31, 2016 and 2017.
The chart below sets forth the total amount billed and accrued for Ernst & Young services
performed in 2017 and 2016 and breaks down these amounts by the category of service.
Audit fees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tax fees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total fees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2017
€520,000
€17,727
€537,727
2016
€543,000
€14,806
€557,806
Audit Fees
Audit fees represent compensation for professional services rendered for the audit of the
consolidated financial statements of the Company, for the audit of internal control over financial
reporting as of December 31, 2017 and 2016 and for the review of the quarterly financial
information, as well as in connection with the review of the registration statements and related
consents and comfort letters and any other audit services required for SEC or other regulatory
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filings. Audit fees in connection with our filings with the SEC in 2016 amounted to €39,000 and are
included in the 2016 total fees in the aforementioned table. Audit fees in connection with our filings
with the SEC in 2017 amounted to €20.000 and are included in the 2017 total fees in the
aforementioned table.
Tax fees
The full amount of tax fees in 2016 and 2017 relates to tax compliance assurance services in
respect of the U.S. tax earnings and profits computation for the years ended December 31, 2016 and
December 31, 2017.
Audit-related fees
No audit-related fees were billed in 2016 and 2017.
Pre-approval Policies and Procedures
The audit committee charter sets forth our policy regarding retention of the independent
auditors, giving the audit committee responsibility for the appointment, compensation, retention and
oversight of the work of the independent auditors. The audit committee charter provides that the
committee is responsible for reviewing and approving in advance the retention of the independent
auditors for the performance of all audit and lawfully permitted non-audit services. The chairman of
the audit committee or, in the absence of the chairman, any member of the audit committee
designated by the chairman, has authority to approve in advance any lawfully permitted non-audit
services and fees. The audit committee is authorized to establish other policies and procedures for
the pre-approval of such services and fees. Where non-audit services and fees are approved under
delegated authority, the action must be reported to the full audit committee at its next regularly
scheduled meeting.
ITEM 16.D. EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEES
None.
ITEM 16.E. PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED
PURCHASERS
Set forth below are the common shares purchased or received in 2017 by our chief executive
officer and chairman, Konstantinos Konstantakopoulos, and entities controlled by Konstantinos
Konstantakopoulos.
Period
February 2017(2) . . . . . . . .
March 2017(1) . . . . . . . . . . .
May 2017(2) . . . . . . . . . . . . .
June 2017(1) . . . . . . . . . . . . .
August 2017(2) . . . . . . . . . .
September 2017(1) . . . . . . .
November 2017(2) . . . . . . .
December 2017(1) . . . . . . .
Total. . . . . . . . . . . . . . . . . . . .
Total Number of
Shares Purchased
Average Price Paid per
Share ($)
Total Number of
Shares Purchased as
Part of Publicly
Announced Plans or
Programs
Maximum Number of
Shares that May Yet
be Purchased Under
the Plans or
Programs
361,744
59,840
267,751
59,840
311,229
59,840
344,684
59,840
1,524,768
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
(1) These shares were issued to Costamare Services by the Company pursuant to the Services Agreement in exchange for
services provided to the Company’s vessel—owning subsidiaries.
(2) These shares were issued by the Company pursuant to the Dividend Reinvestment Plan.
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ITEM 16.F. CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANT
Not Applicable.
ITEM 16.G. CORPORATE GOVERNANCE
Statement of Significant Differences Between our Corporate Governance Practices and the New
York Stock Exchange Corporate Governance Standards for U.S. Non-Controlled Issuers
Overview
Pursuant to certain exceptions for foreign private issuers and controlled companies, we are not
required to comply with certain of the corporate governance practices followed by U.S. and non-
controlled companies under the NYSE listing standards. However, pursuant to Section 303A.11 of
the NYSE Listed Company Manual and the requirements of Form 20-F, we are required to state
any significant differences between our corporate governance practices and the practices required by
the NYSE. We believe that our established practices in the area of corporate governance are in line
with the spirit of the NYSE standards and provide adequate protection to our stockholders. The
significant differences between our corporate governance practices and the NYSE standards
applicable to listed U.S. companies are set forth below.
Independent Directors
Pursuant to NYSE Rule 303A.01, the NYSE requires that listed companies have a majority of
independent directors. As permitted under Marshall Islands law and our bylaws, our board of
directors consists of a majority of non-independent directors.
Corporate Governance, Nominating and Compensation Committee
NYSE Rules 303A.04 and 303A.05 require that a listed U.S. company have a
nominating/corporate governance committee and a compensation committee, each composed entirely
of independent directors. As permitted under Marshall Islands law, we have a combined corporate
governance, nominating and compensation committee, which at present is composed wholly of two
independent directors and one non-independent director.
NYSE Rules 303A.02 and 303A.05, contains independence requirements for compensation
committee directors and compensation committee advisers for U.S. listed companies, as required by
the Dodd-Frank Wall Street Reform and Consumer Protection Act of 2010. Marshall Islands law
does not have similar requirements, therefore we may not adhere to these new requirements.
Audit Committee
Pursuant to NYSE Rule 303A.07, the NYSE requires that the audit committee of a listed U.S.
company have a minimum of three members. As permitted under Marshall Islands law, our audit
committee consists of two members.
ITEM 16.H. MINE SAFETY DISCLOSURE
Not Applicable.
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PART III
ITEM 17. FINANCIAL STATEMENTS
Not Applicable.
ITEM 18. FINANCIAL STATEMENTS
Reference is made to pages F-1 through F-43 included herein by reference.
ITEM 19. EXHIBITS
Exhibit No.
Description
1.1
1.2
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
4.12
4.13
4.14
4.15
8.1
12.1
Second Amended and Restated Articles of Incorporation(1)
First Amended and Restated Bylaws(1)
Form of Ship Management Agreement between Costamare Shipping Company S.A. and
Shanghai Costamare Ship Management Co., Ltd.(2)
Form of Restrictive Covenant Agreement between Costamare Inc. and Konstantinos
Konstantakopoulos(2)
Form of Stockholders Rights Agreement between Costamare Inc. and American Stock
Transfer & Trust Company, LLC(2)
Form of Trademark License Agreement between Costamare Inc. and Costamare
Shipping Company S.A.(2)
Facility Agreement dated July 22, 2008 (the “Facility Agreement”) relating to a loan
facility of $1,000,000,000 comprising (i) a term loan facility of up to $700,000,000 and
(ii) a revolving credit facility of up to $300,000,000 among the lenders and financial
institutions set out on Schedule I thereto, Commerzbank AG as successor to Deutsche
Schiffsbank Aktiengesellschaft, as joint arranger, agent, swap bank and security agent,
Bayerische Hypo-Und Vereinsbank Aktiengesellschaft, as joint Arranger, Swap Bank
and Account Bank, HSH Nordbank AG, as Swap Bank, and the Company, as
Borrower(2)
Form of Restrictive Covenant Agreement between Costamare Inc. and Konstantinos
Zacharatos(2)
Form of Ship Management Agreement between Costamare Shipping Company S.A. and
V.Ships Greece Ltd.(1)
Framework Deed dated May 15, 2013, as amended and restated on May 18, 2015,
between Sparrow Holdings, L.P., York Capital Management Global Advisors LLC,
Costamare Inc. and Costamare Ventures Inc.(3)
Framework Agreement dated November 2, 2015, by and between Costamare Inc. and
Costamare Shipping Company S.A.(3)
Services Agreement dated November 2, 2015, by and between the subsidiaries of
Costamare Inc. set out in Schedule A thereto and Costamare Shipping Services Ltd.(3)
Agreement Relating to Framework Agreement and Ship-management Agreements
between Costamare Shipping Company S.A. and Costamare Inc., dated November 2,
2015(3)
Amended and Restated Registration Rights Agreement dated as of November 27, 2015,
between Costamare Inc. and the Stockholders named therein(3)
Addendum dated February 29, 2016 to the Trademark License Agreement dated
November 3, 2010, between Costamare Inc. and Costamare Shipping Company S.A.(3)
Ninth Supplemental Agreement, dated September 28, 2016, in relation to the Facility
Agreement dated 22nd July, 2008 for an amount of (initially) $1,000,000,000(4)
Agreement Regarding Charter Brokerage dated January 1, 2018, by and between
Costamare Shipping Company S.A. and Blue Net Chartering GmbH & Co. KG
List of Subsidiaries of Costamare Inc.
Rule 13a-14(a)/15d-14(a) Certification of Costamare Inc.’s Chief Executive Officer
129
Exhibit No.
Description
64491
13.2
12.2
13.1
Rule 13a-14(a)/15d-14(a) Certification of Costamare Inc.’s Chief Financial Officer
Costamare Inc. Certification of Konstantinos Konstantakopoulos, Chief Executive
Officer, pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the
U.S. Sarbanes-Oxley Act of 2002
Costamare Inc. Certification of Gregory Zikos, Chief Financial Officer, pursuant to
18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the U.S. Sarbanes-Oxley
Act of 2002
15.1
Consent of Independent Registered Public Accounting Firm
XBRL Instance Document
101.INS
101.SCH XBRL Taxonomy Extension Schema
101.CAL XBRL Taxonomy Extension Calculation Linkbase
101.DEF XBRL Taxonomy Extension Definition Linkbase
101.LAB XBRL Taxonomy Extension Label Linkbase
101.PRE XBRL Taxonomy Extension Presentation Linkbase
(1) Previously filed as an exhibit to Costamare Inc.’s Annual Report on Form 20-F for the fiscal year ended December 31,
2012, filed with the SEC on March 1, 2013 and hereby incorporated by reference to such Annual Report.
(2) Previously filed as an exhibit to Costamare Inc.’s Registration Statement on Form F-1 (File No. 333-170033), declared
effective by the SEC on November 3, 2010 and hereby incorporated by reference to such Registration Statement.
(3) Previously filed as an exhibit to Costamare Inc.’s Annual Report on Form 20-F for the fiscal year ended December 31,
2015, filed with the SEC on April 27, 2016 and hereby incorporated by reference to such Annual Report.
(4) Previously filed as an exhibit to Costamare Inc.’s Report on Form 6-K for the month of November 2016, filed with the
SEC on November 8, 2016 and hereby incorporated by reference to such Report.
The registrant hereby agrees to furnish to the SEC upon request a copy of any instrument
relating to long-term debt that does not exceed 10% of the total assets of the Company and its
subsidiaries.
130
09979
The registrant hereby certifies that it meets all of the requirements for filing on Form 20-F and that
it has duly caused and authorized the undersigned to sign this annual report on its behalf.
SIGNATURE
COSTAMARE INC.,
By /s/ Konstantinos Konstantakopoulos
Name: Konstantinos Konstantakopoulos
Title: Chief Executive Officer
Dated: February 27, 2018
131
58615
[THIS PAGE INTENTIONALLY LEFT BLANK]
03011
COSTAMARE INC.
INDEX TO CONSOLIDATED FINANCIAL STATEMENTS
Report of Independent Registered Public Accounting Firm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-2
Report of Independent Registered Public Accounting Firm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-3
Consolidated Balance Sheets as of December 31, 2016 and 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-4
Consolidated Statements of Income for the years ended December 31, 2015, 2016 and 2017 . . . . F-5
Consolidated Statements of Comprehensive Income for the years ended December 31, 2015,
2016 and 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-6
Consolidated Statements of Stockholders’ Equity for the years ended December 31, 2015, 2016
and 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-7
Consolidated Statements of Cash Flows for the years ended December 31, 2015, 2016 and 2017
F-8
Notes to Consolidated Financial Statements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9
F-1
40479
To the Stockholders and Board of Directors of COSTAMARE INC.
Report of Independent Registered Public Accounting Firm
Opinion on the Financial Statements
We have audited the accompanying consolidated balance sheets of COSTAMARE INC. (the
Company) as of December 31, 2017 and 2016, and the related consolidated statements of income,
comprehensive income, stockholders’ equity and cash flows for each of the three years in the period
ended December 31, 2017 and the related notes (collectively referred to as the “financial
statements”). In our opinion, the financial statements present fairly, in all material respects, the
consolidated financial position of COSTAMARE INC. at December 31, 2017 and 2016, and the
consolidated results of its operations and its cash flows for each of the three years in the period
ended December 31, 2017, in conformity with U.S. generally accepted accounting principles.
We also have audited, in accordance with the standards of the Public Company Accounting
Oversight Board (United States) (PCAOB), the Company’s internal control over financial reporting
as of December 31, 2017, based on criteria established in Internal Control-Integrated Framework
issued by the Committee of Sponsoring Organizations of the Treadway Commission (2013
framework) and our report dated February 27, 2018, expressed an unqualified opinion thereon.
Basis for Opinion
These financial statements are the responsibility of the Company’s management. Our responsibility is
to express an opinion on the Company’s financial statements based on our audits. We are a public
accounting firm registered with the PCAOB and are required to be independent with respect to the
Company in accordance with the U.S. federal securities laws and the applicable rules and regulations
of the Securities and Exchange Commission and the PCAOB.
We conducted our audits in accordance with the standards of the PCAOB. Those standards require
that we plan and perform the audit to obtain reasonable assurance about whether the financial
statements are free of material misstatement, whether due to error or fraud. Our audits included
performing procedures to assess the risks of material misstatement of the financial statements,
whether due to error or fraud, and performing procedures that respond to those risks. Such
procedures include examining, on a test basis, evidence regarding the amounts and disclosures in the
financial statements. Our audits also included evaluating the accounting principles used and
significant estimates made by management, as well as evaluating the overall presentation of the
financial statements. We believe that our audits provide a reasonable basis for our opinion.
Ernst & Young (Hellas) Certified Auditors Accountants S.A.
We have served as the Company’s auditor since 2009.
Athens, Greece
February 27, 2018
F-2
08821
Report of Independent Registered Public Accounting Firm
To the Stockholders and Board of Directors of COSTAMARE INC.
Opinion on Internal Control over Financial Reporting
We have audited COSTAMARE INC.’s internal control over financial reporting as of December 31,
2017, based on criteria established in Internal Control—Integrated Framework issued by the Committee
of Sponsoring Organizations of the Treadway Commission (2013 framework) (the COSO criteria). In our
opinion, COSTAMARE INC. (the “Company”) maintained, in all material respects, effective internal
control over financial reporting as of December 31, 2017, based on the COSO criteria.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight
Board (United States) (PCAOB), the consolidated balance sheets of COSTAMARE INC. as of
December 31, 2017 and 2016, and the related consolidated statements of income, comprehensive income,
stockholders’ equity and cash flows for each of the three years in the period ended December 31, 2017,
and the related notes and our report dated February 27, 2018, expressed an unqualified opinion thereon.
Basis for Opinion
The Company’s management is responsible for maintaining effective internal control over financial
reporting and for its assessment of the effectiveness of internal control over financial reporting
included in the accompanying Management’s Annual Report on Internal Control over Financial
Reporting. Our responsibility is to express an opinion on the Company’s internal control over
financial reporting based on our audit. We are a public accounting firm registered with the PCAOB
and are required to be independent with respect to the Company in accordance with the U.S.
federal securities laws and the applicable rules and regulations of the Securities and Exchange
Commission and the PCAOB.
We conducted our audit in accordance with the standards of the PCAOB. Those standards require
that we plan and perform the audit to obtain reasonable assurance about whether effective internal
control over financial reporting was maintained in all material respects.
Our audit included obtaining an understanding of internal control over financial reporting, assessing
the risk that a material weakness exists, testing and evaluating the design and operating effectiveness
of internal control based on the assessed risk, and performing such other procedures as we
considered necessary in the circumstances. We believe that our audit provides a reasonable basis for
our opinion.
Definition and Limitations on Internal Control Over Financial Reporting
A company’s internal control over financial reporting is a process designed to provide reasonable
assurance regarding the reliability of financial reporting and the preparation of financial statements for
external purposes in accordance with generally accepted accounting principles. A company’s internal
control over financial reporting includes those policies and procedures that (1) pertain to the
maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and
dispositions of the assets of the company; (2) provide reasonable assurance that transactions are
recorded as necessary to permit preparation of financial statements in accordance with generally
accepted accounting principles, and that receipts and expenditures of the company are being made
only in accordance with authorizations of management and directors of the company; and (3) provide
reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or
disposition of the company’s assets that could have a material effect on the financial statements.
Because of its inherent limitations, internal control over financial reporting may not prevent or
detect misstatements. Also, projections of any evaluation of effectiveness to future periods are
subject to the risk that controls may become inadequate because of changes in conditions, or that
the degree of compliance with the policies or procedures may deteriorate.
Ernst & Young (Hellas) Certified Auditors Accountants S.A.
Athens, Greece
February 27, 2018
F-3
48507
COSTAMARE INC.
CONSOLIDATED BALANCE SHEETS
As of December 31, 2016 and 2017
December 31, 2016 December 31, 2017
(Expressed in thousands of U.S. dollars)
A S S E T S
CURRENT ASSETS:
Cash and cash equivalents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restricted cash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accounts receivable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inventories (Notes 2 and 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Due from related parties (Notes 3 and 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fair value of derivatives (Notes 18 and 19) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Insurance claims receivable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prepaid lease rentals (Note 11). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued charter revenue (Note 12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prepayments and other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessel held for sale (Note 6). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total current assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIXED ASSETS, NET:
Capital leased assets (Note 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessels, net (Note 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total fixed assets, net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NON-CURRENT ASSETS:
Equity method investments (Notes 2 and 9). . . . . . . . . . . . . . . . . . . . . . . . . . .
Prepaid lease rentals, non-current (Note 11) . . . . . . . . . . . . . . . . . . . . . . . . . .
Accounts receivable, non-current (Note 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deferred charges, net (Note 7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restricted cash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fair value of derivatives, non-current (Notes 18 and 19) . . . . . . . . . . . . . .
Accrued charter revenue, non-current (Note 12) . . . . . . . . . . . . . . . . . . . . . .
Other non-current assets (Note 4). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total assets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L I A B I L I T I E S A N D S T O C K H O L D E R S ’ E Q U I T Y
CURRENT LIABILITIES:
Current portion of long-term debt, net of deferred financing costs
(Note 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accounts payable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Due to related parties (Note 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Capital lease obligations, net (Note 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unearned revenue (Note 12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fair value of derivatives (Notes 18 and 19) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other current liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total current liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NON-CURRENT LIABILITIES:
Long-term debt, net of current portion and deferred financing costs
(Note 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Capital lease obligations, net of current portion (Note 11) . . . . . . . . . . . .
Unearned revenue, net of current portion (Note 12) . . . . . . . . . . . . . . . . . .
Total non-current liabilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMMITMENTS AND CONTINGENCIES (Note 13) . . . . . . . . . . . . . .
STOCKHOLDERS’ EQUITY:
Preferred stock (Note 14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common stock (Note 14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional paid-in capital (Note 14). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retained earnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accumulated other comprehensive loss (Notes 18 and 20) . . . . . . . . . . . .
