Company Quick10K Filing
DHT Holdings
20-F 2019-12-31 Filed 2020-03-25
20-F 2018-12-31 Filed 2019-03-28
20-F 2017-12-31 Filed 2018-04-24
20-F 2016-12-31 Filed 2017-03-23
20-F 2015-12-31 Filed 2016-03-21
20-F 2014-12-31 Filed 2015-03-19
20-F 2013-12-31 Filed 2014-03-03
20-F 2012-12-31 Filed 2013-04-29
20-F 2011-12-31 Filed 2012-03-19
20-F 2010-12-31 Filed 2011-03-31
20-F 2009-12-31 Filed 2010-03-25

DHT 20F Annual Report

Part I
Item 1. Identity of Directors, Senior Management and Advisors
Item 2. Offer Statistics and Expected Time Table
Item 3. Key Information
Item 4. Information on The Company
Item 4A. Unresolved Staff Comments
Item 5. Operating and Financial Review and Prospects
Item 6. Directors, Senior Management and Employees
Item 7. Major Stockholders and Related Party Transactions
Item 8. Financial Information
Item 9. The Offer and Listing
Item 10. Additional Information
Item 11. Quantitative and Qualitative Disclosures About Market Risk
Item 12. Description of Securities Other Than Equity Securities
Part II
Item 13. Defaults, Dividend Arrearages and Delinquencies
Item 14. Material Modifications To The Rights of Security Holders and Use of Proceeds
Item 15. Controls and Procedures
Item 16A. Audit Committee Financial Expert
Item 16B. Code of Ethics
Item 16C. Principal Accountant Fees and Services
Item 16D. Exemptions From The Listing Standards for Audit Committees
Item 16E. Purchases of Equity Securities By The Issuer and Affiliated Purchasers
Item 16F. Change in Registrant's Certifying Accountant
Item 16G. Corporate Governance
Part III
Item 17. Financial Statements
Item 18. Financial Statements
Item 19. Exhibits
Note 1 - General Information
Note 2 - Significant Accounting Principles
Note 3 - Segment Information
Note 4 - Charter Arrangements
Note 5 - Earnings per Share
Note 6 - Vessels and Subsidiaries
Note 7 - Accounts Payable and Accrued Expenses
Note 8 - Financial Instruments
Note 9 - Financial Risk Management, Objectives and Policies
Note 10 - Stockholders' Equity and Dividend Payment
Note 11 - Stock Compensation
Note 12 - Related Parties
Note 13 - Events After The Balance Sheet Date
Note 14 - Transition To Ifrs
EX-2.1 ex2-1.htm
EX-4.20 ex4-20.htm
EX-4.21 ex4-21.htm
EX-12.1 ex12-1.htm
EX-12.2 ex12-2.htm
EX-13.1 ex13-1.htm

DHT Holdings Earnings 2009-12-31

Balance SheetIncome StatementCash Flow

20-F 1 form20-f.htm FORM 20-F form20-f.htm
 
 
UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C.  2054

FORM 20-F

(Mark One)
¨
REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR (g) OF THE SECURITIES EXCHANGE ACT OF 1934

OR
ý
ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the fiscal year ended December 31, 2009

OR
¨
TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the transition period from _________________ to ________________

OR
¨
SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
Date of event requiring this shell company report ________________

Commission file number:  001-32640

DHT HOLDINGS, 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)
26 New Street
St.  Helier, Jersey, JE23RA
Channel Islands
(Address of principal executive offices)
Eirik Ubøe
Tel: +44 1534 639759
26 New Street
St.  Helier, Jersey, JE23RA
Channel Islands
(Insert name, telephone, e-mail and/or facsimile number and address of company contact person)
______________________
 
Securities registered or to be registered pursuant to Section 12(b) of the Act.
 
Title of each class
Common stock, par value $0.01 per share
Name of each exchange on which registered
New York Stock Exchange

Securities registered or to be 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.  48,675,897 common stock, par value $0.01 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 ¨       No ý
 
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 ¨       No ý
 
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 ý No ¨
 
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, or a non-accelerated filer.  See definition of “accelerated filer and large accelerated filer” in Rule 12b-2 of the Exchange Act.
 
Large Accelerated Filer ¨      Accelerated Filer ý      Non-accelerated Filer ¨
 
Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing:  U.S. GAAP ¨       International Financial Reporting Standards as issued by the International Accounting Standards Board ý       Other ¨
 
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 ¨       Item 18 ¨
 
If this report is an annual report, indicate by check mark whether the registrant is shell company (as defined in Rule 12b-2 of the Exchange Act).  Yes ¨       No ý
 
 
 
 
 
 

 

 
 
 
 
PAGE
 
 
 
   
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
 
 
 
73
 
 
 
 
 

 
 
 
 
i


 
 



 

 
 
 
Explanatory Note
 
On February 12, 2010, DHT Holdings, Inc. was incorporated under the laws of the Marshall Islands.  On March 1, 2010, DHT Maritime, Inc., a Marshall Islands corporation, effected a series of transactions, or the “Transactions,” that resulted in DHT Holdings, Inc. becoming the publicly held parent company of DHT Maritime, Inc. As a result, DHT Holdings, Inc. became the successor issuer to DHT Maritime, Inc. pursuant to Rule 12g-3(a) of the Securities Exchange Act of 1934, as amended.  In connection with the Transactions, each stockholder of DHT Maritime, Inc. common stock on March 1, 2010 received one share of DHT Holdings, Inc. common stock for each share of DHT Maritime, Inc. common stock held by such stockholder on such date.  Following the Transactions, shares of DHT Maritime, Inc. no longer trade on The New York Stock Exchange, or “NYSE.”  Instead, shares of DHT Holdings, Inc. common stock now trade on the NYSE under the ticker symbol “DHT,” which is the same ticker symbol of DHT Maritime, Inc.
 