Total stockholders’ equity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total liabilities and stockholders’ equity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$ 164,898
6,882
971
11,415
3,447
—
2,886
8,752
408
3,914
6,256
209,829
384,872
1,688,285
2,073,157
153,126
51,670
1,575
20,367
38,783
762
185
8,970
$2,558,424
$ 198,277
3,848
191
29,059
11,109
19,668
16,161
1,673
279,986
856,330
331,196
16,488
1,204,014
—
—
9
1,057,423
31,416
(14,424)
1,074,424
$2,558,424
$ 178,986
7,238
1,324
9,662
5,273
112
2,091
8,752
185
5,697
7,315
226,635
415,665
1,579,509
1,995,174
161,897
42,918
1,800
15,429
32,661
4,358
—
9,426
$2,490,298
$ 206,318
6,314
203
32,874
10,755
15,310
3,307
1,627
276,708
644,662
339,332
11,057
995,051
—
—
11
1,175,774
43,723
(969)
1,218,539
$2,490,298
The accompanying notes are an integral part of these consolidated financial statements.
F-4
20856
COSTAMARE INC.
CONSOLIDATED STATEMENTS OF INCOME
For the years ended December 31, 2015, 2016 and 2017
2015
For the years ended December 31,
2017
2016
(Expressed in thousands of U.S. dollars, except
share and per share data)
REVENUES:
Voyage revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $
EXPENSES:
Voyage expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voyage expenses-related parties (Note 3) . . . . . . . . . . . . . . . . . . . . . .
Vessels’ operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General and administrative expenses . . . . . . . . . . . . . . . . . . . . . . . . . . .
General and administrative expenses—related parties (Note 3).
Management fees-related parties (Note 3). . . . . . . . . . . . . . . . . . . . . .
Amortization of dry-docking and special survey costs (Note 7).
Depreciation (Notes 6, 11 and 20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of prepaid lease rentals, net (Notes 11 and 12) . .
Gain / (Loss) on sale / disposal of vessels, net (Note 6). . . . . . . .
Loss on vessel held for sale (Note 6). . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessels impairment loss (Notes 6 and 7) . . . . . . . . . . . . . . . . . . . . . . .
Foreign exchange gains / (losses), net . . . . . . . . . . . . . . . . . . . . . . . . . .
Operating income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OTHER INCOME / (EXPENSES):
Interest income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interest and finance costs (Note 16). . . . . . . . . . . . . . . . . . . . . . . . . . . .
Swaps breakage cost (Note 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equity gain / (loss) on investments (Note 9) . . . . . . . . . . . . . . . . . . .
Other, net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gain / (Loss) on derivative instruments, net (Note 18) . . . . . . . . .
Total other expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net Income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $
490,378 $
468,189 $
412,433
(2,831)
(3,673)
(117,193)
(6,275)
(11,123)
(18,877)
(7,425)
(101,645)
(4,982)
1,688
—
—
(129)
(1,887)
(3,512)
(105,783)
(7,269)
(7,451)
(18,629)
(7,920)
(100,943)
(6,779)
(4,440)
(37,161)
—
(360)
217,913
166,055
1,373
(79,631)
—
(529)
427
4,211
(74,149)
1,630
(72,808)
(9,701)
(78)
595
(3,991)
(84,353)
(2,649)
(3,093)
(103,799)
(3,151)
(6,366)
(18,693)
(7,627)
(96,448)
(8,429)
(4,856)
(2,379)
(17,959)
31
137,015
2,643
(69,840)
—
3,381
593
(916)
(64,139)
143,764 $
81,702 $
72,876
Earnings allocated to Preferred Stock (Note 15) . . . . . . . . . . . . . . .
Net income available to Common Stockholders . . . . . . . . . . . . . . . .
(17,903)
(21,063)
125,861
60,639
(21,063)
51,813
Earnings per common share, basic and diluted (Note 15) . . . . . . $
1.68 $
0.79 $
0.52
Weighted average number of shares, basic and diluted . . . . . . . . .
75,027,474
77,243,252
100,527,907
The accompanying notes are an integral part of these consolidated financial statements.
F-5
95969
COSTAMARE INC.
CONSOLIDATED STATEMENTS OF COMPREHENSIVE INCOME
For the years ended December 31, 2015, 2016 and 2017
Net income for the year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other comprehensive income:
Unrealized gain on cash flow hedges, net (Notes 18 and 20) . . . . . . .
Amounts reclassified from Net settlements on interest rate swaps
qualifying for hedge accounting to Depreciation (Note 20) . . . . . .
Amounts reclassified from Net settlements on interest rate swaps
qualifying for hedge accounting to Prepaid lease rentals
(Note 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other comprehensive income for the year. . . . . . . . . . . . . . . . . . . . . . . . . .
Total comprehensive income for the year . . . . . . . . . . . . . . . . . . . . . . . . . .
For the years ended December 31,
2015
2017
2016
(Expressed in thousands of U.S. dollars)
$72,876
$ 81,702
$143,764
11,382
29,065
13,392
103
84
63
—
$ 11,485
1,076
$ 30,225
$155,249
$111,927
—
$13,455
$86,331
The accompanying notes are an integral part of these consolidated financial statements.
F-6
72105
COSTAMARE INC.
CONSOLIDATED STATEMENTS OF STOCKHOLDERS’ EQUITY
For the years ended December 31, 2015, 2016 and 2017
Preferred
Stock
(Series D)
# of
Par
value
shares
Preferred
Stock
(Series C)
# of
Par
value
shares
(Expressed in thousands of U.S. dollars, except share and per share data)
Preferred
Stock
(Series B)
# of
Par
value
shares
Accumulated
Other
Comprehensive
Loss
Additional
Paid-in
Capital
Common
Stock
# of
shares
Par
value
Retained
Earnings Total
BALANCE, January 1, 2015 . . .
— $— 4,000,000 $— 2,000,000 $— 74,800,000 $ 8
$ 858,665
$(56,134)
$
103 $ 802,642
- Net income. . . . . . . . . . . . . . . . . . . .
- Preferred stock Series D
— —
— —
— —
— —
—
issuance . . . . . . . . . . . . . . . . . . . . . . 4,000,000 —
— —
— —
— —
96,850
- Preferred stock Series D
expenses . . . . . . . . . . . . . . . . . . . . . .
- Issuance of common stock
(Notes 3 and 14) . . . . . . . . . . . . .
- Dividends - Common stock . . .
- Dividends - Preferred stock . . .
- Other comprehensive income .
— —
— —
— —
— —
(234)
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
598,400 —
— —
— —
— —
8,623
—
—
—
—
—
—
—
—
—
11,485
143,764
143,764
—
—
—
(86,280)
(13,340)
—
96,850
(234)
8,623
(86,280)
(13,340)
11,485
BALANCE, December 31,
2015 . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000,000 $— 4,000,000 $— 2,000,000 $— 75,398,400 $ 8
$ 963,904
$(44,649)
$ 44,247 $ 963,510
- Net income. . . . . . . . . . . . . . . . . . . .
- Issuance of common stock
(Notes 3 and 14) . . . . . . . . . . . . .
- Issuance of common stock -
expenses (Notes 3 and 14). . . .
- Dividends - Common stock . . .
- Dividends - Preferred stock . . .
- Other comprehensive income .
— —
— —
— —
— —
—
— —
— —
— — 15,026,481
1
93,847
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
(328)
—
—
—
—
—
—
—
—
30,225
81,702
81,702
—
93,848
—
(73,470)
(21,063)
—
(328)
(73,470)
(21,063)
30,225
BALANCE, December 31,
2016 . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000,000 $— 4,000,000 $— 2,000,000 $— 90,424,881 $ 9
$1,057,423
$(14,424)
$ 31,416 $1,074,424
- Net income. . . . . . . . . . . . . . . . . . . .
- Issuance of common stock
(Notes 3 and 14) . . . . . . . . . . . . .
- Issuance of common stock -
expenses (Notes 3 and 14). . . .
- Dividends - Common stock . . .
- Dividends - Preferred stock . . .
- Other comprehensive income .
— —
— —
— —
— —
—
— —
— —
— — 17,781,104
2
118,663
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
— —
(312)
—
—
—
—
—
—
—
—
13,455
72,876
72,876
— 118,665
—
(39,506)
(21,063)
—
(312)
(39,506)
(21,063)
13,455
BALANCE, December 31,
2017 . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000,000 $— 4,000,000 $— 2,000,000 $— 108,205,985 $11
$1,175,774
$
(969)
$ 43,723 $1,218,539
The accompanying notes are an integral part of these consolidated financial statements.
F-7
09508
COSTAMARE INC.
CONSOLIDATED STATEMENTS OF CASH FLOWS
For the years ended December 31, 2015, 2016 and 2017
Cash Flows From Operating Activities:
Net income: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustments to reconcile net income to net cash provided by
operating activities:
Depreciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other non-current assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of debt discount. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of prepaid lease rentals, net. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization and write-off of financing costs . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization of deferred dry-docking and special survey costs . . . . . . . .
Equity based payments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gain on derivative instruments, net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss / (Gain) on sale / disposal of vessels, net . . . . . . . . . . . . . . . . . . . . . . . .
Loss on vessel held for sale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessels impairment loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equity (gain) / loss on investments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changes in operating assets and liabilities:
Accounts receivable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Due from related parties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inventories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Insurance claims receivable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prepayments and other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accounts payable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Due to related parties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unearned revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other current liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dry-dockings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accrued charter revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net Cash provided by Operating Activities . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cash Flows From Investing Activities:
Equity method investments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dividend from equity method investees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Debt securities capital redemption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessel acquisitions / Additions to vessel cost. . . . . . . . . . . . . . . . . . . . . . . . . .
Proceeds from the sale of vessels, net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net Cash used in Investing Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cash Flows From Financing Activities:
Offering proceeds, net of related expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Proceeds from long-term debt and capital leases . . . . . . . . . . . . . . . . . . . . . .
Repayment of long-term debt and capital leases . . . . . . . . . . . . . . . . . . . . . .
Payment of financing costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dividends paid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decrease / (Increase) in restricted cash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net Cash used in Financing Activities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net increase / (decrease) in cash and cash equivalents . . . . . . . . . . . . . . . .
Cash and cash equivalents at beginning of the year . . . . . . . . . . . . . . . . . . .
Cash and cash equivalents at end of the year . . . . . . . . . . . . . . . . . . . . . . . . .
Supplemental Cash Information:
Cash paid during the period for interest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
For the years ended December 31,
2015
2017
2016
(Expressed in thousands of U.S. dollars)
$ 143,764
$ 81,702
$ 72,876
101,645
—
(798)
4,982
1,896
7,425
8,623
(16,856)
(1,688)
—
—
529
1,254
(1,565)
987
(2,147)
1,447
(2,249)
371
4,087
373
(574)
(9,461)
2,618
244,663
(44,881)
—
—
(2,758)
4,655
(42,984)
100,943
4,000
(659)
6,779
2,613
7,920
4,951
(4,509)
4,440
37,161
—
78
(10)
2,565
(837)
1,020
(368)
(199)
(180)
(6,669)
(545)
(39)
(5,868)
(7,730)
226,559
(35,273)
—
46
(2,792)
3,629
(34,390)
96,448
—
(715)
8,429
2,236
7,627
3,866
(1,296)
4,856
2,379
17,959
(3,381)
(578)
(1,826)
1,753
795
(1,783)
2,466
12
(1,969)
(2,335)
(46)
(5,582)
(11,204)
190,987
(9,890)
4,500
—
(64,231)
26,951
(42,670)
96,616
—
(210,359)
—
(102,287)
1,367
(214,663)
(12,984)
113,089
$ 100,105
69,037
222,848
(357,401)
(3,907)
(75,003)
17,050
(127,376)
64,793
100,105
$ 164,898
91,675
61,625
(253,804)
(1,733)
(37,758)
5,766
(134,229)
14,088
164,898
$ 178,986
$ 45,213
$ 51,186
$ 56,070
The accompanying notes are an integral part of these consolidated financial statements.
F-8
14962
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
1. Basis of Presentation and General Information:
The accompanying consolidated financial statements include the accounts of Costamare Inc.
(“Costamare”) and its wholly-owned subsidiaries (collectively, the “Company”). Costamare is
organized under the laws of the Republic of the Marshall Islands.
On November 4, 2010, Costamare completed its initial public offering (“Initial Public Offering”)
in the United States under the United States Securities Act of 1933, as amended (the “Securities
Act”). On March 27, 2012, October 19, 2012, December 5, 2016 and May 31, 2017, the Company
completed four follow-on public offerings in the United States under the Securities Act and issued
7,500,000 common shares, 7,000,000 common shares, 12,000,000 common shares and 13,500,000
common shares, respectively, par value $0.0001, at a public offering price of $14.10 per share, $14.00
per share, $6.00 per share and $7.10 per share, respectively. During 2015, the Company issued
448,800 shares to Costamare Shipping Company S.A. and 149,600 to Costamare Shipping Services
Ltd. (Note 3). During 2016, the Company issued 598,400 shares, in aggregate, to Costamare Shipping
Services Ltd. (Note 3). Additionally, during the year ended December 31, 2017, the Company issued
598,400 shares to Costamare Shipping Services Ltd. On July 6, 2016, the Company implemented a
dividend reinvestment plan (the “Plan”) (Note 14). Under the Plan, the Company has issued to its
common stockholders 6,110,785 shares, in aggregate. As at December 31, 2017, the aggregate issued
share capital was 108,205,985 common shares. At December 31, 2017, members of the
Konstantakopoulos Family owned, directly or indirectly, approximately 54.7% of the outstanding
common shares, in the aggregate. Furthermore, (i) on August 7, 2013, the Company completed a
public offering of 2,000,000 shares of its 7.625% Series B Cumulative Redeemable Perpetual
Preferred Stock (the “Series B Preferred Stock”), par value $0.0001, at a public offering price of
$25.00 per share, (ii) on January 21, 2014, the Company completed a public offering of 4,000,000
shares of its 8.50% Series C Cumulative Redeemable Perpetual Preferred Stock (the “Series C
Preferred Stock”), par value $0.0001, at a public offering price of $25.00 per share and (iii) on
May 13, 2015, the Company completed a public offering of 4,000,000 shares of its 8.75% Series D
Cumulative Redeemable Perpetual Preferred Stock (the “Series D Preferred Stock”), par value
$0.0001, at a public offering price of $25.00 per share.
As of December 31, 2016 and 2017, the Company owned and/or operated a fleet of 53 container
vessels, respectively, with a total carrying capacity of approximately 314,423 and 316,307 twenty-foot
equivalent units (“TEU”), respectively, through wholly-owned subsidiaries incorporated in the
Republic of Liberia. The Company provides worldwide marine transportation services by chartering
its container vessels to some of the world’s leading liner operators under long-, medium- and short-
term time charters.
At December 31, 2017, Costamare had 68 wholly-owned subsidiaries, all incorporated in the
Republic of Liberia, except five incorporated in the Republic of the Marshall Islands.
Certain prior period amounts in the consolidated Statements of Cash Flows have been
reclassified to conform to the current year presentation. More specifically, “Capital lease proceeds”
and “Capital lease repayments” have been reclassified to the line items of “Proceeds from long-term
debt and capital leases” and “Repayment of long-term debt and capital leases”, respectively.
2. Significant Accounting Policies and Recent Accounting Pronouncements:
(a) Principles of Consolidation: The accompanying consolidated financial statements have been
prepared in accordance with U.S. generally accepted accounting principles (“U.S. GAAP”). The
consolidated financial statements include the accounts of Costamare and its wholly-owned
subsidiaries. All intercompany balances and transactions have been eliminated upon consolidation.
F-9
43060
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Costamare as the holding company determines whether it has a controlling financial interest in
an entity by first evaluating whether the entity is a voting interest entity or a variable interest entity.
Under Accounting Standards Codification (“ASC”) 810 “Consolidation”, a voting interest entity is
an entity in which the total equity investment at risk is sufficient to enable the entity to finance
itself independently and provides the equity holders with the obligation to absorb losses, the right to
receive residual returns and the right to make financial and operating decisions. Costamare
consolidates voting interest entities in which it owns all, or at least a majority (generally, greater
than 50%), of the voting interest. Variable interest entities (“VIE”) are entities as defined under
ASC 810-10, that in general either do not have equity investors with voting rights or that have
equity investors that do not provide sufficient financial resources for the entity to support its
activities. A controlling financial interest in a VIE is present when a company absorbs a majority of
an entity’s expected losses, receives a majority of an entity’s expected residual returns, or both. The
company with a controlling financial interest, known as the primary beneficiary, is required to
consolidate the VIE. The Company evaluates all arrangements that may include a variable interest
in an entity to determine if it may be the primary beneficiary, and would be required to include
assets, liabilities and operations of a VIE in its consolidated financial statements. As of
December 31, 2016 and 2017 no such interest existed.
(b) Use of Estimates: The preparation of consolidated financial statements in conformity with
U.S. 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.
(c) Comprehensive Income / (Loss): In the statement of comprehensive income, the Company
presents the change in equity (net assets) during a period from transactions and other events and
circumstances from non-owner sources. It includes all changes in equity during a period except those
resulting from investments by shareholders and distributions to shareholders. The Company follows
the provisions of ASC 220 “Comprehensive Income”, and presents items of net income, items of
other comprehensive income (“OCI”) and total comprehensive income in two separate but
consecutive statements. Reclassification adjustments between OCI and net income are required to be
presented separately on the statement of comprehensive income.
(d) Foreign Currency Translation: The functional currency of the Company is the U.S. dollar
because the Company’s vessels operate in international shipping markets and, therefore, primarily
transact business in U.S. dollars. The Company’s books of accounts are maintained in U.S. dollars.
Transactions involving other currencies during the year are converted into U.S. dollars using the
exchange rates in effect at the time of the transactions. At the balance sheet dates, monetary assets
and liabilities, which are denominated in other currencies, are translated into U.S. dollars at the
year-end exchange rates. Resulting gains or losses are reflected separately in the accompanying
consolidated statements of income.
(e) Cash and Cash Equivalents: The Company considers highly liquid investments such as time
deposits and certificates of deposit with an original maturity of three months or less to be cash
equivalents. Cash also includes other kinds of accounts that have the general characteristics of
demand deposits in that the customer may deposit additional funds at any time and also effectively
may withdraw funds at any time without prior notice or penalty.
(f) Restricted Cash: Restricted cash consists of minimum cash deposits to be maintained at all
times under certain of the Company’s loan agreements. Restricted cash also includes bank deposits
and deposits in so-called “retention accounts” that are required under the Company’s borrowing
arrangements which are used to fund the loan installments coming due. The funds can only be used
for the purposes of loan repayment.
F-10
90382
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
(g) Accounts Receivable, net: The amount shown as receivables, at each balance sheet date,
mainly includes receivables from charterers for hire, net of any provision for doubtful accounts. At
each balance sheet date, all potentially uncollectible accounts are assessed individually for purposes
of determining the appropriate provision for doubtful accounts. The provision established for
doubtful accounts as of December 31, 2016 and 2017, is $0.