Unless we specify otherwise, all references and data in this report to our “business,” our “vessels” and our “fleet” refer to the seven vessels comprising our initial fleet, or the “Initial Vessels” that we acquired simultaneously with the closing of our initial public offering, or “IPO,” on October 18, 2005 and the two Suezmax tankers we acquired subsequent to our IPO.  Unless we specify otherwise, all references in this report to “we,” “our,” “us” and “company” refer to DHT Holdings, Inc. and its subsidiaries and references to DHT Holdings, Inc. “common stock” are to our common registered shares.  All references in this report to “DHT Maritime,” refer to DHT Maritime, Inc.  The shipping industry’s functional currency is the U.S. dollar.  All of our revenues and most of our operating costs are in U.S. dollars.  All references in this report to “$” and “dollars” refer to U.S. dollars.
 
Presentation of Financial Information
 
Beginning on January 1, 2009, DHT Maritime prepares its consolidated financial statements in accordance with International Financial Reporting Standards, or “IFRS,” as issued by the International Accounting Standards Board, or “IASB.”  The comparative financial statements for the fiscal year 2008 have also been prepared in accordance with IFRS.  For all prior periods, DHT Maritime had prepared its consolidated financial statements in accordance with U.S. Generally Accepted Accounting Principles, or “U.S. GAAP,” which differ in certain respects from IFRS.
 
Certain Industry Terms
 
The following are definitions of certain terms that are commonly used in the tanker industry and in this report.

Term
 
Definition
     
ABS
 
American Bureau of Shipping, an American classification society.
     
Aframax
 
A medium size crude oil tanker of approximately 80,000 to 120,000 dwt.  Aframaxes operate on many different trade routes, including in the Caribbean, the Atlantic, the North Sea and the Mediterranean.  They are also used in ship-to-ship transfer of cargo in the US Gulf typically from VLCCs for discharge in ports from which the larger tankers are restricted.  Modern Aframaxes can generally transport from 500,000 to 800,000 barrels of crude oil.
     
Annual Survey
 
The inspection of a vessel pursuant to international conventions by a classification society surveyor, on behalf of the flag state, that takes place every year.
     
Bareboat Charter
 
A charter under which a charterer pays a fixed daily or monthly rate for a fixed period of time for use of the vessel.  The charterer pays all voyage and vessel operating expenses, including vessel insurance.  Bareboat charters are usually for a long term.  Also referred to as a “demise charter.”
     
 
 
 

 
 
Term   Definition
     
Bunker
 
Fuel oil used to operate a vessel’s engines, generators and boilers.
     
Charter
 
Contract for the use of a vessel, generally consisting of either a voyage, time or bareboat charter.
     
Charterer
 
The company that hires a vessel pursuant to a charter.
     
Charter hire
 
Money paid by a charterer to the ship-owner for the use of a vessel under a time charter or bareboat charter.
     
Classification Society
 
An independent society that certifies that a vessel has been built and maintained according to the society’s rules for that type of vessel and complies with the applicable rules and regulations of the country in which the vessel is registered, as well as the international conventions which that country has ratified.  A vessel that receives its certification is referred to as being “in class” as of the date of issuance.
     
Contract of Affreightment
 
A contract of affreightment, or “COA,” is an agreement between an owner and a charterer that obligates the owner to provide a vessel to the charterer to move specific quantities of cargo over a stated time period, but without designating specific vessels or voyage schedules, thereby providing the owner greater operating flexibility than with voyage charters alone.
     
double hull
 
A hull construction design in which a vessel has an inner and outer side and bottom separated by void space, usually two meters in width.
     
Drydocking
 
The removal of a vessel from the water for inspection and/or repair of those parts of a vessel which are below the water line.  During Drydockings, which are required to be carried out periodically, certain mandatory classification society inspections are carried out and relevant certifications issued.  Drydockings are generally required once every 30 to 60 months.
     
dwt
 
Deadweight tons, which refers to the carrying capacity of a vessel by weight.
     
Hull
 
Shell or body of a ship.
     
IMO
 
International Maritime Organization, a United Nations agency that issues international regulations and standards for shipping.
     
Lightering
 
Partially discharging a tanker’s cargo onto another tanker or barge.
     
LOOP
 
Louisiana Offshore Oil Port, Inc.
     
Lloyds
 
Lloyds Register, a U.K.  classification society.
     
Metric Ton
 
A metric ton of 1,000 kilograms.
     
Newbuilding
 
A new vessel under construction or just completed.
     
Off Hire
 
The period a vessel is unable to perform the services for which it is required under a time charter.  Off hire periods typically include days spent undergoing repairs and Drydocking, whether or not scheduled.
     
OPA
 
U.S. Oil Pollution Act of 1990, as amended.
     
OPEC
 
Organization of Petroleum Exporting Countries, an international organization of oil-exporting developing nations that coordinates and unifies the petroleum policies of its member countries.
     
Petroleum Products
 
Refined crude oil products, such as fuel oils, gasoline and jet fuel.

 
 

 
Term  
 
Definition  
     
Protection and Indemnity
(or “P&I”) Insurance
 
Insurance obtained through mutual associations, or “clubs,” formed by ship-owners to provide liability insurance protection against a large financial loss by one member through contribution towards that loss by all members.  To a great extent, the risks are reinsured.
     
Scrapping
 
The disposal of vessels by demolition for scrap metal.
     
Special Survey
 
An extensive inspection of a vessel by classification society surveyors that must be completed at least once during each five year period.  Special surveys require a vessel to be drydocked.
     
Spot Market
 
The market for immediate chartering of a vessel, usually for single voyages.
     
Suezmax
 
A crude oil tanker of approximately 130,000 to 170,000 dwt.  Modern Suezmaxes can generally transport about one million barrels of crude oil and operate on many different trade routes, including from West Africa to the United States.
     
Tanker
 
A ship designed for the carriage of liquid cargoes in bulk with cargo space consisting of many tanks.  Tankers carry a variety of products including crude oil, refined petroleum products, liquid chemicals and liquefied gas.
     
TCE
 
Time charter equivalent, a standard industry measure of the average daily revenue performance of a vessel.  The TCE rate achieved on a given voyage is expressed in $/day and is generally calculated by subtracting voyage expenses, including bunker and port charges, from voyage revenue and dividing the net amount (time charter equivalent revenues) by the round-trip voyage duration.
     
Time Charter
 
A charter under which a customer pays a fixed daily or monthly rate for a fixed period of time for use of the vessel.  Subject to any restrictions in the charter, the customer decides the type and quantity of cargo to be carried and the ports of loading and unloading.  The customer pays the voyage expenses such as fuel, canal tolls, and port charges.  The ship-owner pays all vessel operating expenses such as the management expenses, crew costs and vessel insurance.
     
Vessel Operating Expenses
 
The costs of operating a vessel that are incurred during a charter, primarily consisting of crew wages and associated costs, insurance premiums, lubricants and spare parts, and repair and maintenance costs.  Vessel operating expenses exclude fuel and port charges, which are known as “voyage expenses.”  For a time charter, the ship-owner pays vessel operating expenses.  For a bareboat charter, the charterer pays vessel operating expenses.
     
VLCC
 
VLCC is the abbreviation for “very large crude carrier,” a large crude oil tanker of approximately 200,000 to 320,000 dwt.  Modern VLCCs can generally transport two million barrels or more of crude oil.  These vessels are mainly used on the longest (long haul) routes from the Arabian Gulf to North America, Europe, and Asia, and from West Africa to the United States and Far Eastern destinations.
     
Voyage Expenses
 
Expenses incurred due to a vessel traveling to a destination, such as fuel cost and port charges.

 
 
 

 
 
Term   
 
Definition   
     
Worldscale
 
Industry name for the Worldwide Tanker Nominal Freight Scale, which is published annually by the Worldscale Association as a rate reference for shipping companies, brokers, and their customers engaged in the bulk shipping of oil in the international markets.  Worldscale is a list of calculated rates for specific voyage itineraries for a standard vessel, as defined, using defined voyage cost assumptions such as vessel speed, fuel consumption, and port costs.  Actual market rates for voyage charters are usually quoted in terms of a percentage of Worldscale.
     
Worldscale Flat Rate
 
Base rates expressed in U.S. dollars per ton which apply to specific sea transportation routes, calculated to give the same return as Worldscale 100.
     
Worldscale Points
 
The freight rate negotiated for spot voyages expressed as a percentage of the Worldscale Flat Rate.
 
 
 
This report contains certain forward-looking statements and information relating to us that are based on beliefs of our management as well as assumptions made by us and information currently available to us, in particular under the headings “Item 4.  Information on the Company” and “Item 5.  Operating and Financial Review and Prospects.”  When used in this report, words such as “believe,” “intend,” “anticipate,” “estimate,” “project,” “forecast,” “plan,” “potential,” “will,” “may,” “should,” and “expect” and similar expressions are intended to identify forward-looking statements but are not the exclusive means of identifying such statements.  These statements reflect our current views with respect to future events and are based on assumptions and subject to risks and uncertainties.  Given these uncertainties, you should not place undue reliance on these forward-looking statements.  We discuss many of these risks in this report in greater detail under the subheadings “Item 3.  Key Information─Risk Factors” and “Item 5.  Operating and Financial Review and Prospects─Management’s Discussion and Analysis of Financial Condition and Results of Operations.”  These forward-looking statements represent our estimates and assumptions only as of the date of this report 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:
 
 
future payments of dividends and the availability of cash for payment of dividends;
 
 
future operating or financial results, including with respect to the amount of basic hire and additional hire that we may receive;
 
 
statements about future, pending or recent acquisitions, business strategy, areas of possible expansion and expected capital spending or operating expenses;
 
 
statements about tanker industry trends, including charter rates and vessel values and factors affecting vessel supply and demand;
 
 
expectations about the availability of vessels to purchase, the time which it may take to construct new vessels or vessels’ useful lives;
 
 
expectations about the availability of insurance on commercially reasonable terms;
 