(h) Inventories: Inventories consist of bunkers, lubricants and spare parts which are stated at the
lower of cost or market on a consistent basis. Cost is determined by the first in, first out method.
(i) Insurance Claims Receivable: The Company records insurance claim recoveries for insured
losses incurred on damage to fixed assets and for insured crew medical expenses. Insurance claim
recoveries are recorded, net of any deductible amounts, at the time the Company’s fixed assets
suffer insured damages or when crew medical expenses are incurred, recovery is probable under the
related insurance policies and the claim is not subject to litigation.
(j) Vessels, Net: Vessels are stated at cost, which consists of the contract price and any material
expenses incurred upon acquisition (initial repairs, improvements and delivery expenses, interest and
on-site supervision costs incurred during the construction periods). Subsequent expenditures for
conversions and major improvements are also capitalized when they appreciably extend the life,
increase the earning capacity or improve the efficiency or safety of the vessels; otherwise these
amounts are charged to expense as incurred.
The cost of each of the Company’s vessels is depreciated from the date of acquisition on a
straight-line basis over the vessel’s remaining estimated economic useful life, after considering the
estimated residual value which is equal to the product of vessels’ lightweight tonnage and estimated
scrap rate, which up until December 31, 2014, was estimated to be approximately $0.250 per
lightweight ton. In order to align the scrap rate estimates with the current historical average scrap
rate, effective from January 1, 2015, the Company adjusted the estimated scrap rate used to
calculate the vessels’ salvage value from $0.250 to $0.300 per lightweight ton. The impact of the
increase in the estimated scrap rate is a decrease in depreciation expense prospectively. The effect of
this change in accounting estimate, which did not require retrospective adoption as per ASC 250
“Accounting Changes and Error Corrections", was to decrease depreciation expense by $5,388 and
increase net income by $5,388 or $0.07 per common share, basic and diluted, for the year ended
December 31, 2015.
Management estimates the useful life of the Company’s vessels to be 30 years from the date of
initial delivery from the shipyard. Secondhand vessels are depreciated from the date of their
acquisition through their remaining estimated useful life.
If the estimated economic lives assigned to the Company’s vessels prove to be too long because
of unforeseen events such as an extended period of weak markets, the broad imposition of age
restrictions by the Company’s customers’, new regulations, or other future events, the remaining
estimated useful life of any affected vessel is adjusted accordingly.
(k) Accrued Charter Revenue/Unearned Revenue: The Company records identified assets or
liabilities associated with the acquisition of a vessel at fair value, determined by reference to market
data. The Company values any asset or liability arising from the market value of the time charters
assumed when a vessel is acquired from entities that are not under common control. This policy
does not apply when a vessel is acquired from entities that are under common control. The amount
to be recorded as an asset or liability at the date of vessel delivery is based on the difference
between the current fair market value of the charter and the net present value of future contractual
cash flows. When the present value of the contractual cash flows of the time charter assumed is
greater than its current fair value, the difference is recorded as accrued charter revenue. When the
opposite situation occurs, any difference, capped to the vessel’s fair value on a charter free basis, is
F-11
84561
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
recorded as unearned revenue. Such assets and liabilities, respectively, are amortized as a reduction
of, or an increase in, revenue over the period of the time charter assumed.
(l) Impairment of Long-lived Assets: The Company reviews vessels for impairment whenever
events or changes in circumstances indicate that the carrying amount of a vessel may not be
recoverable, such as during severe disruptions in global economic and market conditions. When such
indicators are present, a vessel to be held and used is tested for recoverability by comparing the
estimate of future undiscounted net operating cash flows expected to be generated by the use of the
vessel over its remaining useful life and its eventual disposition to its carrying amount.
In developing estimates of future undiscounted cash flows, the Company makes assumptions and
estimates about the vessels’ future performance, with the significant assumptions being related to
time charter rates, vessels’ operating expenses, vessels’ capital expenditures, vessels’ residual value,
fleet utilization and the estimated remaining useful life of each vessel. The assumptions used to
develop estimates of future undiscounted cash flows are based on historical trends as well as future
expectations.
The Company determines undiscounted projected net operating cash flows for each vessel and
compares it to the vessel’s carrying value. To the extent impairment indicators are present, the
undiscounted projected net operating cash flows are determined as the sum of (i) the charter
revenues from existing time charters for the fixed fleet days and (ii) an estimated daily time charter
rate for the unfixed days (based on the most recent ten year historical average rates) over the
remaining estimated life of the vessel, over (i) expected outflows for vessels’ operating expenses
assuming an expected increase in expenses of 2.76%, based on management’s estimates taking into
consideration the Company’s historical data, (ii) planned dry-docking and special survey
expenditures, (iii) management fees expenditures and fleet utilization of 99.2% (excluding the
scheduled off-hire days for planned dry-dockings and special surveys which are determined
separately ranging from 14 to 22 days depending on the size and age of each vessel), which is based
on historical experience. The Company considers the most recent ten year historical average rates to
be a reasonable estimation of expected future charter rates over the remaining useful life of the
Company’s vessels since such historical average represents a full shipping cycle that captures the
highs and lows of the market. The Company utilizes the standard deviation in order to eliminate the
outliers in the period before computing the historic ten year average rates. The salvage value used
in the impairment test is estimated at approximately $0.300 per light weight ton in accordance with
the vessels’ depreciation policy. Should the carrying value of the vessel exceed its estimated future
undiscounted net operating cash flows, impairment is measured based on the excess of the carrying
amount over the fair market value of the asset. The Company determines the fair value of its
vessels based on management estimates and assumptions and by making use of available market
data and taking into consideration third party valuations. Therefore the Company has categorized
the fair value of the vessels as Level 2 in the fair value hierarchy.
The review of the carrying amounts in connection with the estimated recoverable amount of the
Company’s vessels as of December 31, 2017, resulted in an impairment loss of $17,959, in relation to
seven of the Company’s vessels. As at December 31, 2015 and 2016 the Company’s assessment
concluded that no impairment loss should be recorded.
(m) Long-lived Assets Classified as Held for Sale: The Company classifies long lived assets and
disposal groups as being held for sale in accordance with ASC 360, “Property, Plant and
Equipment", when: (i) management, having the authority to approve the action, commits to a plan
to sell the asset; (ii) the asset is available for immediate sale in its present condition subject only to
terms that are usual and customary for sales of such assets; (iii) an active program to locate a buyer
and other actions required to complete the plan to sell the asset have been initiated; (iv) the sale of
the asset is probable, and transfer of the asset is expected to qualify for recognition as a completed
sale, within one year; (v) the asset is being actively marketed for sale at a price that is reasonable in
F-12
80910
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
relation to its current fair value and (vi) actions required to complete the plan indicate that it is
unlikely that significant changes to the plan will be made or that the plan will be withdrawn. Long
lived assets classified as held for sale are measured at the lower of their carrying amount or fair
value less cost to sell. According to ASC 360-10-35, the fair value less cost to sell of the long-lived
asset (disposal group) should be assessed each reporting period it remains classified as held for sale.
Subsequent changes in the long-lived asset’s fair value less cost to sell (increase or decrease) would
be reported as an adjustment to its carrying amount, except that the adjusted carrying amount
should not exceed the carrying amount of the long-lived asset at the time it was initially classified as
held for sale. These long lived assets are not depreciated once they meet the criteria to be classified
as held for sale and are classified in current assets on the consolidated balance sheet.
(n) Accounting for Special Survey and Dry-docking Costs: The Company follows the deferral
method of accounting for special survey and dry-docking costs whereby actual costs incurred are
deferred and are amortized on a straight-line basis over the period through the date the next survey
is scheduled to become due. Costs deferred are limited to actual costs incurred at the yard and parts
used in the dry-docking or special survey. If a survey is performed prior to the scheduled date, the
remaining unamortized balances are immediately written off. Unamortized balances of vessels that
are sold are written-off and included in the calculation of the resulting gain or loss in the period of
the vessel’s sale. Furthermore, unamortized dry-docking and special survey balances of vessels that
are classified as Assets held for sale and are not recoverable as of the date of such classification are
immediately written-off to the consolidated statement of income.
(o) Financing Costs: Costs associated with new loans or refinancing of existing loans, including
fees paid to lenders or required to be paid to third parties on the lender’s behalf for obtaining new
loans or refinancing existing loans, are recorded as deferred charges. Deferred financing costs are
presented as a deduction from the corresponding liability. Such fees are deferred and amortized to
interest and finance costs during the life of the related debt using the effective interest method.
Unamortized fees relating to loans repaid or refinanced, meeting the criteria of debt extinguishment,
are expensed in the period the repayment or refinancing is made.
(p) Concentration of Credit Risk: Financial instruments, which potentially subject the Company
to significant concentrations of credit risk, consist principally of cash and cash equivalents, accounts
receivable (included in current and non-current assets), equity method investments, equity securities,
debt securities and derivative contracts (interest rate swaps and foreign currency contracts). The
Company places its cash and cash equivalents, consisting mostly of deposits, with high credit rated
financial institutions. The Company performs periodic evaluations of the relative credit standing of
those financial institutions. The Company is exposed to credit risk in the event of non-performance
by counterparties to derivative instruments; however, the Company limits its exposure by diversifying
among counterparties with high credit ratings. The Company limits its credit risk with accounts
receivable, equity method investments and equity and debt securities by performing ongoing credit
evaluations of its customers’ and investees’ financial condition and generally does not require
collateral for its accounts receivable.
(q) Voyage Revenues: Voyage revenues are generated from time charter agreements and are
usually paid 15 days in advance. Time charter agreements with the same charterer are accounted for
as separate agreements according to the terms and conditions of each agreement. Time charter
revenues over the term of the charter are recorded as service is provided, when they become fixed
and determinable.
Revenues from time charter agreements providing for varying annual rates are accounted for as
operating leases and thus recognized on a straight-line basis as the average revenue over the rental
periods of such agreements, as service is performed. A voyage is deemed to commence upon the
completion of discharge of the vessel’s previous cargo and the sea passage for the next fixed cargo
and is deemed to end upon the completion of discharge of the current cargo, provided an agreed
F-13
47616
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
non-cancelable charter agreement between the Company and the charterer is in existence, the
charter rate is fixed or determinable and collectability is reasonably assured. Unearned revenue
includes cash received prior to the balance sheet date for which all criteria to recognize as revenue
have not been met, including any unearned revenue resulting from charter agreements providing for
varying annual rates, which are accounted for on a straight-line basis. Unearned revenue also
includes the unamortized balance of the liability associated with the acquisition of second-hand
vessels with time charters attached which were acquired at values below fair value at the date the
acquisition agreement is consummated.
Revenues for 2015, 2016 and 2017, derived from significant charterers individually accounting
for 10% or more of revenues (in percentages of total revenues) were as follows:
A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2015
2016
2017
31% 30% 28%
26% 28% 29%
13% 14% 16%
18% 19% 21%
88% 91% 94%
(r) Voyage Expenses: Voyage expenses primarily consist of port, canal and bunker expenses that
are unique to a particular charter and are paid for by the charterer under time charter arrangements
or by the Company under voyage charter arrangements and commissions and fees, which are always
paid for by the Company, regardless of the charter type. All voyage and vessel operating expenses
are expensed as incurred, except for commissions. Commissions are deferred over the related voyage
charter period to the extent revenue has been deferred since commissions are earned as the
Company’s revenues are earned.
(s) Repairs and Maintenance: All repair and maintenance expenses, including underwater
inspection expenses, are expensed in the year incurred. Such costs are included in vessel operating
expenses in the accompanying consolidated statements of income.
(t) Derivative Financial Instruments: The Company enters into interest rate swap contracts to
manage its exposure to fluctuations of interest rate risks associated with specific borrowings. Interest
rate differentials paid or received under these swap agreements are recognized as part of the interest
expense related to the hedged debt. All derivatives are recognized in the consolidated financial
statements at their fair value. On the inception date of the derivative contract, the Company
designates the derivative as a hedge of a forecasted transaction or the variability of cash flow to be
paid (“cash flow” hedge). Changes in the fair value of a derivative that is qualified, designated and
highly effective as a cash flow hedge are recorded in the consolidated statement of comprehensive
income until earnings are affected by the forecasted transaction or the variability of cash flow and
are then reported in earnings. Changes in the fair value of undesignated derivative instruments and
the ineffective portion of designated derivative instruments are reported in earnings in the period in
which those fair value changes have occurred. Realized gains or losses on early termination of the
derivative instruments are also classified in earnings in the period of termination of the respective
derivative instrument. The Company may re-designate an undesignated hedge after its inception as a
hedge but then will consider its non-zero value at re-designation in its assessment of effectiveness of
the cash flow hedge.
The Company formally documents all relationships between hedging instruments and hedged
items, as well as the risk-management objective and strategy for undertaking various hedge
transactions.
This process includes linking all derivatives that are designated as cash flow hedges to specific
forecasted transactions or variability of cash flow.
F-14
80244
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
The Company also formally assesses, both at the hedge’s inception and on an ongoing basis,
whether the derivatives that are used in hedging transactions are highly effective in offsetting
changes in cash flow of hedged items. The Company considers a hedge to be highly effective if the
change in fair value of the derivative hedging instrument is within 80% to 125% of the opposite
change in the fair value of the hedged item attributable to the hedged risk. When it is determined
that a derivative is not highly effective as a hedge or that it has ceased to be a highly effective
hedge, the Company discontinues hedge accounting prospectively, in accordance with ASC 815
“Derivatives and Hedging”.
On January 1, 2016 the Company changed the presentation of interest accrued and realized on
non-hedging derivative instruments and reclassified such from the Interest and Finance costs line
item to Gain / (Loss) on derivative instruments, net on the consolidated statements of income.
Comparative figures have been recast to reflect this change in presentation.
The Company also enters into forward exchange rate contracts to manage its exposure to
currency exchange risk on certain foreign currency liabilities. The Company has not designated these
forward exchange rate contracts for hedge accounting.
(u) Earnings per Share: Basic earnings per share are computed by dividing net income
attributable to common equity holders by the weighted average number of shares of common stock
outstanding during the year. Diluted earnings per share reflect the potential dilution that could occur
if securities or other contracts to issue common stock were exercised. The Company had no dilutive
securities outstanding during the three-year period ended December 31, 2017. Earnings per share
attributable to common equity holders are adjusted by the contractual amount of dividends related
to the preferred stock holders that accrue for the period.
(v) Fair Value Measurements: The Company adopted, as of January 1, 2008, ASC 820 “Fair
Value Measurements and Disclosures”, which defines and provides guidance as to the measurement
of fair value. This standard creates a hierarchy of measurement and indicates that, when possible,
fair value is the price that would be received to sell an asset or paid to transfer a liability in an
orderly transaction between market participants. The fair value hierarchy gives the highest priority
(Level 1) to quoted prices in active markets and the lowest priority (Level 3) to unobservable data
for example, the reporting entity’s own data. Under the standard, fair value measurements are
separately disclosed by level within the fair value hierarchy. The standard applies when assets or
liabilities in the financial statements are to be measured at fair value, but does not require
additional use of fair value beyond the requirements in other accounting principles (Notes 18
and 19).
ASC 825 “Financial Instruments” permits companies to report certain financial assets and
financial liabilities at fair value. ASC 825 was effective for the Company as of January 1, 2008, at
which time the Company could elect to apply the standard prospectively and measure certain
financial instruments at fair value. The Company has evaluated the guidance contained in ASC 825,
and has elected not to report any existing financial assets or liabilities at fair value that are not
already so reported; therefore, the adoption of the statement had no impact on its financial position
and results of operations. The Company retains the ability to elect the fair value option for certain
future assets and liabilities acquired under this standard.
(w) Segment Reporting: The Company reports financial information and evaluates its operations
by charter revenues and not by the length of ship employment for its customers, i.e., spot or time
charters. The Company does not use discrete financial information to evaluate the operating results
for each such type of charter. Although revenue can be identified for these types of charters,
management cannot and does not identify expenses, profitability or other financial information for
these charters. Furthermore, when the Company charters a vessel to a charterer, the charterer is free
to trade the vessel worldwide (subject to certain agreed exclusions) and, as a result, the disclosure of
F-15
98279
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
geographic information is impracticable. As a result, management, including the chief operating
decision maker, reviews operating results solely by revenue per day and operating results of the fleet
and thus the Company has determined that it operates under one reportable segment.
(x) Equity Method Investments: Investments in the common stock of entities, in which the
Company has significant influence over operating and financial policies, are accounted for using the
equity method. Under this method, the investment in such entities is initially recorded at cost and is
adjusted to recognize the Company’s share of the earnings or losses of the investee after the
acquisition date and is adjusted for impairment whenever facts and circumstances indicate that a
decline in fair value below the cost basis is other than temporary. The amount of the adjustment is
included in the determination of net income / (loss). Dividends received from an investee reduce the
carrying amount of the investment. When the Company’s share of losses in an investee equals or
exceeds its interest in the investee, the Company does not recognize further losses unless the
Company has incurred obligations or made payments on behalf of the investee.
(y) Capital Leases: The Financial Accounting Standards Board (“FASB”) ASC 840 classifies
leases as capital or operating. Capital leases are accounted for as the acquisition of an asset and the
incurrence of an obligation by the lessee and as a sale or financing by the lessor. All other leases
are accounted for as operating leases. The determination of whether an arrangement is (or contains)
a capital lease is based on the substance of the arrangement at the inception date and is assessed in
accordance with the criteria set in ASC 840-10-25-1.
Capital leases are capitalized at the commencement of the lease at the lower between the fair
value of the leased asset and the present value of the minimum lease payments. Lease payments are
apportioned between finance charges and reduction of the lease liability. Finance charges are
recognized in finance costs in the consolidated statement of income. The lease payments are
allocated between liability and finance costs to achieve a constant rate on the capital balance
outstanding. If the lease agreement transfers the ownership of the leased asset to the lessee, then the
asset is depreciated over its useful economic life (estimated at 30 years), otherwise it is depreciated
over the lease term.
For sale and lease back transactions, when the fair value of the asset sold is more than its
carrying amount, any indicated loss or gain on the sale is in substance a prepayment of rent or
unearned rent, respectively, and thus, in accordance with ASC 840-40-35-4, the Company defers this
prepaid or unearned rental and amortizes it over the lease term. In case the fair value of the asset
sold is less than its carrying amount, any indicated loss on the sale is recognized in the consolidated
statement of income as incurred.
Operating lease payments are recognized as an operating expense in the consolidated statement
of income on a straight-line basis over the lease term.
(z) Investments in Equity and Debt Securities: The Company classifies debt securities and
equity securities pursuant to the provisions of ASC 320-10-25-1 “Investments—Debt and Equity
Securities”, into one of the following three categories:
a. Trading securities: If the Company acquires a security with the intent of selling it in the near
term, the security is classified as trading,
b. Available-for-sale securities: Investments in debt securities and equity securities that have
readily determinable fair values not classified as trading securities or as held-to-maturity securities
are classified as available-for-sale securities and
c. Held-to-maturity securities: Investments in debt securities are classified as held-to-maturity
only if the Company has the positive intent and ability to hold these securities to maturity.