 
DHT Maritime’s and its subsidiaries’ ability to repay the secured credit facility;
 
 
our ability to obtain additional financing and to obtain replacement charters for our vessels;
 
 
assumptions regarding interest rates;
 
 
changes in production of or demand for oil and petroleum products, either globally or in particular regions;
 
 
 
 
 
 
greater than anticipated levels of Newbuilding orders or less than anticipated rates of scrapping of older vessels;
 
 
changes in trading patterns for particular commodities significantly impacting overall tonnage requirements;
 
 
changes in the rate of growth of the world and various regional economies;
 
 
risks incident to vessel operation, including discharge of pollutants; and
 
 
unanticipated changes in laws and regulations.
 
We undertake no obligation to publicly update or revise any forward-looking statements contained in this report, whether as a result of new information, future events or otherwise, except as required by law.  In light of these risks, uncertainties and assumptions, the forward-looking events discussed in this report might not occur, and our actual results could differ materially from those anticipated in these forward-looking statements.
 
 
 
Not applicable.
 
 
Not applicable.
 
 
A.      SELECTED FINANCIAL DATA
 
The following selected consolidated financial and other data summarize historical financial and other information for DHT Maritime for the period from January 1 through December 31, 2009, 2008, 2007, 2006 and October 18, 2005 through December 31, 2005.  For the period from January 1, 2005 through October 17, 2005 the combined financial and other data is for DHT Maritime’s predecessor.  (In this report, we refer to the companies that owned the Initial Vessels prior to our IPO collectively as our “predecessor,” or, in the financial statements that form a part of this report, as “OSG Crude.”) We have derived the selected statement of operations data set forth below for the years ended December 31, 2009, 2008, 2007, 2006 and the period from October 18, 2005 to December 31, 2005 and the selected balance sheet data as of December 31, 2009, 2008, 2007, 2006 and 2005 from DHT Maritime’s audited financial statements.  The selected financial and other data set forth below for the period from January 1, 2005 to October 17, 2005 have been derived from our predecessor combined carve-out financial statements not included in this report.  This information should be read in conjunction with other information presented in this report, including “Item 5.  Operating and Financial Review and Prospects—Management’s Discussion and Analysis of Financial Condition and Results of Operations” and our historical predecessor combined carve-out financial statements and the notes thereto.
 
 
 

 

   
Year Ended
December 31,
   
Year Ended
December 31,
 
   
Successor
   
Successor
 
   
IFRS1
 
   
2009
   
2008
 
   
(in thousands, except per share data)
 
Statement of operations data:
     
Shipping revenues
  $ 102,576     $ 114,603  
Total ship operating expenses
    61,384       52,123  
Income from vessel operations
    41,192       62,480  
Net Income (loss)
    16,846       42,148  
Net income per share – basic and diluted
    0.36       1.17  
Balance sheet data (at end of year):
               
Vessels, net
    441,036       462,387  
Total assets
    517,971       531,348  
Current liabilities
    25,927       25,200  
Long-term liabilities
    300,120       358,325  
Stockholders’ equity
    191,924       147,823  
Weighted average number of shares (basic)
    46,321,404       36,055,422  
Weighted average number of shares (diluted)
    46,321,404       36,055,422  
Dividends declared per share
    0.55       1.15  
Cash flow data:
               
Net cash provided by operating activities
    54,604       64,882  
Net cash (used in) investing activities
    (5,411 )     (81,185 )
Net cash provided by (used in) financing activities
    (35,549 )     64,958  
Fleet data:
               
Number of tankers owned (at end of period)
    9       9  
Revenue days(2)
    3,138       3,190  
Average daily time charter equivalent rate:
               
VLCCs(3)
  $ 44,400     $ 52,300  
Aframaxes(3)
  $ 25,700     $ 26,700  
Average daily bareboat rate:
               
Suezmaxes(4)
  $ 27,400     $ 28,900  

 
 
 
 
 

 
   
Year Ended
December 31,
   
Year Ended
December 31,
   
Year Ended
December 31,
   
Year Ended
December 31,
   
2005
 
   
Successor
   
Successor
   
Successor
   
Successor
   
Successor
   
Predecessor
 
   
U.S. GAAP
 
   
2009
   
2008
   
2007
   
2006
   
Oct 18 – Dec 31
   
Jan 1 –
Oct 17
 
   
(in thousands, except per share data)
 
Statement of operations data:
                                   
Shipping revenues
  $ 102,576     $ 114,603     $ 81,427     $ 86,793     $ 20,173     $ 84,134  
Total ship operating expenses
    61,384       52,123       40,469       37,994       7,899       35,426  
Income from vessel operations
    41,192       62,480       40,958       48,799       12,274       48,708  
Net Income (loss)
    16,846       42,148       27,463       35,750       9,469       43,641  
Net income per share – basic and diluted
    0.36       1.17       0.91       1.19       0.32       62,344  
Balance sheet data (at end of year):
                                               
Vessels, net
    441,036       462,387       398,005       322,577       339,491          
Total assets
    518,930       532,496       422,208       349,040       364,062          
Current liabilities
    32,573       40,673       96,633       9,625       10,828          
Long-term liabilities
    294,433       344,000       253,700       236,000       236,000          
Stockholders’ equity
    191,924       147,823       71,875       103,415       117,234          
Weighted average number of shares (basic)
    46,321,404       36,055,422       30,024,407       30,007,000       30,006,250       700  
Weighted average number of shares (diluted)
    46,321,404       36,055,422       30,036,523       30,016,352       30,008,190       700  
Dividends declared per share
    0.55       1.15       1.58       1.74                  
Cash flow data:
                                               
Net cash provided by operating activities
    54,604       65,016       49,363       53,998       15,893       83,039  
Net cash (used in) investing activities
    (5,411 )     (81,185 )     (101,845 )     -       (412,580 )     (830 )
Net cash provided by (used in) financing activities
    (35,549 )     64,824       45,167       (52,511 )     412,580       (82,209 )
Fleet data:
                                               
Number of tankers owned (at end of period)
    9       9       8       7       7       7  
Revenue days(2)
    3,138       3,190       2,514       2,482       520       1,987  
Average daily time charter equivalent rate:
                                               
VLCCs(3)
  $ 44,400     $ 52,300     $ 41,500     $ 46,900     $ 50,300     $ 53,392  
Aframaxes(3)
  $ 25,700     $ 26,700     $ 25,700     $ 26,200     $ 30,200     $ 33,296  
Average daily bareboat rate:
                                               
Suezmaxes(4)
  $ 27,400     $ 28,900     $ 27,400                          

(1)
Beginning on January 1, 2009, DHT Maritime prepares its financial statements using IFRS as issued by the IASB. The comparative numbers for fiscal year 2008 have also been prepared in accordance with IFRS. DHT Maritime previously used U.S. GAAP as its financial reporting language. Information regarding the transition is provided in Note 14 to the financial statements.
 
(2)
Revenue days consist of the aggregate number of calendar days in a period in which our vessels are owned by us less days on which a vessel is off hire.  Off hire days are days a vessel is unable to perform the services for which it is required under a time charter.  Off hire days include days spent undergoing repairs and Drydockings, whether or not scheduled.
 
 
 
 
 
 
 
(3)
Average daily TCE rates, are a standard industry measure of daily revenue performance.  We calculate TCE rates by dividing our TCE revenues in a period by the number of revenue days in the period.  TCE revenues represent shipping revenues less voyage expenses.  Voyage expenses consist of cost of bunkers (fuel), port and canal charges and brokerage commissions.  For the period commencing on October 18, 2005, TCE revenue is the sum of the basic hire earned by our vessels under our time charters with subsidiaries of OSG and the additional hire, if any, earned by the vessels pursuant to the Charter Framework Agreement between DHT Maritime and OSG.  Revenue days consist of the aggregate number of calendar days in a period in which our vessels are owned by us less days on which a vessel is off hire.  Off hire days are days a vessel is unable to perform the services for which it is required under a time charter.  Off hire days include days spent undergoing repairs and Drydockings, whether or not scheduled.
 
(4)
The 2008 column includes the Overseas London from January 28, 2008 and the Overseas Newcastle for the whole period.  The 2007 column includes the Overseas Newcastle for the 27-day period from December 4, 2007 to December 31, 2007.  Includes 33% profit sharing above TCE earnings of $35,000 per day for the Overseas Newcastle.
 
B.      CAPITALIZATION AND INDEBTEDNESS
 
Not applicable.
 
C.      REASONS FOR THE OFFER AND USE OF THE PROCEEDS
 
Not applicable.
 
D.      RISK FACTORS
 
If the events discussed in these Risk Factors occur, our business, financial condition, results of operations or cash flows could be materially, adversely affected.  In such a case, the market price of our common stock could decline.  The risks described below are not the only ones that may exist.  Additional risks not currently known by us or that we deem immaterial may also impair our business operations.
 
RISKS RELATING TO OUR COMPANY
 
Our dividend policy has recently been changed, and we may not pay dividends in the future.
 
During the period from our IPO through the fourth quarter of 2007, we paid dividends on a quarterly basis in amounts determined by our board of directors substantially equal to the available cash from our operations during the previous quarter, less cash expenses and any reserves established by our board of directors.  In January 2008, our board of directors approved a new dividend policy whereby stockholders of record are intended to be paid a fixed quarterly dividend at the discretion of the board of directors.  Commencing with the first dividend payment attributable to the 2008 fiscal year, the dividend was $0.25 per share.  The dividends paid related to the four quarters of 2008 and the first quarter of 2009 amounted to $0.25, $0.25, $0.30, $0.30 and $0.25 per share, respectively.  No dividend was paid for the last three quarters of 2009.
 
The timing and amount of future dividends, if any, could be affected by various factors, including our earnings, financial condition and anticipated cash requirements, the loss of a vessel, the acquisition of one or more vessels, required capital expenditures, reserves established by our board of directors, increased or unanticipated expenses, including insurance premiums, a change in our dividend policy, increased borrowings, future issuances of securities or the other risks described in this section of the report, many of which may be beyond our control.
 