In order to determine the applicable category, the Company considers the following: (i) if the
Company intends to sell the security, (ii) whether it is more likely than not that the Company will
F-16
63552
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
be required to sell the security before the recovery of its (entire) cost, and (iii) whether the security
has a readily determinable fair value or not.
Debt and equity securities which are decided on inception to be accounted for as trading
securities or available-for-sale securities are initially recognized at cost and subsequently are
measured at fair value. Declines in the fair value of trading securities are recognized in earnings,
while declines in the fair value of available-for-sale securities are recorded in Other Comprehensive
Income and affect earnings when the securities are disposed. Held-to-maturity debt securities are
initially recognized at cost and subsequently are measured at amortized cost, less impairment. The
amortized cost is adjusted for amortization of premiums and accretion of discounts to maturity.
Management evaluates debt securities held-to-maturity for other than temporary impairment at each
reporting date. In evaluating whether a decline in value is other than temporary, the Company
considers several factors including, but not limited, to the following: (i) the extent of the duration of
the decline; (ii) the reasons for the decline in value, and (iii) the financial condition of and near-
term prospects of the issuer. An investment in debt or equity securities is considered impaired if the
fair value of the investment is less than its carrying value, in which case, the Company recognizes in
earnings an impairment loss equal to the difference between their carrying value and their fair value.
Equity securities with no readily determinable fair value, which relate to an entity in which the
Company does not have the ability to exercise significant influence, are accounted for pursuant to
the provisions of ASC 325-20 “Investments - Other Cost Method Investments”. The Company
initially recognizes such equity securities at cost. Subsequently, any dividends distributed by the
investee to the Company are recognized as income when received, but only to the extent they
represent net accumulated earnings of the investee since the Company’s initial recognition of the
investment. Net accumulated earnings are recognized as income by the Company only if they are
distributed to the investor as dividends. Any dividends received in excess of net accumulated
earnings are recognized as a reduction in the carrying amount of the investment. Management
evaluates the equity securities for other-than-temporary-impairment at each reporting date. An
investment in cost method equity securities is considered impaired if the fair value of the investment
is less than its carrying value, in which case the Company recognizes in earnings an impairment loss
equal to the difference between their carrying value and their fair value. Consideration is given to
significant deterioration in the earnings performance, or business prospects of the investee,
significant adverse change in the regulatory, economic, or technological environment of the investee,
significant adverse change in the general market condition in which the investee operates, as well as
factors that raise significant concerns about the investee’s ability to continue as a going concern.
(aa) Stock Based Compensation: The Company accounts for stock based payment awards
granted to Costamare Shipping Company S.A. and Costamare Shipping Services Ltd. (Note 3 and
14a), for the services provided by these entities, following the guidance in ASC 505-50 “Equity
Based Payments to Non-Employees”. The fair value of the stock based payment awards is
recognized in the line item General and administrative expenses - related parties in the consolidated
statements of income.
(ab) Going concern: The Company evaluates whether there is substantial doubt about its ability
to continue as a going concern by applying the provisions of ASU No. 2014-15. In more detail, the
Company evaluates whether there are conditions or events that raise substantial doubt about the
Company’s ability to continue as a going concern within one year from the date the financial
statements are issued. As part of such evaluation, the Company did not identify any conditions that
raise substantial doubt about the entity’s ability to continue as a going concern. As a result, there
was no impact in the Company’s results of operations, financial position, cash flows or disclosures.
F-17
18297
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
New Accounting Pronouncements - Not Yet Adopted
In January 2016, the FASB issued ASU No. 2016-01—Financial Instruments—Overall
(Subtopic 825-10), which includes the requirement for all equity investments to be measured at fair
value with changes in the fair value recognized through net income (other than those accounted for
under equity method of accounting or those that result in consolidation of the investee). This
Update is effective for all entities for fiscal years beginning after December 15, 2017 and interim
periods within those fiscal years. Early adoption is not permitted. The Company has not yet
determined what impact, if any, the adoption of the new standard will have on its consolidated
financial position, results of operations or cash flows.
In February 2016, the FASB issued ASU No. 2016-02—Leases (ASC 842), which requires
lessees to recognize most leases on the balance sheet. This is expected to increase both reported
assets and liabilities. The new lease standard does not substantially change lessor accounting. For
public companies, the standard will be effective for the first interim reporting period within annual
periods beginning after December 15, 2018, although early adoption is permitted. Lessees and lessors
will be required to apply the new standard at the beginning of the earliest period presented in the
financial statements in which they first apply the new guidance, using a modified retrospective
transition method. The requirements of this standard include a significant increase in required
disclosures. In a recent update, targeted improvements were proposed to the accounting standards
that provide for (a) an optional new transition method for adoption that results in initial recognition
of a cumulative effect adjustment to retained earnings in the year of adoption and (b) a practical
expedient for lessors, under certain circumstances, to combine the lease and non-lease components
of revenues for presentation purposes. If the targeted improvements are approved, we intend to
apply the alternative transition method and intend to elect the practical expedient for lessors for
presentation purposes. The Company is analyzing the impact of the adoption of this guidance on the
Company’s consolidated financial statements, including assessing changes that might be necessary to
information technology systems, processes and internal controls to capture new data and address
changes in financial reporting.
In May and April 2016, the FASB issued two Updates with respect to Topic 606: ASU No.
2016-10—Revenue from Contracts with Customers (Topic 606): Identifying Performance Obligations
and Licensing and ASU No. 2016-12—Revenue from Contracts with Customers (Topic 606):
Narrow-Scope Improvements and Practical Expedients. The amendments in these Updates do not
change the core principle of the guidance in Topic 606, which is that an entity should recognize
revenue to depict the transfer of promised goods or services to customers in an amount that reflects
the consideration to which the entity expects to be entitled in exchange for those goods or services
by applying the following steps: (1) identify the contract(s) with a customer; (2) identify the
performance obligations in the contract; (3) determine the transaction price; (4) allocate the
transaction price to the performance obligations in the contract; and (5) recognize revenue when (or
as) the entity satisfies a performance obligation. The amendments in Update 2016-10 simply clarify
the following two aspects of Topic 606: (1) identifying performance obligations and (2) licensing
implementation guidance. The amendments in Update 2016-12 similarly affect only certain narrow
aspects of Topic 606; namely, (1) “Assessing the Collectability Criterion in Paragraph 606-10-25-1(e)
and Accounting for Contracts That Do Not Meet the Criteria for Step 1 (Applying
Paragraph 606-10-25-7),” (2) “Presentation of Sales Taxes and Other Similar Taxes Collected from
Customers,” (3) “Noncash Consideration,” (4) “Contract Modifications at Transition,” (5)
“Completed Contracts at Transition,” and (6) “Technical Correction.” The amendments in these
Updates also affect the guidance in Accounting Standards Update 2014-09, Revenue from Contracts
with Customers (Topic 606), which is not yet effective.
The effective date and transition requirements for the amendments in these Updates are the
same as the effective date and transition requirements in Topic 606 (and any other Topic amended
F-18
08475
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
by Update 2014-09). Accounting Standards Update 2015-14, “Revenue from Contracts with
Customers (Topic 606): Deferral of the Effective Date,” has deferred the effective date of Update
2014-09 for public business entities to annual reporting periods beginning after December 15, 2017,
including interim reporting periods within that reporting period. Earlier application is permitted. The
new revenue standard may be applied using either of the following transition methods: (1) a full
retrospective approach reflecting the application of the standard in each prior reporting period with
the option to elect certain practical expedients, or (2) a modified retrospective approach with the
cumulative effect of initially adopting the standard recognized at the date of adoption (which
includes additional footnote disclosures). The Company will adopt the standard as of January 1, 2018
and is expecting that the adoption will not have a material effect on its consolidated financial
statements, other than additional revenue disclosures in the notes to the consolidated financial
statements, since the Company has chartered its vessels under time charter agreements, and in this
respect revenue is accounted under the leases standard.
In June 2016, the FASB issued ASU No. 2016-13—Financial Instruments—Credit Losses
(Topic 326)—Measurement of Credit Losses on Financial Instruments. ASU 2016-13 amends
guidance on reporting credit losses for assets held at amortized cost basis and available for sale debt
securities. For public entities, the amendments of this Update are effective for fiscal years beginning
after December 15, 2019, including interim periods within those fiscal years. Early application is
permitted. Management is in the process of assessing the impact of the amendment of this Update
on the Company’s consolidated financial position and performance.
In August 2016, the FASB issued ASU No. 2016-15—Statement of Cash Flows (Topic 230)—
Classification of Certain Cash Receipts and Cash Payments which addresses the following eight
specific cash flow issues with the objective of reducing the existing diversity in practice: Debt
prepayment or debt extinguishment costs; settlement of zero-coupon debt instruments or other debt
instruments with coupon interest rates that are insignificant in relation to the effective interest rate
of the borrowing; contingent consideration payments made after a business combination; proceeds
from the settlement of insurance claims; proceeds from the settlement of any corporate-owned life
insurance policy (“COLI”) (including any bank-owned life insurance policy (“BOLI”)); distributions
received from equity method investees; beneficial interests in securitization transactions; and
separately identifiable cash flows and application of the predominance principle. ASU 2016-15 is
effective for fiscal years beginning after December 15, 2017 including interim periods within that
reporting period, however early adoption is permitted. The Company is currently evaluating the
provisions of this guidance and assessing its impact on its consolidated financial statements and notes
disclosures.
In November 2016, the FASB issued ASU No. 2016-18—Statement of Cash Flows
(Topic 230)—Restricted Cash, which addresses the requirement that a statement of cash flows
explain the change during the period in the total of cash, cash equivalents, and amounts generally
described as restricted cash or restricted cash equivalents. Therefore, amounts generally described as
restricted cash and restricted cash equivalents should be included with cash and cash equivalents
when reconciling the beginning-of-period and end-of-period total amounts shown on the statement of
cash flows. The amendments in this Update apply to all entities that have restricted cash or
restricted cash equivalents and are required to present a statement of cash flows under Topic 230.
ASU 2016-18 is effective for fiscal years beginning after December 15, 2017 including interim
periods within that reporting period; however early adoption is permitted. The Company is currently
evaluating the provisions of this guidance and assessing its impact on its consolidated financial
statements and notes disclosures.
In January 2017, the FASB issued ASU 2017-01—Business Combinations (Topic 805) to clarify
the definition of a business with the objective of adding guidance to assist entities with evaluating
whether transactions should be accounted for as acquisition (or disposals) of assets or businesses.
F-19
36205
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Under current implementation guidance, the existence of an integrated set of acquired activities
(inputs and processes that generate outputs) constitutes an acquisition of business. This ASU
provides a screen to determine when a set of assets and activities does not constitute a business. The
screen requires that when substantially all of the fair value of the gross assets acquired (or disposed
of) is concentrated in a single identifiable asset or a group of similar identifiable assets, the set is
not a business. This update is effective for public entities with reporting periods beginning after
December 15, 2017, including interim periods within those years. The amendments of this ASU
should be applied prospectively on or after the effective date. Early adoption is permitted, including
adoption in an interim period (i) for transactions for which the acquisition date occurs before the
issuance date or effective date of the ASU, only when the transaction has not been reported in
financial statements that have been issued or made available for issuance and (ii) for transactions in
which a subsidiary is deconsolidated or a group of assets is derecognized that occur before the
issuance date or effective date of the amendments, only when the transaction has not been reported
in financial statements that have been issued or made available for issuance. The Company is
currently assessing the impact that adopting this new accounting guidance will have on its
consolidated financial statements.
In July 2017, the FASB issued ASU No. 2017-11, Earnings Per Share (Topic 260),
Distinguishing Liabilities from Equity (Topic 480) and Derivatives and Hedging (Topic 815):
I. Accounting for Certain Financial Instruments with Down Round Features; II. Replacement of the
Indefinite Deferral for Mandatorily Redeemable Financial Instruments of Certain Nonpublic Entities
and Certain Mandatorily Redeemable Non-controlling Interests with a Scope Exception, (ASU 2017-
11). Part I of this update addresses the complexity of accounting for certain financial instruments
with down round features. Down round features are features of certain equity-linked instruments (or
embedded features) that result in the strike price being reduced on the basis of the pricing of future
equity offerings. Current accounting guidance creates cost and complexity for entities that issue
financial instruments (such as warrants and convertible instruments) with down round features that
require fair value measurement of the entire instrument or conversion option. Part II of this update
addresses the difficulty of navigating Topic 480, Distinguishing Liabilities from Equity, because of
the existence of extensive pending content in the FASB Accounting Standards Codification. This
pending content is the result of the indefinite deferral of accounting requirements about mandatorily
redeemable financial instruments of certain nonpublic entities and certain mandatorily redeemable
non-controlling interests. The amendments in Part II of this update do not have an accounting
effect. This ASU is effective for fiscal years, and interim periods within those years, beginning after
December 15, 2018. The Company is currently assessing the impact that adopting this new
accounting guidance will have on its consolidated financial statements and related disclosures.
In August 2017, the FASB issued ASU No. 2017-12, Derivatives and Hedging (Topic 815):
Targeted Improvements to Accounting for Hedging Activities (ASU 2017-12), which amends and
simplifies existing guidance in order to allow companies to more accurately present the economic
effects of risk management activities in the financial statements. This ASU is effective for fiscal
years, and interim periods within those years, beginning after December 15, 2018. The Company is
currently assessing the impact that adopting this new accounting guidance will have on its
consolidated financial statements and related disclosures.
3. Transactions with Related Parties:
(a) Costamare Shipping Company S.A. (“Costamare Shipping”) and Costamare Shipping
Services Ltd. (“Costamare Services”): Costamare Shipping is a ship management company wholly-
owned by Mr. Konstantinos Konstantakopoulos, the Company’s Chairman and Chief Executive
Officer. Costamare Shipping provides the Company with general administrative services and certain
commercial services. Costamare Shipping is not part of the consolidated group of the Company.
F-20
36217
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Costamare Shipping, itself or through Shanghai Costamare Ship Management Co., Ltd.
(“Shanghai Costamare”), or through or together with third party sub-managers, provides technical,
crewing, commercial, provisioning, bunkering, sale and purchase, chartering, accounting, insurance
and administrative services in respect of the Company’s containerships in exchange for a daily fee
for each containership.
On March 3, 2015, the Company entered into an amended and restated management agreement
with Costamare Shipping (the “Group Management Agreement”) which, among other things,
extended the term of the agreement such that it automatically renewed for 10 consecutive one-year
periods until December 31, 2025 (rather than five consecutive periods until December 31, 2020),
removed the annual 4% increase of the fee payable in respect of each containership managed by
Costamare Shipping, and in respect of the flat fee for the supervision of each newbuild ordered by
the Company beginning in the first quarter of 2015, provided for an annual fee to Costamare
Shipping of $2,500 and 598,400 shares payable quarterly in arrears. No separate payment is made for
the services of the Company’s executive officers (prior to 2015, the Company paid Costamare
Shipping $1,000 annually for such services). The Group Management Agreement has been
terminated on November 2, 2015.
On November 2, 2015, the Company entered into a Framework Agreement with Costamare
Shipping (the “Framework Agreement”) and its vessel-owning subsidiaries entered into a Services
Agreement with Costamare Services (the “Services Agreement”), a company controlled by the
Company’s Chairman and Chief Executive Officer and members of his family. Costamare Services is
not part of the consolidated group of the Company.
On November 27, 2015, the Company amended and restated the Registration Rights Agreement
entered into in connection with the Company’s Initial Public Offering, to extend registration rights
to Costamare Shipping and Costamare Services each of which have received or may receive shares
of its common stock as fee compensation under the Group Management Agreement (until
November 2, 2015) or the Services Agreement.
Pursuant to the Group Management Agreement (which was effective until November 2, 2015),
the Framework Agreement and the Services Agreement (each of which became effective on
November 2, 2015), Costamare Shipping and Costamare Services received (i) for each containership
which is not subject to a bareboat charter a daily fee of $0.956 since January 1, 2015, and for any
containership subject to a bareboat charter a daily fee of $0.478 since January 1, 2015, in each case
prorated for the calendar days the Company owned each containership and for the three-month
period following the date of the sale of a vessel, (ii) a flat fee of $787.4 for the supervision of the
construction of any newbuild vessel contracted by the Company, (iii) a fee of 0.75% on all gross
freight, demurrage, charter hire, ballast bonus or other income earned with respect to each
containership in the Company’s fleet and (iv) an annual fee of $2,500 and 598,400 shares as noted
above. Fees under (i) and (ii) may be annually adjusted upwards to reflect any strengthening of the
Euro against the U.S. dollar and/or material unforeseen cost increases.
After the initial term of the Framework Agreement and the Services Agreement, which expired
on December 31, 2015, the Company is able to terminate both agreements, subject to a termination
fee, by providing written notice to Costamare Shipping or Costamare Services, as applicable, at least
12 months before the end of the subsequent one-year term. The termination fee is equal to (a) the
number of full years remaining prior to December 31, 2025, times (b) the aggregate fees due and
payable to Costamare Shipping or Costamare Services, as applicable, during the 12-month period
ending on the date of termination (without taking into account any reduction in fees under the
Framework Agreement to reflect that certain obligations have been delegated to a sub-manager or a
sub-provider, as applicable); provided that the termination fee will always be at least two times the
aggregate fees over the 12-month period described above.
F-21
11054
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
On January 7, 2013, Costamare Shipping entered into a co-operation agreement (the “Co-
operation Agreement”) with third-party ship managers V.Ships Greece Ltd. (“V.Ships Greece”),
pursuant to which the two companies established a ship management cell (the “Cell”) under V.Ships
Greece. Since April 2013, the Cell provides technical, crewing, provisioning, bunkering, sale and
purchase and accounting services, as well as certain commercial and insurance services to certain of
the Company’s container vessels, pursuant to separate management agreements entered into between
V.Ships Greece and the ship-owning company of the respective container vessel, for a daily
management fee.
The Cell also offers ship management services to third-party owners. Costamare Shipping passes
to the Company the net profit, if any, it receives pursuant to the Co-operation Agreement as a
refund or reduction of the management fees payable by the Company to Costamare Shipping
(i) prior to November 2, 2015, under the Group Management Agreement, and (ii) since November 2,
2015, under the Framework Agreement. The net profits earned during the years ended December 31,
2015, 2016 and 2017, amounted to $718, $561 and $380, respectively and are included as a reduction
in management fees-related parties in the accompanying consolidated statements of income. As at
December 31, 2017, the Cell provided technical, crewing, provisioning, bunkering, sale and purchase
and accounting services, as well as certain commercial management services to 21 of Costamare’s
vessels.