In addition, our dividend policy is subject to change at any time at the discretion of our board of directors and our board of directors may elect to change our dividend policy by establishing a reserve for, among other things, the repayment of the secured credit facility or to help fund the acquisition of a vessel.  Our board of directors may also decide to establish a reserve to repay indebtedness if, as the maturity of the secured credit facility approaches in 2017, we are no longer able to generate cash flows from our chartering activities in amounts sufficient to meet our debt obligations and it becomes clear that refinancing terms, or the terms of a vessel sale, are unacceptable or inadequate.  If our board of directors were to establish such a reserve, the amount of cash available for dividend payments would decrease by the amount of the reserve.  In addition, our ability to pay dividends is limited by Marshall Islands law.  Marshall Islands law generally prohibits the payment of dividends other than from surplus or while a company is insolvent or if a company would be rendered insolvent by the payment of such dividends.
 
 
 
 
 
 
Restrictive covenants in the secured credit facility may impose certain financial and other restrictions on DHT Maritime and its subsidiaries.
 
We are a holding company and have no significant assets other than the equity interests in our subsidiaries.  DHT Maritime’s subsidiaries own all of our vessels, and payments under our charters are made to DHT Maritime’s subsidiaries.  DHT Maritime and its subsidiaries entered into a secured credit facility with The Royal Bank of Scotland, or “RBS.”  The secured credit facility with RBS imposes certain operating and financial restrictions on DHT Maritime and its subsidiaries.  These restrictions may limit DHT Maritime’s and its subsidiaries’ ability to, among other things: pay dividends, incur additional indebtedness, change the management of vessels, permit liens on their assets, sell vessels, merge or consolidate with, or transfer all or substantially all of their assets to, another person, enter into certain types of charters and enter into a line of business.
 
Therefore, we may need to seek permission from RBS in order to engage in certain corporate actions.  RBS’s interests may be different from ours and we cannot guarantee that we will be able to obtain RBS’s permission when needed.
 
We cannot assure you that we will be able to refinance any indebtedness incurred under the secured credit facility.
 
In the event that we are unable to service our debt obligations out of our chartering activities, we may need to refinance our indebtedness and we cannot assure you that we will be able to do so on terms that are acceptable to us or at all.  The actual or perceived credit quality of our charterers, any defaults by them, and the market value of our fleet, among other things, may materially affect our ability to obtain new debt financing.  In addition, our charters include provisions that will generally require us to use our best efforts to (i) negotiate security provisions with future lenders that would allow the charterers to continue their use of our vessels so long as they comply with their charters, regardless of any default by us under the loan agreement or the charters and (ii) arrange for future lenders to allow the charterers to purchase their loans and any related security at par if we default on our obligations under our charters or their loans.  These provisions may make it more difficult for us to obtain acceptable financing in the future, increase the costs of any such financing to us or increase the time that it takes to refinance our indebtedness.  If we are not able to refinance our indebtedness, we may choose to issue securities or sell certain of our assets in order to satisfy our debt obligations.  If we are unable to meet our debt obligations for any reason, our lenders could declare their debt, together with accrued interest and fees, to be immediately due and payable and foreclose on vessels in our fleet, 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.
 
We are highly dependent on the charterers and OSG.
 
All of our vessels are chartered to wholly-owned subsidiaries of Overseas Shipholding Group, Inc., or “OSG,” (which we refer to collectively as the “charterers”) pursuant to either time charters or bareboat charters.  The charterers’ payments to us under these charters are our sole source of revenue and we are highly dependent on the performance by the charterers of their obligations under the charters.  OSG has guaranteed the payment of charter hire by the charterers under these charters.  Any failure by the charterers or OSG, as the guarantor of charter hire payments under the charters, to perform their obligations would materially and adversely affect our business, financial position and cash available for the payment of dividends.  Our stockholders do not have any direct recourse against the charterers or OSG.
 
 
 
 
 
 
We may have difficulty managing our planned growth.
 
We intend to grow our fleet by acquiring additional vessels in the future.  Our future growth will primarily depend on:
 
 
locating and acquiring suitable vessels;
 
 
identifying and consummating acquisitions or joint ventures;
 
 
adequately employing any acquired vessels;
 
 
managing our expansion; and
 
 
obtaining required financing on acceptable terms so that the acquisition is accretive to earnings and dividends per share.
 
Growing any business by acquisition presents numerous risks, such as undisclosed liabilities and obligations, the possibility that indemnification agreements will be unenforceable or insufficient to cover potential losses and difficulties associated with imposing common standards, controls, procedures and policies, obtaining additional qualified personnel, managing relationships with customers and integrating newly acquired assets and operations into existing infrastructure.  We cannot give any assurance that we will be successful in executing our growth plans, that we will be able to employ acquired vessels under charters or ship management agreements with similar or better terms than those we have obtained from OSG and its subsidiaries or that we will not incur significant expenses and losses in connection with our future growth.
 
Certain agreements between us and OSG and its affiliates may be less favorable than agreements that we could obtain from unaffiliated third parties.
 
The memoranda of agreement, time charters and other contractual agreements we have with OSG and its affiliates with respect to our Initial Vessels (other than the new ship management agreements entered into on January 16, 2009) were made in the context of an affiliated relationship and were negotiated in the overall context of the public offering of our shares, the purchase of our Initial Vessels and other related transactions.  Because we were a wholly owned subsidiary of OSG prior to the completion of our IPO, the negotiation of the memoranda of agreement, the time charters for our Initial Vessels, the ship management agreements and our other contractual arrangements may have resulted in prices and other terms that are less favorable to us than terms we might have obtained in arm’s length negotiations with unaffiliated third parties for similar services.
 