Management fees charged by Costamare Shipping in the years ended December 31, 2015, 2016
and 2017, amounted to $19,411, $19,190 and $19,073 respectively and are included in Management
fees-related parties in the accompanying consolidated statements of income. In addition, Costamare
Shipping and Costamare Services as from November 2, 2015, charged (i) $3,093 for the year ended
December 31, 2017 ($3,512 for the year ended December 31, 2016 and $3,673 for the year ended
December 31, 2015), representing a fee of 0.75% on all gross revenues, as provided in the Group
Management Agreement and from November 2, 2015, the Framework Agreement and the Services
Agreement, as applicable, which is separately reflected as Voyage expenses-related parties in the
accompanying consolidated statement of income for the year ended December 31, 2017, (ii) $2,500,
which is included in General and administrative expenses—related parties in the accompanying
consolidated statement of income for the year ended December 31, 2017 ($2,500 for the each of the
years ended December 31, 2016 and 2015) and (iii) $3,866 representing the fair value of 598,400
shares, which is included in General and administrative expenses - related parties in the
accompanying consolidated statement of income for the year ended December 31, 2016 ($4,951 for
the year ended December 31, 2016 and $8,623 for the year ended December 31, 2015). Furthermore,
in accordance with the management agreement with V.Ships Greece, V.Ships Greece has been
provided with the amount of $1,575 ($75 per vessel) as working capital security, which is included in
Accounts receivable, non-current, in the accompanying 2017 and 2016 consolidated balance sheets,
respectively.
During the years ended December 31, 2015, 2016 and 2017, Costamare Shipping charged in
aggregate to the companies established pursuant to the Framework Deed (Notes 8 and 9) the
amount of $1,856, $2,996 and $5,047, respectively, for services provided in accordance with the
respective management agreements.
The balance due from Costamare Shipping at December 31, 2016 and 2017, amounted to $2,841
and $5,273, respectively, and is included in Due from related parties in the accompanying
consolidated balance sheets. The balance due to Costamare Services at December 31, 2016 and 2017,
amounted to $191 and $203, respectively, and is reflected as Due to related parties in the
accompanying consolidated balance sheets.
(b) Ciel Shipmanagement S.A. (“CIEL”): CIEL, a company incorporated in the Republic of
Liberia, is wholly-owned by the Company’s Chairman and Chief Executive Officer. CIEL is not part
of the consolidated group of the Company. CIEL provided the Company’s vessels, through to
F-22
45246
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
April 2013, certain ship management services such as technical support and maintenance, financial
and accounting services. From April 2013 until November 2, 2015, CIEL provided services in respect
of the Rena wreck. The balance due from CIEL at December 31, 2016 and 2017 amounted to $606
and nil, respectively and is included in Due from related parties in the accompanying consolidated
balance sheets.
(c) Shanghai Costamare Ship Management Co., Ltd.: Shanghai Costamare is owned (indirectly)
70% by the Company’s Chairman and Chief Executive Officer and 30% (indirectly) by Shanghai
Costamare’s General Manager. Shanghai Costamare is a company incorporated in the People’s
Republic of China. Shanghai Costamare is not part of the consolidated group of the Company. The
technical, crewing, provisioning, bunkering, sale and purchase and accounting services, as well as
certain commercial services of certain of the Company’s vessels, have been subcontracted from
Costamare Shipping to Shanghai Costamare. As of December 31, 2017, Shanghai Costamare
provided such services to 14 (15 as of December 31, 2016) of the Company’s containerships. There
was no balance due from/to Shanghai Costamare at both December 31, 2016 and 2017.
4. Other Non-Current Assets:
As of July 16, 2014, Zim Integrated Services (“Zim”) and its creditors, including vessel and
container lenders, ship-owners, shipyards, unsecured lenders and bond holders, entered into definitive
documentation to restructure its debt. Based on this agreement, the Company received equity
securities representing 1.2% of Zim’s equity and $8,229 aggregate principal amount of unsecured
interest-bearing Zim notes maturing in 2023 consisting of $1,452 of 3.0% Series 1 Notes due 2023
amortizing subject to available cash flows in accordance with a corporate mechanism and $6,777 of
5.0% Series 2 Notes due 2023 non-amortizing (of the 5% interest, 3% is payable quarterly in cash
and 2% interest is accrued quarterly with deferred cash payment on maturity) in exchange for
amounts owed by Zim to the Company under their charter agreements. The Company calculated the
fair value of the instruments received by Zim based on the agreement discussed above, available
information on Zim and other similar contracts with similar terms, maturities and interest rates, and
recorded at fair value of $676 in relation to the Series 1 Notes, $3,567 in relation to the Series 2
Notes and $7,802 in relation to its equity participation in Zim. The difference between the aggregate
fair value of the debt and equity securities received from Zim and the then net carrying value of the
amounts due from Zim of $2,888 was written-off in 2014.
The Company accounts on a quarterly basis, for the fair value unwinding of the Series 1 and
Series 2 Notes, until the book value of the instruments equals their face value on maturity. During
the year ended December 31, 2017, the Company recorded $715 in relation to their fair value
unwinding ($659 for the year ended December 31, 2016 and $798 for the year ended December 31,
2015), which is included in “Interest income” in the consolidated statement of income for the year
ended December 31, 2017. The Company has classified such debt and equity securities under other
non-current assets, since it has no intention to sell the securities in the near term. During the year
ended December 31, 2016, the Company received $46 capital redemption of the Series 1 Notes,
reducing the principal to $1,406. The Series 1 and Series 2 Zim Notes are carried at amortized cost
in the accompanying consolidated balance sheet as at December 31, 2017, which approximates their
fair value as of such date. These financial instruments are not measured at fair value on a recurring
basis. As of December 31, 2017, the Company has assessed for other than temporary impairment of
its investment in Series 1 and Series 2 Notes and has concluded that no impairment should be
recorded.
The Zim equity securities are carried at cost less impairment, which at inception approximates
the fair value of the instruments considering that it related to a nonmonetary exchange (as described
above). As of December 31, 2016, in accordance with the accounting guidance relating to loss in
value of an investment that is other than a temporary decline, the Company recognized an
F-23
74857
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
impairment loss of $4,000 on its investment in equity securities in Zim. The value of the investment
in equity securities in Zim is based on management’s best estimate of the realizable value of the
investment and involved the use of internal inputs and assumptions (Level 3 inputs of the fair value
hierarchy) which included management’s consideration of the current freight market, its medium
term prospects and the effects of the operational and commercial restructuring that Zim has
proceeded within 2016 (Level 3 inputs of the fair value hierarchy). No dividends have been received
from Zim since July 16, 2014. As of December 31, 2017, the Company has assessed for other than
temporary impairment of its investment in equity securities in Zim and has concluded that no
impairment should be recorded.
5. Inventories:
Inventories of $11,415 and $9,662 in the accompanying balance sheets at December 31, 2016 and
2017, respectively relate to bunkers, lubricants and spare parts.
6. Vessels, net:
The amounts in the accompanying consolidated balance sheets are as follows:
Balance, January 1, 2016. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depreciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other vessels’ costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disposals, transfers and other movements . . . . . . . . . . . . . . . . . . .
Balance, December 31, 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depreciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessel acquisitions and other vessels’ costs . . . . . . . . . . . . . . . . . .
Disposals, transfers and other movements . . . . . . . . . . . . . . . . . . .
Balance, December 31, 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vessel Cost
$2,950,042
—
2,792
(263,947)
$2,688,887
—
64,231
(157,350)
Accumulated
Depreciation
Net Book
Value
$ (945,392) $2,004,650
(90,917)
2,792
(228,240)
(90,917)
—
35,707
$(1,000,602) $1,688,285
(83,178)
64,231
(89,829)
(83,178)
—
67,521
$2,595,768
$(1,016,259) $1,579,509
During the year ended December 31, 2015, the Company sold for scrap the container vessel
MSC Challenger at a price of $5,022 and recognized a gain of $1,688, which is separately reflected in
Gain on sale / disposal of vessels, net in the accompanying 2015 consolidated statement of income.
On July 6, 2016 and July 15, 2016, the Company entered into an agreement with a financial
institution to refinance the then outstanding balance of the loan relating to MSC Athens and
MSC Athos under a seven-year sale and leaseback transaction (Note 11). Under the sale and
leaseback transaction, the vessels were chartered back to the Company on a bareboat basis and
remained on charter with their initial time charterer.
During the year ended December 31, 2016, the Company sold for demolition the container
vessel Karmen at a price of $3,953 and recognized a loss of $4,440, which is separately reflected in
Gain / (Loss) on sale / disposal of vessels, net in the accompanying 2016 consolidated statement of
income. On December 28, 2016, the Company decided to make arrangements to sell the vessel
MSC Romanos. At that date, the Company concluded that all the criteria required by the relevant
accounting standard, ASC 360-10-45-9, for the classification of the vessel MSC Romanos as “held for
sale” were met. As at December 31, 2016, the amount of $6,256, separately reflected in Vessel held
for sale in the consolidated balance sheet, represents the fair market value of the vessel based on
the vessel’s estimated sale price, net of commissions, (Level 2 inputs of the fair value hierarchy).
The difference between the estimated fair value less cost to sell the vessel and the vessel’s carrying
F-24
68661
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
value (including the unamortized balance of its dry-docking cost), amounting to $37,161, is separately
reflected in Loss on vessel held for sale in the 2016 consolidated statement of income.
During the year ended December 31, 2017, the Company acquired the 2014-built, 4,957 TEU
secondhand containerships Leonidio and the Kyparissia, the 2005-built, 7,471 TEU secondhand
containership Maersk Kowloon and the 2005-built, 2,556 TEU secondhand containership CMA
CGM L’Etoile.
On June 19, 2017, the Company entered into two financing agreements with a financial
institution for Leonidio and Kyparissia (Note 11).
During the year ended December 31, 2017, the Company sold for scrap the container vessels
Marina, Mandraki and Mykonos at an aggregate price of $23,246, delivered to its scrap buyers the
container vessel Romanos (ex. MSC Romanos) at a price of $6,585 and recognized a net loss of
$4,856 in aggregate, which is separately reflected in Gain / (Loss) on sale / disposal of vessels, net in
the accompanying 2017 consolidated statement of income. On December 29, 2017, the Company
decided to make arrangements to sell the vessel Itea. At that date, the Company concluded that all
the criteria required by the relevant accounting standard, ASC 360-10-45-9, for the classification of
the vessel Itea as “held for sale” were met. As at December 31, 2017, the amount of $7,315,
separately reflected in Vessel held for sale in the consolidated balance sheet, represents the fair
market value of the vessel based on the vessel’s estimated sale price, net of commissions (Level 2
inputs of the fair value hierarchy). The difference between the estimated fair value less cost to sell
the vessel and the vessel’s carrying value (including the unamortized balance of its dry-docking cost),
amounting to $2,379, is separately reflected in Loss on vessel held for sale in the 2017 consolidated
statement of income. During the year ended December 31, 2017, the Company recorded an
impairment loss in relation to seven of its vessels in the amount of $17,959 (including $2,873
transferred from Deferred charges, net (Note 7), in the aggregate, and is separately reflected in
Vessels impairment loss in the 2017 consolidated statement of income.
Forty-five of the Company’s vessels, with a total carrying value of $1,577,308 as of
December 31, 2017, including the vessel held for sale discussed above, have been provided as
collateral to secure the long-term debt discussed in Note 10. This excludes the seven vessels under
the sale and leaseback transaction described in Note 11.
7. Deferred Charges, net:
Deferred charges, net include the unamortized dry-docking and special survey costs. The
amounts in the accompanying consolidated balance sheets are as follows:
Balance, January 1, 2016 . . . . . . . . . . . . . . . . . . . . . . . .
Additions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Write-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transfer to vessel held for sale. . . . . . . . . . . . . . . .
Balance, December 31, 2016. . . . . . . . . . . . . . . . . . . . .
Additions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Write-off and other movements (Note 6). . . . . .
Transfer to vessel held for sale. . . . . . . . . . . . . . . .
Balance, December 31, 2017. . . . . . . . . . . . . . . . . . . . .
F-25
Dry-docking
and Special
Survey Costs
$22,809
5,868
(7,920)
(72)
(318)
$20,367
5,582
(7,627)
(2,875)
(18)
$15,429
60867
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
During the years ended December 31, 2015, 2016 and 2017, ten, six and seven vessels,
respectively, underwent and completed their special surveys. The amortization of the dry-docking
and special survey costs is separately reflected in the accompanying consolidated statements of
income.
8. Costamare Ventures Inc.:
On May 15, 2013, the Company, along with its wholly-owned subsidiary, Costamare Ventures
Inc. (“Costamare Ventures”), entered into a Framework Deed (the “Framework Deed”) with York
Capital Management Global Advisors LLC and its affiliate Sparrow Holdings, L.P. (collectively,
“York”) to invest jointly in the acquisition and construction of container vessels. Under the
Framework Deed, the decisions regarding vessel acquisitions will be made jointly by Costamare
Ventures and York and the Company reserves the right to acquire any vessels that York decides not
to pursue.
Under the terms of the Framework Deed, York agreed to invest up to $250 million in mutually
agreed vessel acquisitions and Costamare Ventures agreed to invest a minimum of $75 million with
an option to invest up to $240 million in these transactions. Depending on the amount Costamare
Ventures elected to invest, it was expected that it would hold between 25% and 49% of the equity
in the entities that would be formed under the Framework Deed and York would hold the balance.
The Framework Deed was to terminate on its sixth anniversary or upon the occurrence of certain
extraordinary events as described therein.
The Framework Deed was amended and restated by an Amendment and Restatement Deed
dated May 18, 2015 (the “Restated Framework Deed”). Pursuant to the Restated Framework Deed,
there is no minimum and maximum amount to be invested by Costamare Ventures or York, both
Costamare Ventures and York can invest between 25% and 75% in the equity of the entities
formed under the Restated Framework Deed, the commitment period has been extended up to
May 18, 2020 and the termination of the Restated Framework Deed will occur on May 18, 2024, or
upon the occurrence of certain extraordinary events as described therein.
On termination and on the occurrence of certain extraordinary events, Costamare Ventures may
elect to divide the vessels owned by all such vessel-owning entities between itself and York to
reflect their cumulative participation in all such entities. Costamare Shipping provides ship
management and administrative services to the vessels acquired under the Framework Deed, with
the right to subcontract to V.Ships Greece and/or Shanghai Costamare. As at December 31, 2017,
the Company holds a range of 25% to 49% of the capital stock of eighteen jointly-owned companies
formed pursuant to the Restated Framework Deed with York (Note 9). The Company accounts for
the entities formed under the Restated Framework Deed as equity investments.
F-26
26819
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
9. Equity Method Investments:
The companies accounted for as equity method investments, all of which are incorporated in the
Marshall Islands, are as follows:
Entity
Vessel/Hull
Participation %
December 31, 2017
Date Established
/Acquired
Steadman Maritime Co. . . . . . . . .
Marchant Maritime Co.. . . . . . . . .
Horton Maritime Co. . . . . . . . . . . .
Smales Maritime Co. . . . . . . . . . . .
Geyer Maritime Co. . . . . . . . . . . . .
Goodway Maritime Co.. . . . . . . . .
Kemp Maritime Co. . . . . . . . . . . . .
Hyde Maritime Co. . . . . . . . . . . . . .
Skerrett Maritime Co. . . . . . . . . . .
Ainsley Maritime Co.. . . . . . . . . . .
Ambrose Maritime Co. . . . . . . . . .
Benedict Maritime Co. . . . . . . . . .
Bertrand Maritime Co. . . . . . . . . .
Beardmore Maritime Co. . . . . . . .
Schofield Maritime Co. . . . . . . . . .
Fairbank Maritime Co. . . . . . . . . .
Platt Maritime Co.. . . . . . . . . . . . . . Polar Argentina (ex.
Ensenada
Padma
Petalidi
Elafonisos
Arkadia
Monemvasia
Cape Akritas
Cape Tainaro
Cape Artemisio
Cape Kortia
Cape Sounio
Triton
Titan
Talos
Taurus
Theseus
Sykes Maritime Co.. . . . . . . . . . . . .
Hull YZJ1206)
Hull YZJ1207
49%
49%
49%
49%
49%
49%
49%
49%
49%
25%
25%
40%
40%
40%
40%
40%
49%
49%
July 1, 2013
July 8, 2013
June 26, 2013
June 6, 2013
May 18, 2015
September 22, 2015
June 6, 2013
June 6, 2013
December 23, 2013
June 25, 2013
June 25, 2013
October 16, 2013
October 16, 2013
December 23, 2013
December 23, 2013
December 23, 2013
May 18, 2015
May 18, 2015
During the year ended December 31, 2017, Costamare Ventures contributed $1,428 in aggregate
to the equity of Steadman Maritime Co., Horton Maritime Co. and Marchant Maritime Co. During
the year ended December 31, 2016, the Company received $613 in the form of a special dividend
from Horton Maritime Co. and Marchant Maritime Co. During the year ended December 31, 2017,
the Company received $270 in the form of a special dividend from Horton Maritime Co. During the
year ended December 31, 2016, Costamare Ventures contributed $613 to the equity of Steadman
Maritime Co.
During the year ended December 31, 2017, Costamare Ventures contributed $3,449, in the
aggregate, to the equity of Kemp Maritime Co. and Hyde Maritime Co. In June 2016, both
companies, as joint and several borrowers, signed a loan agreement with a bank for an amount up
to $88,000, in aggregate, to partly finance the construction cost of Cape Akritas and Cape Tainaro
which were delivered from the shipyard in September 2016 and February 2017, respectively. The
Company, Costamare Ventures and York through its affiliate Bluebird Holdings L.P., participate as
corporate guarantors (Note 13 (c)).
During the year ended December 31, 2016, Costamare Ventures contributed $4,662, in the
aggregate, to the equity of Ainsley Maritime Co. and Ambrose Maritime Co. During the year ended
December 31, 2017, Costamare Ventures contributed $498, in the aggregate, to the equity of these
two entities and received $1,250 in aggregate, in the form of a special dividend. In August 2016,
these two companies, as joint and several borrowers, signed a loan agreement with a bank for an
amount up to $86,600, in aggregate, to partly finance the construction cost of Cape Kortia and Cape
Sounio which were delivered from the shipyard in March 2017 and April 2017, respectively. The
F-27
50620
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Company, Costamare Ventures and York, through its affiliate Bluebird Holdings L.P., participate as
corporate guarantors (Note 13 (c)).
During the year ended December 31, 2016, Costamare Ventures contributed, in aggregate,
$25,323 to Benedict Maritime Co., Bertrand Maritime Co., Beardmore Maritime Co., Schofield
Maritime Co. and Fairbank Maritime Co. During the year ended December 31, 2017, the Company
received $2,980, in aggregate, in the form of a special dividend.
In December 2016, the shareholders of Connell Maritime Co. have decided to dissolve the
company. During the year ended December 31, 2016, Costamare Ventures contributed $463 to the
equity of Smales Maritime Co.