Our charters begin to expire in 2012 unless extended at the option of the charterers, and we may not be able to re-charter our vessels profitably.
 
At the time of our IPO, we entered into time charters with respect to our seven Initial Vessels whereby four charters would expire approximately six years after the date of delivery of the chartered vessel to us and three would expire approximately five years following such date, unless in each case extended at the option of the applicable charterer for additional one, two or three-year periods.  The charterers have the sole discretion to exercise those options.  We cannot predict whether the charterers will exercise any of their extension options under one or more of the time charters.  The charterers do not owe any fiduciary or other duty to us or our stockholders in deciding whether to exercise the extension options, and the charterers’ decisions may be contrary to our interests or those of our stockholders.
 
On November 26, 2008, we entered into agreements with OSG whereby OSG exercised part of the extension options for the Initial Vessels upon expiry of the vessels’ initial charter periods.  For two of the vessels, the charters were extended for 18 months following the expiry of the initial charter periods and for five of the vessels, the charters were extended for 12 months following the expiry of the initial charter periods between April 2011 and April 2012.
 
 
 
 
 
 
 
We cannot predict at this time any of the factors that the charterers will consider in deciding whether to exercise any further extension options under the charters.  It is likely, however, that the charterers would consider a variety of factors, which may include the age and specifications of the chartered vessel, whether the vessel is surplus or suitable to the charterers’ requirements and whether more competitive charter hire rates are available to the charterers in the open market at that time.
 
If the charterers decide not to further extend our current time charters, we may not be able to re-charter our vessels on terms similar to the terms of our charters.  We may also employ the vessels on the spot charter market, which is subject to greater rate volatility than the long-term time charter market in which we operate.  If we receive lower charter rates under replacement charters or are unable to re-charter all of our vessels, the amounts that we have available, if any, to pay distributions to our stockholders may be significantly reduced or eliminated.
 
If a time charter is extended further, the charter terms providing for profit sharing will remain in effect and the charterer, at the time of exercise, will have the option to select a basic charter rate that is equal to (i) 5% above the published one-, two- or three-year time charter rate (corresponding to the extension length) for the vessel’s class, as decided by a shipbrokers’ panel (subject to specified floors for certain of our vessels for the declared extension period), or (ii) the basic hire rate set forth in the charter.  The shipbrokers’ panel will be The Association of Shipbrokers and Agents Tanker Broker Panel or another panel of brokers mutually acceptable to us and the charterer.  If a charterer were to renew a charter, the renewal charter rate could be lower than the charter rate in existence prior to the renewal.  Furthermore, if our charters were to be extended further, we would not be able to take full advantage of more favorable spot market rates, should they exist at the time of renewal.  As a result, the amounts that we have available, if any, to pay distributions to our stockholders could be significantly reduced.
 
With respect to our two Suezmaxes currently on bareboat charter, one charter expires in 2014 and the other charter expires in 2017.  We may not be able to re-charter our Suezmaxes on terms similar to the terms of our current bareboat charters.  We may also employ the vessels in the spot charter market, which is subject to greater rate volatility than the long-term time charter market in which we operate.  If we receive lower charter rates under replacement charters or are unable to re-charter our vessels, the amounts that we have available, if any, to pay distributions to our stockholders may be significantly reduced or eliminated.
 
Our Vessels, of which seven currently operate in pools, may cease operating in those pools.
 
Our three VLCCs currently participate in the Tankers International Pool, which consists of OSG and five other tanker companies, our two Suezmax vessels operate in the Suezmax International Pool which has five members and two of our four Aframaxes currently participate in the Aframax International Pool, which has eleven members.  The Overseas Ania and the Overseas Rebecca left the Aframax International Pool in July 2008 and July 2009, respectively.  In a pooling arrangement, the net revenues generated by all of the vessels in a pool are aggregated and distributed to pool members pursuant to a pre-arranged weighting system that recognizes each vessel’s earnings capacity based on its cargo capacity, speed and consumption, and actual on-hire performance.  The charterers currently operate our VLCCs in the Tankers International Pool and two of our four Aframaxes in the Aframax International Pool.  Under our charter arrangements for these vessels, we are entitled to share in the revenues that the charterers realize from operating the vessels in these pools in excess of the basic hire paid to us.  Pooling arrangements are intended to maximize tanker utilization.  We cannot assure you that OSG will continue to use pooling arrangements for those vessels or any of the vessels it manages and we cannot assure you that any additional vessels we acquire would operate in pools.  Further, because OSG voluntarily participates in the pools, we cannot predict whether the pools in which our vessels participate will continue to exist in the future.  In addition, the European Union has adopted rules which substantially reform the way it regulates traditional agreements for maritime services from an antitrust perspective.  These changes may alter the way the pools are operated.  If for any reason any of our vessels cease to participate in a pooling arrangement or the pooling arrangements are significantly restricted, their utilization rates could fall and the amount of additional hire paid could decrease, either of which could have an adverse affect on our results of operations and our ability to pay dividends.
 
 
 
 
 
 
Under the new ship management agreements entered into with respect to the Initial Vessels, our operating costs could materially increase, as compared to our historical operating costs associated with the management of such vessels.
 