During the year ended December 31, 2016, Costamare Ventures contributed to Skerrett
Maritime Co., in the aggregate, $218. In April 2017, Skerrett Maritime Co., signed a loan agreement
with a bank for an amount up to $44,000, to partly finance the construction cost of Cape Artemisio
which was delivered from the shipyard in May 2017. During the year ended December 31, 2017
Costamare Ventures contributed $798, in the aggregate, to the equity of Geyer Maritime Co. and
$1,964 to the equity of Skerrett Maritime Co. Costamare Ventures also participated with a 49%
interest to the equity of Goodway Maritime Co., for the acquisition of the secondhand vessel
Monemvasia, which was delivered in February 2016, by contributing, in the aggregate, $637 during
the year ended December 31, 2015 and $2,925 during the year ended December 31, 2016.
During the year ended December 31, 2016, the Company contributed, in the aggregate, the
amount of $427 to Platt Maritime Co. and Sykes Maritime Co. During the year ended December 31,
2017, Costamare Ventures contributed $1,753, in the aggregate, to the equity of these two entities.
For the years ended December 31, 2015, 2016 and 2017, the Company recorded net losses of
$529, $78 and net gains of $3,381, respectively, on equity method investments, which are separately
reflected as Equity gain / (loss) on investments in the accompanying consolidated statements of
income. Costamare Ventures has provided Marchant Maritime Co., Horton Maritime Co. and
Steadman Maritime Co. with certain cash advances. As of December 31, 2016 and 2017, the balance
due from these companies amounted to $nil.
The summarized combined financial information of the companies accounted for as equity
method investment is as follows:
Non-current assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Current assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$952,458
35,993
$988,451
$1,069,449
62,170
$1,131,619
Current liabilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$ 39,428
$
55,455
December 31,
2016
2017
Voyage revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Net income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45,887
123,228
$
736
$
9,495
Years ended
December 31,
2016
2017
10. Long-Term Debt:
The amounts shown in the accompanying consolidated balance sheets consist of the following:
F-28
30861
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Borrower(s)
A.
B.
Credit Facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Term Loans:
1. Mas Shipping Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2. Montes Shipping Co. and Kelsen Shipping Co. . . . . . . . . . . . . . . . .
Costamare Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.
Costamare Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.
Undine Shipping Co., Quentin Shipping Co. and Sander
5.
Shipping Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Raymond Shipping Co. and Terance Shipping Co. . . . . . . . . . . . . .
Costamare Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Uriza Shipping S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Costis Maritime Corporation, Christos Maritime Corporation
and Capetanissa Maritime Corporation . . . . . . . . . . . . . . . . . . . . . . . .
6.
7.
8.
9.
10. Rena Maritime Corporation, Finch Shipping Co. and Joyner
Carriers S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11. Nerida Shipping Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 31,
2016
December 31,
2017
$ 406,103
$ 299,837
22,375
54,000
50,313
—
178,264
115,964
53,475
36,833
13,125
42,000
25,725
—
162,983
105,050
37,697
32,500
109,000
93,000
32,000
—
652,224
24,480
17,175
553,735
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Less: Deferred financing costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total long-term debt, net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Less: Long-term debt current portion . . . . . . . . . . . . . . . . . . . . . . . . . .
Add: Deferred financing costs, current portion . . . . . . . . . . . . . . . .
Total long-term debt, non-current, net . . . . . . . . . . . . . . . . . . . . . . . . .
$1,058,327
(3,720)
$ 853,572
(2,592)
1,054,607
(199,637)
1,360
850,980
(207,516)
1,198
$ 856,330
$ 644,662
A. Credit Facility:
In July 2008, the Company signed a loan agreement with a consortium of banks, for a
$1,000,000 Credit Facility (the “Facility”) for general corporate and working capital purposes. The
Facility bears interest at the 3, 6, 9 or 12 months (at the Company’s option) LIBOR plus margin.
On September 28, 2016, the Company entered into a ninth supplemental agreement, which
extended the Facility maturity date to June 30, 2021, waived the security requirement covenant of
the principal agreement and mortgaged four additional vessels in favor of the lending banks.
Following the sale of Mandraki and Mykonos, the Company prepaid the amounts of $9,388 and
$9,326 on August 16, 2017 and September 14, 2017, respectively. The outstanding balance of the
Facility as of December 31, 2017, is repayable in 13 equal, consecutive quarterly installments, of
$21,303 each plus a final installment of $22,898.
The Facility, as of December 31, 2017, was secured with, among others, first priority mortgages
over 20 of the Company’s vessels, first-priority assignment of vessels’ insurances and earnings,
charter party assignments, first-priority pledges over the operating accounts of the vessels and
corporate guarantees of 20 ship-owning companies.
The Facility and certain of the term loans described under Note 10.B below include, among
others, financial covenants requiring: (i) the ratio of Total Liabilities (after deducting cash and cash
equivalents) to Market Value Adjusted Total Assets (after deducting cash and cash equivalents) not
to exceed 0.75 to 1.00, (ii) minimum liquidity of the greater of $30,000 or 3% of the total debt of
the Company, (iii) the ratio of EBITDA to net interest expense not to be less than 2.50 to 1.00 and
(iv) Market Value Adjusted Net Worth, defined as the amount by which the Market Value Adjusted
F-29
85240
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Total Assets exceeds the Total Liabilities, to exceed $500,000. The Company’s other term loans
described under Note 10.B below also contain financial covenants requiring the ratio of net funded
debt to total net assets ratio not to exceed 80% on a charter inclusive valuation basis as well as
financial covenants that are either equal to or less stringent than the aforementioned financial
covenants.
B. Term Loans:
1. In January 2008, Mas Shipping Co., a wholly-owned subsidiary of the Company, entered into
a loan agreement with a bank for an amount of up to $75,000 in order to partly finance the
acquisition cost of the vessel Maersk Kokura. On August 3, 2017, the Company prepaid the amount
of $1,000 on the then outstanding balance. As at December 31, 2017, the outstanding balance of the
loan of $13,125 is repayable in one final installment on February 2018 (Note 21(f)).
2. In December 2007, Montes Shipping Co. and Kelsen Shipping Co. entered into a loan
agreement with a bank for an amount of up to $150,000 in the aggregate ($75,000 each) on a joint
and several basis in order to partly finance the acquisition cost of the vessels Maersk Kawasaki and
Maersk Kure. On January 27, 2016, both companies (each a subsidiary of the Company) entered into
a supplemental agreement with the bank in order to extend the repayment of the then outstanding
loan amount of $66,000 and amend the repayment schedule. On June 19, 2017, the Company
prepaid $6,000 on the then outstanding balance. As at December 31, 2017, the outstanding balance
of the loan of $42,000 is repayable in six consecutive semi-annual installments of $5,000, each from
June 2018 until December 2020 and a balloon payment of $12,000 payable together with the last
installment.
3. In November 2010, Costamare entered into a term loan agreement with a consortium of
banks for an amount of up to $120,000, which was available for drawing for a period up to
18 months. As of December 31, 2017, the Company had drawn the amount of $38,500 (Tranche A),
the amount of $42,000 (Tranche B), the amount of $21,000 (Tranche C), the amount of $7,470
(Tranche D) and the amount of $7,470 (Tranche E) under this term loan agreement in order to
finance part of the acquisition cost of the vessels MSC Romanos, MSC Methoni, MSC Ulsan,
MSC Koroni and MSC Itea, respectively. As at December 31, 2017, the outstanding balance of the
Tranche (B) of the loan of $16,800 is repayable in 8 equal quarterly installments of $1,050 from
January 2018 to October 2019 and a balloon payment of $8,400 payable together with the last
installment. As at December 31, 2017, the outstanding balance of the Tranche (C) of the loan of
$8,925 is repayable in 9 equal quarterly installments of $525 from February 2018 to February 2020
and a balloon payment of $4,200 payable together with the last installment. On May 21, 2014, the
then outstanding balance of $4,202 of the Tranche (D) of the loan was fully repaid and on May 29,
2015, the then outstanding balance of $2,334 of the Tranche (E) of the loan was fully repaid. On
January 24, 2017, the then outstanding balance of Tranche (A) of the loan of $18,288 was fully
repaid.
4. In April 2011, Costamare, as borrower, concluded a credit facility with a bank, for an amount
up to $140,000 to finance part of the construction cost of the MSC Athens and the MSC Athos.
Through December 31, 2013, the Company had drawn $133,700 in the aggregate for the two vessels,
which were delivered in March and April 2013, respectively. On July 6, 2016 and July 15, 2016, the
outstanding balance of the loan was fully repaid with the proceeds from the sale and leaseback
transaction described in Note 11.
5. In August 2011, Undine Shipping Co., Quentin Shipping Co. and Sander Shipping Co.,
wholly-owned subsidiaries of Costamare, concluded a credit facility with a consortium of banks, as
joint-and-several borrowers, for an amount of up to $229,200 to finance part of the construction cost
of their respective vessels. The facility has been drawn down in three tranches. As at December 31,
F-30
94276
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
2017, the aggregate outstanding balance of tranches (a) and (b) of $106,957 relating to the Valor and
the Valiant is each repayable in 10 equal quarterly installments for each tranche of $1,273.4 from
January 2018 to June 2020 and a balloon payment for each tranche of $40,744.8 payable together
with the last installment. As at December 31, 2017, the outstanding balance of the tranche (c) of
$56,026 relating to the Vantage is repayable in 12 equal quarterly installments of $1,273.4 and a
balloon payment payable together with the last installment of $40,744.8 from February 2018 to
November 2020.
6. In October 2011, Raymond Shipping Co. and Terance Shipping Co., wholly-owned
subsidiaries of the Company, concluded a credit facility with a bank, as joint and several borrowers,
for an amount of up to $152,800 to finance part of the acquisition cost of their respective vessels. As
at December 31, 2017, the outstanding balance of the tranche (a) of $51,843 relating to the Value is
repayable in 10 equal quarterly installments of $1,364.3 from March 2018 to June 2020 and a balloon
payment of $38,199.6 payable together with the last installment. As at December 31, 2017, the
outstanding balance of tranche (b) of the loan of $53,207 relating to the Valence is repayable in
11 equal quarterly installments of $1,364.3 from February 2018 to August 2020 and a balloon
payment of $38,199.6 payable together with the last installment.
7. In October 2011, the Company concluded a loan facility with a bank for an amount of up to
$120,000, in order to partly finance the aggregate market value of eleven vessels in its fleet. The
Company repaid in July 2016 the amount of $3,835 due to the sale of the container vessel Karmen
and in February 2017 the amount of $4,918 due to the sale of the container vessel Marina. As at
December 31, 2017, the outstanding balance of $37,697 is repayable in four equal quarterly
installments of $2,715 from March 2018 to December 2018 and a balloon payment of $26,837
payable together with the last installment.
8. On May 6, 2016, Uriza Shipping S.A., entered into a loan agreement with a bank for an
amount of up to $39,000 for general corporate purposes. On May 11, 2016, the Company drew the
amount of $39,000. As of December 31, 2017, the outstanding balance of $32,500 is repayable in
14 equal quarterly installments of $1,083.3, from February 2018 to May 2021 and a balloon payment
of $17,333.3 payable together with the last installment.
9. In May 2008, Costis Maritime Corporation and Christos Maritime Corporation entered into a
loan agreement with a bank for an amount of up to $150,000 in the aggregate ($75,000 each) on a
joint and several basis in order to partly finance the acquisition cost of the vessels Sealand New
York and Sealand Washington. In June 2006, Capetanissa Maritime Corporation entered into a loan
agreement with a bank for an amount of up to $90,000, in order to partly finance the acquisition
cost of the vessel Cosco Beijing. On August 10, 2016, Costis Maritime Corporation, Christos
Maritime Corporation and Capetanissa Maritime Corporation entered into a loan agreement with a
bank in order to extend the repayment and amend the repayment profile of the then outstanding
loans in the amounts of $116,500 in aggregate. On July 21, 2017, the Company prepaid the amount
of $4,000. As of December 31, 2017, the outstanding balance of $93,000 is repayable in 15 variable
quarterly installments, from February 2018 to August 2021 and a balloon payment of $43,500
payable together with the last installment.
10. In February 2006, Rena Maritime Corporation entered into a loan agreement with a bank
for an amount of up to $90,000 in order to partly finance the acquisition cost of the vessel Cosco
Guangzhou. On December 22, 2016, Rena Maritime Corporation, Finch Shipping Co. and Joyner
Carriers S.A. entered into a new loan agreement with a bank in order to fully refinance the then
outstanding loan of $37,500 and finance the working capital needs of the Finch Shipping Co. and
Joyner Carriers S.A. As of December 31, 2017, the outstanding balance of $24,480 is repayable in
16 equal quarterly installments of $800, from March 2018 to December 2021 and a balloon payment
of $11,680 payable together with the last installment.
F-31
95379
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
11. On August 1, 2017, Nerida Shipping Co., entered into a loan agreement with a bank for an
amount of up to $17,625 for the purpose of financing general corporate purposes relating to Maersk
Kowloon (Note 6). On August 3, 2017 the Company drew the amount of $17,625. As of December
31, 2017, the outstanding balance of $17,175 is repayable in 19 equal quarterly installments of $450,
from February 2018 to July 2022 and a balloon payment of $8,625 payable together with the last
installment.
The Company considered the provisions of ASC 470-50 Debt: Modifications and Extinguishments
for the loans discussed above in A, B.2 and B.9, which were accounted for as loan modifications.
The term loans discussed above bear interest at LIBOR plus a spread and are secured by, inter
alia, (a) first-priority mortgages over the financed vessels, (b) first priority assignments of all
insurances and earnings of the mortgaged vessels and (c) corporate guarantees of Costamare or its
subsidiaries, as the case may be. The loan agreements contain usual ship finance covenants, including
restrictions as to changes in management and ownership of the vessels, as to additional indebtedness
and as to further mortgaging of vessels, as well as minimum requirements regarding hull Value
Maintenance Clauses (“VMC”) in the range of 80% to 130% and restrictions on dividend payments
if an event of default has occurred and is continuing or would occur as a result of the payment of
such dividend.
The annual repayments under the Credit Facility and the Term loans after December 31, 2017,
giving effect of the supplemental agreement of the term loan discussed in Note 21(f), are in the
aggregate as follows:
Year ending December 31,
2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2019 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2020 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2021 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2022 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amount
$198,391
165,267
347,615
132,324
9,975
$853,572
The interest rate of Costamare’s long-term debt as at December 31, 2015, 2016 and 2017, was in
the range of 1.11%-6.75%, 1.98%-6.04% and 2.30%-5.98%, respectively. The weighted average
interest rate of Costamare’s long-term debt as at December 31, 2015, 2016 and 2017, was 4.2%,
4.7% and 4.9%, respectively.
Total interest expense incurred on long-term debt (including the effect of the hedging interest
rate swaps discussed in Notes 16 and Note 18) for the years ended December 31, 2015, 2016 and
2017, amounted to $59,739, $51,202 and $45,319, respectively, and is included in Interest and finance
costs in the accompanying consolidated statements of income.
C. Financing Costs
The amounts of financing costs included in the loan balances and capital lease obligations
(Note 11) are as follows:
F-32
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COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Balance, January 1, 2016. . . . . . . . .
Additions . . . . . . . . . . . . . . . . . . . . . . . .
Amortization. . . . . . . . . . . . . . . . . . . . .
Write-off . . . . . . . . . . . . . . . . . . . . . . . . .
Balance, December 31, 2016 . . . . .
Additions . . . . . . . . . . . . . . . . . . . . . . . .
Amortization. . . . . . . . . . . . . . . . . . . . .
Balance, December 31, 2017 . . . . .
Less: Current portion of
financing costs . . . . . . . . . . . . . . . . .
Financing costs, non-current
portion . . . . . . . . . . . . . . . . . . . . . . . .
Financing costs
$ 6,006
3,907
(2,027)
(586)
$ 7,300
1,733
(2,236)
$ 6,797
(2,077)
$ 4,720
Financing costs represent legal fees and fees paid to the lenders for the conclusion of the
Company’s financing. The amortization of loan financing costs is included in interest and finance
costs in the accompanying consolidated statements of income (Note 16).
11. Capital Leased Assets and Capital Lease Obligations:
Between January and April 2014, the Company took delivery of the newbuild vessels
MSC Azov, MSC Ajaccio and MSC Amalfi. Upon the delivery of each vessel, the Company agreed
with a financial institution to refinance the then outstanding balance of the loans relating to these
vessels by entering into a ten-year sale and leaseback transaction for each vessel. The shipbuilding
contracts were novated to the financial institution for an amount of $85,572 each.
On July 6, 2016 and July 15, 2016 the Company agreed with a financial institution to refinance
the then outstanding balance of the loans relating to the MSC Athos and the MSC Athens
(Note 10.B.4), by entering into a seven-year sale and leaseback transaction for each vessel.
On June 19, 2017, the Company entered into two seven-year sale and leaseback transactions
with a financial institution for the Leonidio and Kyparissia (Note 6).
The sale and leaseback transactions were classified as capital leases. As the fair value of each
vessel sold was in excess of its carrying amount, the difference between the sale proceeds and the
carrying amount was classified as prepaid lease rentals or as unearned revenue.
The total value of the vessels, at the inception of the capital lease transactions, was $452,564, in
the aggregate. The depreciation charged during the years ended December 31, 2015, 2016 and 2017,
amounted to $7,581, $9,942 and $13,207, respectively and is included in Depreciation in the
accompanying consolidated statements of income. As of December 31, 2016 and 2017, accumulated
depreciation amounted to $23,692 and $36,899, respectively, and is included in Capital leased assets,
in the accompanying consolidated balance sheets. As of December 31, 2016 and 2017, the net book
value of the vessels amounted to $384,872 and $415,665, respectively, and is separately reflected as
Capital leased assets, in the accompanying consolidated balance sheets.
The balance of prepaid lease rentals, as of December 31, 2016 and 2017, is as follows:
F-33
96938
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
December 31,
2016
December 31,
2017
Prepaid lease rentals . . . . . . . . . . .
Additions . . . . . . . . . . . . . . . . . . . . . .
Less: Amortization of prepaid
lease rentals . . . . . . . . . . . . . . . . .
Prepaid lease rentals . . . . . . . . . . .
Less: current portion . . . . . . . . . . .
Non-current portion. . . . . . . . . . . .
$40,811
26,390
(6,779)
$60,422
(8,752)
$51,670
$60,422
—
(8,752)
$51,670
(8,752)
$42,918
The capital lease obligations amounting to $376,411 as at December 31, 2017 are scheduled to
expire through 2024 and include a bargain purchase option to repurchase the vessels at any time
during the charter period. Total interest expenses incurred on capital leases for the years ended
December 31, 2015, 2016 and 2017 amounted to $17,131, 18,915 and $21,999, respectively, and are
included in Interest and finance costs in the accompanying consolidated statements of income.
Finance lease obligations of MSC Athos and MSC Athens bear interest at LIBOR plus a spread,
which is not included in the annual lease payments table below.
The annual lease payments under the capital leases after December 31, 2017, are in the
aggregate as follows:
Year ending December 31,
2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2019 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2020 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2021 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2022 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2023 and thereafter . . . . . . . . . . . . . . . . . .
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Less: Amount of interest (MSC
Azov, MSC Ajaccio, MSC Amalfi,
Leonidio and Kyparissia) . . . . . . . . . .
Total lease payments . . . . . . . . . . . . . . . .
Less: Financing costs, net . . . . . . . . . . . .
Total lease payments, net . . . . . . . . . . . .
Amount
$ 49,798
49,798
49,895
49,798
49,798
203,540
$452,627
(76,216)
$376,411
(4,205)
$372,206
The total capital lease obligations, net of related financing costs, are presented in the
accompanying December 31, 2016 and 2017, consolidated balance sheet as follows:
Capital lease obligation—
current. . . . . . . . . . . . . . . . . . . . . . .
Less: current portion of
December 31,
2016
December 31,
2017
$ 29,761
$ 33,753
financing costs . . . . . . . . . . . . . . .
(702)
(879)
Capital lease obligation—non-
current. . . . . . . . . . . . . . . . . . . . . . .
Less: non-current portion of
financing costs . . . . . . . . . . . . . . .
334,074
342,658
(2,878)
(3,326)
Total . . . . . . . . . . . . . . . . . . . . . . . . . . .
$360,255
$ 372,206
F-34
58602
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
12. Accrued Charter Revenue, Current and Non-Current and Unearned Revenue, Current and Non-
Current:
(a) Accrued Charter Revenue, Current and Non-Current: The amounts presented as current and
non-current accrued charter revenue in the accompanying consolidated balance sheets as of
December 31, 2016 and 2017, reflect revenue earned, but not collected, resulting from charter
agreements providing for varying annual charter rates over their terms, which were accounted for on
a straight-line basis at their average rates.
As at December 31, 2016, the net accrued charter revenue, totaling to ($27,639), comprises $408
separately reflected in Current assets, $185 separately reflected in Non-current assets, and ($28,232)
(discussed in (b) below) included in Unearned revenue in current and non-current liabilities in the
accompanying 2016 consolidated balance sheet. As at December 31, 2017, the net accrued charter
revenue, totaling to ($16,435), comprises $185 separately reflected in Current assets and ($16,620)
(discussed in (b) below) included in Unearned revenue in current and non-current liabilities in the
accompanying 2017 consolidated balance sheet. The maturities of the net accrued charter revenue as
of December 31 of each year presented below are as follows:
Year ending December 31,
2018. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2019. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2020. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amount
$ (8,935)
(6,699)
(801)
$(16,435)
(b) Unearned Revenue, Current and Non-Current: The amounts presented as current and non-
current unearned revenue in the accompanying consolidated balance sheets as of December 31, 2016
and 2017, reflect: (a) cash received prior to the balance sheet date for which all criteria to recognize
as revenue have not been met, (b) any unearned revenue resulting from charter agreements
providing for varying annual charter rates over their term, which were accounted for on a straight-
line basis at their average rate and (c) any deferred gain from the sale and leaseback transactions,
net of amortization of ($323), which is included in Amortization of prepaid lease rentals, net in the
2017 accompanying statements of income.
Hires collected in advance . . . . . . . . . . . . . . . . .
Deferred gain, net . . . . . . . . . . . . . . . . . . . . . . . . .
Charter revenue resulting from varying
charter rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Less current portion . . . . . . . . . . . . . . . . . . . . . . .
Non-current portion . . . . . . . . . . . . . . . . . . . . . . .
December 31,
2016
December 31,
2017
$ 7,924
—
$ 5,589
4,158
28,232
$ 36,156
(19,668)
$ 16,488
16,620
$ 26,367
(15,310)
$ 11,057
13. Commitments and Contingencies:
(a) Time charters: As at December 31, 2017, the Company has entered into time charter
arrangements for all of its vessels in operation with the exception of two vessels, with international
liner operators. These arrangements as at December 31, 2017, have remaining terms of up to 84
months. After December 31, 2017, future minimum contractual charter revenues assuming 365
revenue days per annum per vessel and the earliest redelivery dates possible, based on vessels’
committed, non-cancellable, time charter contracts, are as follows:
F-35
90039
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Year ending December 31,
2018 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2019 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2020 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2021 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2022 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2023 and thereafter . . . . . . . . . . . . . . . . . .
Amount
$236,398
139,357
110,092
101,491
90,719
73,904
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$751,961
(b) Capital Commitments: Pursuant to the Restated Framework Deed the Company has a
contractual commitment of approximately $2,137 representing 49% of the remaining construction
cost of two vessels under construction (Note 9).
(c) Debt guarantees with respect to entities formed under the Framework Deed: Costamare
agreed to guarantee 100% of the debt of Ainsley Maritime Co., Ambrose Maritime Co., Kemp
Maritime Co., Hyde Maritime Co. and Skerrett Maritime Co., which were formed under the
Framework Deed and own Cape Kortia, Cape Sounio, Cape Akritas, Cape Tainaro and Cape
Artemisio, respectively. As at December 31, 2017, Costamare has guaranteed $82,500 of debt relating
to Kemp Maritime Co. and Hyde Maritime Co. (Note 9), $82,975 of the debt relating to Ainsley
Maritime Co. and Ambrose Maritime Co. (Note 9) and $42,550 of the debt relating to Skerrett
Maritime Co. (Note 9). As security for providing the guarantee, in the event that Costamare is
required to pay under any guarantee, Costamare is entitled to acquire all of the shares in the
entities for the benefit of which guarantee has been issued that it does not already own for nominal
consideration.
(d) Other: Various claims, suits, and complaints, including those involving government
regulations and product liability, arise in the ordinary course of the shipping business. In addition,
losses may arise from disputes with charterers, agents, insurance and other claims with suppliers
relating to the operations of the Company’s vessels. Currently, management is not aware of any such
claims not covered by insurance or contingent liabilities, which should be disclosed, or for which a
provision has not been established in the accompanying consolidated financial statements.
The Company accrues for the cost of environmental liabilities when management becomes
aware that a liability is probable and is able to reasonably estimate the probable exposure.
Currently, management is not aware of any other claims or contingent liabilities which should be
disclosed or for which a provision should be established in the accompanying consolidated financial
statements.
The Company is covered for liabilities associated with the vessels’ operations up to the
customary limits provided by the Protection and Indemnity (“P&I”) Clubs, members of the
International Group of P&I Clubs.
14. Common Stock and Additional Paid-In Capital:
(a) Common Stock: On December 5, 2016, the Company completed a follow-on public equity
offering in the United States under the Securities Act. In this respect, 12,000,000 shares at par value
$0.0001 were issued at a public offering price of $6.00 per share. The net proceeds of the follow-on
offering were $69,037.
During the year ended December 31, 2016, the Company issued 598,400 shares, in aggregate, at
par value of $0.0001 to Costamare Services pursuant to the Services Agreement (Note 3). During
the year ended December 31, 2017, the Company issued 598,400 shares in aggregate at par value of
$0.0001 to Costamare Services pursuant to the Services Agreement (Note 3). The fair value of such
F-36
57353
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
shares was calculated based on the closing trading price at the date of issuance. There were no
share-based payment awards outstanding during the year ended December 31, 2017.
On July 6, 2016, the Company implemented the Plan. The Plan offers holders of Company
common stock the opportunity to purchase additional shares by having their cash dividends
automatically reinvested in Company common stock. Participation in the Plan is optional, and
shareholders who decide not to participate in the Plan will continue to receive cash dividends, as
declared and paid in the usual manner. During the year ended December 31, 2016, the Company
issued 2,428,081 shares in aggregate at par value of $0.0001 to its common stockholders, at an
average price of $8.043837 per share. During the year ended December 31, 2017, the Company
issued 3,682,704 shares at par value of $0.0001 to its common stockholders, at an average price of
$6.194 per share.
On May 31, 2017, the Company completed a follow-on public equity offering in the
United States under the Securities Act. In this respect 13,500,000 shares at par value $0.0001 were
issued at a public offering price of $7.10 per share, increasing the issued share capital to 105,840,848
shares. The net proceeds of the follow-on offering were $91,675.
As at December 31, 2017, the aggregate issued share capital was 108,205,985 common shares.
(b) Additional Paid-in Capital: The amounts shown in the accompanying consolidated balance
sheets, as additional paid-in capital include: (i) payments made by the stockholders at various dates
to finance vessel acquisitions in excess of the amounts of bank loans obtained, (ii) the difference
between the par value of the shares issued in the Initial Public Offering in November 2010 and the
offerings in March 2012, October 2012, August 2013, January 2014, May 2015, December 2016 and
May 2017 and the net proceeds received from the issuance of such shares, (iii) the difference
between the par value and the fair value of the shares issued to Costamare Shipping and Costamare
Services (Note 3) and (iv) the difference between the par value of the shares issued under the Plan.
(c) Dividends declared and / or paid: During the year ended December 31, 2016, the Company
declared and paid to its common stockholders (i) $21,866 or $0.29 per common share for the fourth
quarter of 2015 (ii) $21,908 or $0.29 per common share for the first quarter of 2016, (iii) paid $7,570
or $0.29 per share and issued 1,610,248 shares pursuant to the plan for the second quarter of 2016
and (iv) paid $2,595 or $0.10 per share and issued 817,833 shares pursuant to the plan for the third
quarter of 2016. During the year ended December 31, 2017, the Company declared and paid to its
common stockholders $0.10 per common share and, after accounting for shareholders participating in
the Plan, the Company paid (i) $3,619 in cash and issued 1,014,550 shares pursuant to the Plan for
the fourth quarter of 2016, (ii) $3,610 in cash and issued 751,817 shares pursuant to the Plan for the
first quarter of 2017, (iii) $4,822 in cash and issued 894,989 shares pursuant to the Plan for the
second quarter of 2017 and (iv) $4,641 in cash and issued 1,021,348 shares pursuant to the Plan for
the third quarter of 2017.
During the year ended December 31, 2016 the Company declared and paid to its holders of
Series B Preferred Stock (i) $953 or $0.476563 per share for the period from October 15, 2015 to
January 14, 2016, (ii) $953 or $0.476563 per share for the period from January 15, 2016 to April 14,
2016, (iii) $953 or $0.476563 per share for the period from April 15, 2016 to July 14, 2016 and
(iv) $953 or $0.476563 per share for the period from July 15, 2016 to October 14, 2016. During the
year ended December 31, 2017, the Company declared and paid to its holders of Series B Preferred
Stock (i) $953 or $0.476563 per share for the period from October 15, 2016 to January 14, 2017,
(ii) $953 or $0.476563 per share for the period from January 15, 2017 to April 14, 2017, (iii) $953 or
$0.476563 per share for the period from April 15, 2017 to July 14, 2017 and (iv) $953 or $0.476563
per share for the period from July 15, 2017 to October 14, 2017.
During the year ended December 31, 2016, the Company declared and paid to its holders of
Series C Preferred Stock (i) $2,125 or $0.531250 per share for the period from October 15, 2015 to
F-37
15971
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
January 14, 2016, (ii) $2,125 or $0.531250 per share for the period from January 15, 2016 to
April 14, 2016, (iii) $2,125 or $0.531250 per share for the period from April 15, 2016 to July 14,
2016 and (iv) $2,125 or $0.531250 per share for the period from July 15, 2016 to October 14, 2016.
During the year ended December 31, 2017, the Company declared and paid to its holders of
Series C Preferred Stock (i) $2,125 or $0.531250 per share for the period from October 15, 2016 to
January 14, 2017, (ii) $2,125 or $0.531250 per share for the period from January 15, 2017 to
April 14, 2017, (iii) $2,125 or $0.531250 per share for the period from April 15, 2017 to July 14,
2017 and (iv) $2,125 or $0.531250 per share for the period from July 15, 2017 to October 14, 2017.
During the year ended December 31, 2016, the Company declared and paid to its holders of
Series D Preferred Stock (i) $2,188 or $0.546875 per share for the period from October 15, 2015 to
January 14, 2016, (ii) $2,188 or $0.546875 per share for the period from January 15, 2016 to
April 14, 2016, (iii) $2,188 or $0.546875 per share for the period from April 15, 2016 to July 14,
2016 and (iv) $2,188 or $0.546875 per share for the period from July 15, 2016 to October 14, 2016.
During the year ended December 31, 2017, the Company declared and paid to its holders of
Series D Preferred Stock (i) $2,188 or $0.546875 per share for the period from October 15, 2016 to
January 14, 2017, (ii) $2,188 or $0.546875 per share for the period from January 15, 2017 to
April 14, 2017, (iii) $2,188 or $0.546875 per share for the period from April 15, 2017 to July 14,
2017 and (iv) $2,188 or $0.546875 per share for the period from July 15, 2017 to October 14, 2017.
15. Earnings per share (EPS)
All common shares issued are Costamare common stock and have equal rights to vote and
participate in dividends. Profit or loss attributable to common equity holders is adjusted by the
contractual amount of dividends on Series B Preferred Stock, Series C Preferred Stock and Series D
Preferred Stock that should be paid for the period. Dividends paid or accrued on Series B Preferred
Stock, Series C Preferred Stock and Series D Preferred Stock during the years ended December 31,
2015, 2016 and 2017, amounted to $17,903, $21,063 and $21,063, respectively.
Net income. . . . . . . . . . . . . . . . . . . . . . . . . . .
Less: paid and accrued earnings
allocated to Preferred Stock . . . . . . .
Net income available to common
stockholders. . . . . . . . . . . . . . . . . . . . . . . .
Weighted average number of
2015
Basic EPS
December 31,
2016
Basic EPS
2017
Basic EPS
$
143,764
$
81,702
$
72,876
(17,903)
(21,063)
(21,063)
125,861
60,639
51,813
common shares, basic and diluted . .
75,027,474
77,243,252
100,527,907
Earnings per common share, basic
and diluted. . . . . . . . . . . . . . . . . . . . . . . . .
$
1.68
$
0.79
$
0.52
16. Interest and Finance Costs:
The interest and finance costs in the accompanying consolidated statements of income are as
follows:
F-38
41242
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Interest expense . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Swap effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amortization and write-off of financing costs. . . . . .
Commitment fees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bank charges and other financing costs. . . . . . . . . . . .
Years ended December 31,
2015
2017
2016
$45,070
31,800
1,896
600
265
$79,631
$49,880
20,237
2,613
75
3
$72,808
$55,925
11,393
2,236
30
256
$69,840
17. Taxes:
Under the laws of the countries of incorporation for the vessel-owning companies and/or of the
countries of registration of the vessels, the companies are not subject to tax on international
shipping income; however, they are subject to registration and tonnage taxes, which are included in
Vessel operating expenses in the accompanying consolidated statements of income.
The vessel-owning companies with vessels that have called on the United States during the
relevant year of operation are obliged to file tax returns with the Internal Revenue Service. The
applicable tax is 50% of 4% of U.S.-related gross transportation income unless an exemption
applies. Management believes that, based on current legislation the relevant vessel-owning companies
are entitled to an exemption under Section 883 of the Internal Revenue Code of 1986, as amended.
18. Derivatives:
(a) Interest rate swaps that meet the criteria for hedge accounting: The Company, according to
its long-term strategic plan to maintain stability in its interest rate exposure, has decided to minimize
its exposure to floating interest rates by entering into interest rate swap agreements. To this effect,
the Company has entered into interest rate swap transactions with varying start and maturity dates,
in order to manage its floating rate exposure.
These interest rate swaps are designed to hedge the variability of interest cash flows arising
from floating rate debt, attributable to movements in three-month or six-month USD LIBOR.
According to the Company’s Risk Management Accounting Policy, after putting in place the formal
documentation required by ASC 815 in order to designate these swaps as hedging instruments as
from their inception, these interest rate swaps qualified for hedge accounting. Accordingly, only
hedge ineffectiveness amounts arising from the differences in the change in fair value of the hedging
instrument and the hedged item are recognized in the Company’s earnings. Assessment and
measurement of the effectiveness of these interest rate swaps are performed at each reporting
period. For qualifying cash flow hedges, the fair value gain or loss associated with the effective
portion of the cash flow hedge is recognized initially in “Other comprehensive income” and
recognized to the consolidated statement of income in the periods when the hedged item affects
profit or loss. Any ineffective portion of the gain or loss on the hedging instrument is recognized in
the consolidated statement of income immediately.
At December 31, 2016 and 2017, the Company had interest rate swap agreements with an
outstanding notional amount of $783,403 and $656,096, respectively. The fair value of these interest
rate swaps outstanding at December 31, 2016 and 2017 amounted to a net liability of $10,459 and a
net asset of $2,031, respectively, and these are included in the accompanying consolidated balance
sheets. The maturity of these interest rate swaps range between June 2018 and May 2023.
The estimated net amount that is expected to be reclassified within the next 12 months from
Accumulated Other Comprehensive Loss to earnings in respect of the settlements on interest rate
swaps amounts to $2,507.
F-39
97379
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
(b) Interest rate swaps that do not meet the criteria for hedge accounting: As of December 31,
2016 and 2017, the Company had interest rate swap agreements with an outstanding notional amount
of $199,846 and $89,752, respectively, for the purpose of managing risks associated with the
variability of changing LIBOR-related interest rates. Such agreements did not meet hedge
accounting criteria and, therefore, changes in its fair value are reflected in earnings. The fair value
of these interest rate swaps at December 31, 2016 and 2017 was a liability of $4,855 and a liability
of $980, respectively, and these are included in Fair value of derivatives in the accompanying
consolidated balance sheets. The maturity of these interest rate swaps range between August 2018
and August 2020.
(c) Foreign currency agreements: As of December 31, 2017, the Company was engaged in two
Euro/U.S. dollar forward agreements totaling $4,000 at an average forward rate of Euro/U.S. dollar
1.1682 expiring in monthly intervals up to February 2018.
As of December 31, 2016, the Company was engaged in three Euro/U.S. dollar forward
agreements totaling $9,000 at an average forward rate of Euro/U.S. dollar 1.0653 expiring in monthly
intervals up to March 2017.
As of December 31, 2015, the Company was engaged in 16 Euro/U.S. dollar forward agreements
totaling $20,000 at an average forward rate of Euro/U.S. dollar 1.0725 expiring in monthly intervals
up to August 2016.
The total change of forward contracts fair value for the year ended December 31, 2017, was a
gain of $197 (loss of $437 for the year ended December 31, 2016 and gain of $1,361 for the year
ended December 31, 2015) and is included in Gain / (Loss) on derivative instruments, net in the
accompanying consolidated statements of income.
The Effect of Derivative Instruments for the years ended
December 31, 2015, 2016 and 2017
Derivatives in ASC 815 Cash Flow Hedging Relationships
Amount of Gain / (Loss)
Recognized in Accumulated
OCI on Derivative
(Effective Portion)
2016
2017
2015
Location of
Gain / (Loss)
Recognized in
Income on
Derivative
(Ineffective Portion)
Amount of Gain /
(Loss)
Recognized in
Income on
Derivative
(Ineffective
Portion)
2016
2017
2015
Interest rate swaps
(20,418)
8,828
1,999 Gain / (Loss) on
derivative instruments,
net
(60) — —
Reclassification to
Interest and finance
costs
31,800
20,237
11,393
— — —
Total
11,382
29,065
13,392
(60) — —
F-40
06028
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
Derivatives Not Designated as Hedging Instruments and ineffectiveness of Hedging Instruments
under ASC 815
Location of Gain / (Loss)
Recognized in Income on
Derivative
Amount of Gain / (Loss)
Recognized in Income
on Derivative
2016
2017
2015
Non hedging interest
rate swaps
Ineffective portion of
hedging interest
rate swaps
Forward contracts
Total
Gain / (Loss) on derivative instruments, net
2,910
(3,554)
(1,113)
Gain / (Loss) on derivative instruments, net
Gain / (Loss) on derivative instruments, net
(60)
1,361
4,211
—
(437)
—
197
(3,991)
(916)
The realized loss on non-hedging interest rate swaps included in “Gain / (Loss) on derivative
instruments, net” amounted to $12,645, $8,500 and $2,212 for the years ended December 31, 2015,
2016 and 2017, respectively.
19. Financial Instruments:
(a) Interest rate risk: The Company’s interest rates and loan repayment terms are described in
Note 10.
(b) Concentration of credit risk: Financial instruments which potentially subject the Company to
significant concentrations of credit risk consist principally of cash and cash equivalents, accounts
receivable (included in current and non-current assets), equity method investments, equity securities,
debt securities and derivative contracts (interest rate swaps and foreign currency contracts). The
Company places its cash and cash equivalents, consisting mostly of deposits, with financial
institutions of high credit ratings. The Company performs periodic evaluations of the relative credit
standing of those financial institutions. The Company is exposed to credit risk in the event of non-
performance by the counterparties to its derivative instruments; however, the Company limits its
exposure by diversifying among counterparties with high credit ratings. The Company limits its credit
risk with accounts receivable, equity method investments and equity and debt securities by
performing ongoing credit evaluations of its customers’ and investees’ financial condition and
generally does not require collateral for its accounts receivable.
(c) Fair value: The carrying amounts reflected in the accompanying consolidated balance sheet
of financial assets and accounts payable approximate their respective fair values due to the short
maturity of these instruments. The fair value of long-term bank loans with variable interest rates
approximate the recorded values, generally due to their variable interest rates. The fair value of the
interest rate swap agreements and the foreign currency agreements discussed in Note 18 above are
determined through Level 2 of the fair value hierarchy as defined in FASB guidance for Fair Value
Measurements and are derived principally from or corroborated by observable market data, interest
rates, yield curves and other items that allow value to be determined.
The fair value of the interest rate swap agreements discussed in Note 18(a) and (b) equates to
the amount that would be paid or received by the Company to cancel the agreements. As at
December 31, 2016 and 2017, the fair value of these interest rate swaps in aggregate amounted to a
net liability of $15,314 and a net asset of $1,051, respectively.
The fair value of the forward contracts discussed in Note 18(c) determined through Level 2 of
the fair value hierarchy as at December 31, 2016 and 2017, amounted to a liability of $85 and an
asset of $112, respectively.
F-41
65582
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
The following tables summarize the hierarchy for determining and disclosing the fair value of
assets and liabilities by valuation technique on a recurring basis as of the valuation date.
December 31,
2016
Quoted Prices in
Active Markets for
Identical Assets
(Level 1)
Recurring measurements:
Interest rate swaps—asset position . . . . . . . . . . .
Forward contracts—liability position . . . . . . . . .
Interest rate swaps-liability position. . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$ 4,724
(85)
(20,038)
$(15,399)
$—
—
—
$—
December 31,
2017
Quoted Prices in
Active Markets for
Identical Assets
(Level 1)
Recurring measurements:
Forward contracts—asset position. . . . . . . . . . . .
Interest rate swaps—asset position . . . . . . . . . . .
Interest rate swaps—liability position . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$
112
5,754
(4,703)
$ 1,163
$—
—
—
$—
Significant
Other
Observable
Inputs
(Level 2)
$ 4,724
(85)
(20,038)
$(15,399)
Significant
Other
Observable
Inputs
(Level 2)
$
112
5,754
(4,703)
$ 1,163
Unobservable
Inputs
(Level 3)
$—
—
—
$—
Unobservable
Inputs
(Level 3)
$—
—
—
$—
20. Comprehensive Income:
During the year ended December 31, 2015, Other comprehensive income increased with net
gains of $11,485 relating to (i) the change of the fair value of derivatives that qualify for hedge
accounting (loss of $20,418), net of the settlements to net income of derivatives that qualify for
hedge accounting (gain of $31,800) and (ii) the amounts reclassified from Net settlements on interest
rate swaps qualifying for hedge accounting to depreciation ($103).
During the year ended December 31, 2016, Other comprehensive income increased with net
gains of $30,225 relating to (i) the change of the fair value of derivatives that qualify for hedge
accounting (gain of $8,828), net of the settlements to net income of derivatives that qualify for
hedge accounting (gain of $20,237), (ii) the amounts reclassified from Net settlements on interest
rate swaps qualifying for hedge accounting to depreciation ($84) and (iv) the amounts reclassified
from net settlements on interest rate swaps qualifying for hedge accounting to Prepaid lease rentals
($1,076).
During the year ended December 31, 2017, Other comprehensive income increased with net
gains of $13,455 relating to (i) the change of the fair value of derivatives that qualify for hedge
accounting (gain of $1,999), net of the settlements to net income of derivatives that qualify for
hedge accounting (gain of $11,393) and (ii) the amounts reclassified from Net settlements on interest
rate swaps qualifying for hedge accounting to depreciation ($63).
As at December 31, 2015, 2016 and 2017, Comprehensive income amounted to $155,249,
$111,927 and $86,331, respectively. The estimated net amount that is expected to be reclassified
within the next 12 months from Accumulated Other Comprehensive Loss to earnings in respect of
the net settlements on interest rate swaps amounts to $2,507.
F-42
75570
COSTAMARE INC.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS—(Continued)
December 31, 2015, 2016 and 2017
(Expressed in thousands of U.S. dollars, except share and per share data)
21. Subsequent Events:
(a) Entering into a Charter Brokerage Agreement with a Related Party: On January 1, 2018,
Costamare Shipping appointed, on behalf of the vessels it manages, Blue Net Chartering GmbH &
Co. KG (“Blue Net”), a company owned 50% (indirectly) by the Company’s Chairman and Chief
Executive Officer, to provide charter brokerage services to all vessels under its management
(including vessels owned by the Company). Blue Net provides exclusive charter brokerage services
to containership owners.
(b) Declaration and Payment of Dividends (common stock): On January 2, 2018, the Company
declared a dividend for the fourth quarter ended December 31, 2017, of $0.10 per share on its
common stock, which was paid on February 6, 2018, to stockholders of record as of January 23,
2018.
(c) Declaration and Payment of Dividends (preferred stock Series B, Series C and Series D):
On January 2, 2018, the Company declared a dividend of $0.476563 per share on its Series B
Preferred Stock, a dividend of $0.531250 per share on its Series C Preferred Stock and a dividend of
$0.546875 per share on its Series D Preferred Stock, which were all paid on January 16, 2018 to
holders of record as of January 12, 2018.
(d) Issuance of Preferred Stock: On January 30, 2018, the Company completed a public offering
of 4,600,000 shares of its 8.875% Series E Cumulative Redeemable Perpetual Preferred Stock (the
“Series E Preferred Stock”), par value $0.0001, at a public offering price of $25.00 per share. The
net proceeds of the follow-on offering were $111,224.
(e) Issuance of Common Stock: On February 6, 2018, pursuant to the Plan, the Company issued
988,841 shares at par value of $0.0001 to its common stockholders, at a price of $6.3084 per share.
(f) Term loan supplemental agreement: On February 16, 2018, Mas Shipping Co., entered into a
supplemental agreement with the bank pursuant to which Mas Shipping Co. repaid $1,000 in
February 2018 and the bank agreed to extend the maturity of the loan (Note 10.2.1) until February
2019 payable in four equal quarterly instalments of $1,000, and a balloon payment of $8,125 payable
together with the last instalment.
F-43
58615
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47455
EXHIBIT 8.1
Jurisdiction of
Incorporation
Proportion of
Ownership Interest
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
Name of Subsidiary
ACHILLEAS MARITIME CORPORATION . . . . . . . . . . . . . . . . . . .
ADELE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALEXIA TRANSPORT CORP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANGISTRI CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BASTIAN SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BULLOW INVESTMENTS INC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADENCE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAGNEY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPETANISSA MARITIME CORPORATION . . . . . . . . . . . . . . . .
CARAVOKYRA MARITIME CORPORATION . . . . . . . . . . . . . . .
CHRISTOS MARITIME CORPORATION . . . . . . . . . . . . . . . . . . . . .
COSTACHILLE MARITIME CORPORATION . . . . . . . . . . . . . . . .
COSTIS MARITIME CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . .
DAINA SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DINO SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EDITH SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FANAKOS MARITIME CORPORATION . . . . . . . . . . . . . . . . . . . . .
FASTSAILING MARITIME CO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FINCH SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLOW SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GAVIN SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GRAPPA SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HALEY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HARDISTY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDRIS SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JODIE SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JOYNER CARRIERS S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KALAMATA SHIPPING CORPORATION . . . . . . . . . . . . . . . . . . . .
KAYLEY SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KELSEN SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LANG SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEROY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LINDNER SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MADELIA SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MANSEL SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MARATHOS SHIPPING INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MARINA MARITIME CORPORATION . . . . . . . . . . . . . . . . . . . . . . .
MARVISTA MARITIME INC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAS SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MERTEN SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MIKO SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MONTES SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVARINO MARITIME CORPORATION. . . . . . . . . . . . . . . . . . . .
NERIDA SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NICKY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ODETTE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERCY SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PLANGE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
QUENTIN SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RAYMOND SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RENA MARITIME CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . . .
SANDER SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34477
Name of Subsidiary
Jurisdiction of
Incorporation
Proportion of
Ownership Interest
SIMONE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPEDDING SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKOULIS MARITIME CORPORATION. . . . . . . . . . . . . . . . . . . . .
TERANCE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIMPSON SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
UNDINE SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
URIZA SHIPPING S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VALLI SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIRNA SHIPPING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WALDO SHIPPING CO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COSTAMARE VENTURES INC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marshall Islands
CROY HOLDINGS INC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marshall Islands
COSTAMARE PARTNERS LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marshall Islands
COSTAMARE PARTNERS GP LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . Marshall Islands
COSTAMARE PARTNERS HOLDINGS LLC . . . . . . . . . . . . . . . . . Marshall Islands
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
Liberia
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
78775
CERTIFICATION OF CHIEF EXECUTIVE OFFICER
EXHIBIT 12.1
I, Konstantinos Konstantakopoulos, certify that:
1. I have reviewed this annual report on Form 20-F of Costamare Inc.;
2. Based on my knowledge, this report does not contain any untrue statement of a material fact
or omit to state a material fact necessary to make the statements made, in light of the
circumstances under which such statements were made, not misleading with respect to the
period covered by this report;
3. Based on my knowledge, the financial statements, and other financial information included in
this report, fairly present in all material respects the financial condition, results of operations
and cash flows of the company as of, and for, the periods presented in this report;
4. The company’s other certifying officer(s) and I are responsible for establishing and
maintaining disclosure controls and procedures (as defined in Exchange Act Rules 13a-15(e)
and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act
Rules 13a-15(f) and 15d-15(f)) for the company and have:
(a) Designed such disclosure controls and procedures, or caused such disclosure controls and
procedures to be designed under our supervision, to ensure that material information
relating to the company, including its consolidated subsidiaries, is made known to us by
others within those entities, particularly during the period in which this report is being
prepared;
(b) Designed such internal control over financial reporting, or caused such internal control
over financial reporting to be designed under our supervision, to provide reasonable
assurance regarding the reliability of financial reporting and the preparation of financial
statements for external purposes in accordance with generally accepted accounting
principles;
(c) Evaluated the effectiveness of the company’s disclosure controls and procedures and
presented in this report our conclusions about the effectiveness of the disclosure controls
and procedures, as of the end of the period covered by this report based on such
evaluation; and
(d) Disclosed in this report any change in the company’s internal control over financial
reporting that occurred during the period covered by the annual report that has materially
affected, or is reasonably likely to materially affect, the company’s internal control over
financial reporting; and
5. The company’s other certifying officer and I have disclosed, based on our most recent
evaluation of internal control over financial reporting, to the company’s auditors and the
audit committee of the company’s board of directors (or persons performing the equivalent
functions):
(a) All significant deficiencies and material weaknesses in the design or operation of internal
control over financial reporting which are reasonably likely to adversely affect the
company’s ability to record, process, summarize and report financial information; and
(b) Any fraud, whether or not material, that involves management or other employees who
have significant role in the company’s internal control over financial reporting.
Date: February 27, 2018
By: /s/ KONSTANTINOS KONSTANTAKOPOULOS
Name: Konstantinos Konstantakopoulos
Title: Chief Executive Officer
66850
CERTIFICATION OF CHIEF FINANCIAL OFFICER
EXHIBIT 12.2
I, Gregory Zikos, certify that:
1. I have reviewed this annual report on Form 20-F of Costamare Inc.;
2. Based on my knowledge, this report does not contain any untrue statement of a material fact
or omit to state a material fact necessary to make the statements made, in light of the
circumstances under which such statements were made, not misleading with respect to the
period covered by this report;
3. Based on my knowledge, the financial statements, and other financial information included in
this report, fairly present in all material respects the financial condition, results of operations
and cash flows of the company as of, and for, the periods presented in this report;
4. The company’s other certifying officer(s) and I are responsible for establishing and
maintaining disclosure controls and procedures (as defined in Exchange Act Rules 13a-15(e)
and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act
Rules 13a-15(f) and 15d-15(f)) for the company and have:
(a) Designed such disclosure controls and procedures, or caused such disclosure controls and
procedures to be designed under our supervision, to ensure that material information
relating to the company, including its consolidated subsidiaries, is made known to us by
others within those entities, particularly during the period in which this report is being
prepared;
(b) Designed such internal control over financial reporting, or caused such internal control
over financial reporting to be designed under our supervision, to provide reasonable
assurance regarding the reliability of financial reporting and the preparation of financial
statements for external purposes in accordance with generally accepted accounting
principles;
(c) Evaluated the effectiveness of the company’s disclosure controls and procedures and
presented in this report our conclusions about the effectiveness of the disclosure controls
and procedures, as of the end of the period covered by this report based on such
evaluation; and
(d) Disclosed in this report any change in the company’s internal control over financial
reporting that occurred during the period covered by the annual report that has materially
affected, or is reasonably likely to materially affect, the company’s internal control over
financial reporting; and
5. The company’s other certifying officer and I have disclosed, based on our most recent
evaluation of internal control over financial reporting, to the company’s auditors and the
audit committee of the company’s board of directors (or persons performing the equivalent
functions):
(a) All significant deficiencies and material weaknesses in the design or operation of internal
control over financial reporting which are reasonably likely to adversely affect the
company’s ability to record, process, summarize and report financial information; and
(b) Any fraud, whether or not material, that involves management other employees who have
a significant role in the company’s internal control over initial reporting.
Date: February 27, 2018
By: /s/ GREGORY ZIKOS
Name: Gregory Zikos
Title: Chief Financial Officer
19292
EXHIBIT 13.1
CERTIFICATION PURSUANT TO
18 U.S.C. SECTION 1350
AS ADOPTED PURSUANT TO SECTION 906
OF THE SARBANES-OXLEY ACT OF 2002
In connection with the annual report on Form 20-F of Costamare Inc., a corporation organized
under the laws of the Republic of The Marshall Islands (the “Company”), for the period ending
December 31, 2017, as filed with the Securities and Exchange Commission on the date hereof (the
“Report”), the undersigned officer of the Company certifies pursuant to 18 U.S.C. Section 1350, as
adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, that:
1. the Report fully complies with the requirements of Section 13(a) or 15(d) of the Securities
Exchange Act of 1934; and
2. the information contained in the Report fairly presents, in all material respects, the financial
condition and results of operations of the Company as of, and for, the periods presented in
the report.
The foregoing certification is provided solely for purposes of complying with the provisions of
Section 906 of the Sarbanes-Oxley Act of 2002 and is not intended to be used or relied upon for
any other purpose.
Date: February 27, 2018
By: /s/ KONSTANTINOS KONSTANTAKOPOULOS
Name: Konstantinos Konstantakopoulos
Title: Chief Executive Officer
02027
EXHIBIT 13.2
CERTIFICATION PURSUANT TO
18 U.S.C. SECTION 1350
AS ADOPTED PURSUANT TO SECTION 906
OF THE SARBANES-OXLEY ACT OF 2002
In connection with the annual report on Form 20-F of Costamare Inc., a corporation organized
under the laws of the Republic of The Marshall Islands (the “Company”), for the period ending
December 31, 2017, as filed with the Securities and Exchange Commission on the date hereof (the
“Report”), the undersigned officer of the Company certifies pursuant to 18 U.S.C. Section 1350, as
adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, that:
1. the Report fully complies with the requirements of Section 13(a) or 15(d) of the Securities
Exchange Act of 1934; and
2. the information contained in the Report fairly presents, in all material respects, the financial
condition and results of operations of the Company as of, and for, the periods presented in
the report.
The foregoing certification is provided solely for purposes of complying with the provisions of
Section 906 of the Sarbanes-Oxley Act of 2002 and is not intended to be used or relied u on for any
other purpose.
Date: February 27, 2018
By: /s/ GREGORY ZIKOS
Name: Gregory Zikos
Title: Chief Financial Officer
27393
CONSENT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRM
We consent to the incorporation by reference in the Registration Statement (Form F-3D
No. 333-212415) and the Registration Statement (Form F-3 No. 333-214268) of Costamare Inc. of
our reports dated February 27, 2018, with respect to the consolidated financial statements of
Costamare Inc. and the effectiveness of internal control over financial reporting of Costamare Inc.,
included in this Annual Report (Form 20-F) for the year ended December 31, 2017.
EXHIBIT 15.1
/s/ Ernst & Young (Hellas) Certified Auditors Accountants S.A.
Athens, Greece
February 27, 2018
58615
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ONE OF THE WORLD'S LEADING OWNERS AND PROVIDERS OF CONTAINERSHIPSCOSTAMARE INC.7 rue du Gabian, MC 98000, MonacoTel: + 377 93 25 09 40 Fax: +377 93 25 09 42www.costamare.com