Under the Initial Vessels’ new ship management agreements, effective January 16, 2009, Tanker Management Limited, or “Tanker Management,” a wholly-owned subsidiary of OSG, is responsible for all of the technical and operational management of the Initial Vessels and receives a technical management fee for its services.  Under the Initial Vessels’ old ship management agreements, we paid a fixed daily fee for the cost of the vessels’ operations, including scheduled Drydockings, for each vessel.  However, under the new ship management agreements, we pay the actual cost related to the technical management of the Initial Vessels, plus an additional management fee.  The amounts that we have available, if any, to pay distributions to our stockholders could be significantly impacted by changes in the cost of operating our vessels.
 
OSG’s other business activities may create conflicts of interest.
 
Under our time charters with OSG, we are entitled to receive variable additional hire in amounts based on whether a vessel is part of a pooling arrangement, is subchartered by the charterer under a time charter or is used on the spot market.  While the Overseas Ania and the Overseas Rebecca left the Aframax International Pool in July 2008 and July 2009, respectively, we expect OSG to continue to operate our three VLCCs in the Tankers International Pool, our two Suezmaxes in the Suezmax International pool and two of our four Aframaxes in the Aframax International Pool.  When operated in a pool, chartering decisions are made by the pool manager and vessel earnings are based on a formula designed to allocate the pool’s earnings to vessel owners based on attributes of the vessels they contributed, rather than amounts actually earned by those vessels.  For these reasons, it is unlikely that a conflict of interest will arise with respect to our Initial Vessels between us and OSG while such vessels are operated in a pool.  However, if OSG withdraws from a pool or any further vessels cease operating in a pool for any other reasons, chartering decisions will effectively be made by OSG.  Although our time charter arrangements expressly prohibit OSG from giving preferential treatment to any of the other vessels owned, managed by or under the control of OSG or its affiliates when sub-chartering any of our vessels, conflicts of interest may arise between us and OSG in the allocation of chartering opportunities that could reduce our additional hire, particularly if our vessels are sub-chartered by OSG in the time charter market outside of a pool.  The Overseas Ania and the Overseas Rebecca, which left the Aframax International Pool in July 2008 and July 2009, respectively, are currently re-chartered to OSG Lightering, a subsidiary of OSG, until October 2010 at a daily rate of $29,000 and until April 2012 at a daily rate of $17,500, respectively, which rate also serves as the basis for the fleet wide four quarter rolling profit sharing calculation.  We are also entitled to receive additional hire with respect to our Suezmax, the Overseas Newcastle which is operating in the Suezmax International Pool.
 
DHT Maritime and its subsidiaries are subject to restrictions in certain financing agreements that impose constraints on their operating and financing flexibility.
 
DHT Maritime and its subsidiaries entered into a secured credit facility with RBS under which they initially borrowed approximately $236 million under a term loan to finance a portion of the cash purchase price for the Initial Vessels.  In addition, on December 4, 2007 DHT Maritime and its subsidiaries borrowed $92.7 million and, on January 28, 2008, a further $90.3 million to fund the acquisition of the Suezmaxes.  Subsequent to the repayment of $75 million in October 2008 and $50 million in June 2009, the outstanding amount under the secured credit facility is $294 million.  DHT Maritime and its subsidiaries are required to apply a substantial portion of their cash flow from operations to the payment of interest on borrowings under the secured credit facility.  The secured credit facility, which is secured by, among other things, mortgages over all of our vessels, assignments of earnings and insurances and pledges over certain bank accounts, requires that DHT Maritime and its subsidiaries comply with various operating covenants and maintain certain financial ratios, including that the charter-free market value of the vessels that secure the secured credit facility be no less than 120% of borrowings plus the actual or notional cost of terminating any outstanding swap agreements to satisfy collateral maintenance requirements and that the charter-free market value of the vessels that secure the secured credit facility be no less than 135% of borrowings plus the actual or notional cost of terminating any swap agreement that is entered into to pay dividends.  We pay a floating rate of interest under the secured credit facility, although at the time of our IPO we fixed the interest rate for five years on $236 million of our outstanding debt at a rate of 5.6% through a swap agreement effective as of October 18, 2005.  In connection with the repayment of $50 million in June 2009, this swap was reduced from $236 million to $194 million.  On October 16, 2007 we fixed the interest rate for five years on $100 million of our outstanding debt at a rate of 5.95% through a swap agreement with respect to $92.7 million effective as of December 4, 2007, and a further $7.3 million effective as of January 18, 2008.
 
 
 
 
 
 
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 and other obligations.
 
We are a holding company and have no significant assets other than the share holdings in our subsidiaries.  DHT Maritime’s subsidiaries own all of our vessels, and payments under our charters are made to DHT Maritime’s subsidiaries.  As a result, our ability to pay dividends depends on the performance of DHT Maritime’s subsidiaries and their ability to distribute funds to us.  Our ability or the ability of our subsidiaries to make these distributions could be affected by a claim or other action by a third party, including a creditor, or by Marshall Islands law which regulates the payment of dividends by companies.  If we are unable to obtain funds from DHT Maritime’s subsidiaries, we will not be able to pay dividends.
 
Certain adverse U.S. federal income tax consequences could arise for U.S. stockholders.
 
A foreign corporation will be treated as a “passive foreign investment company,” or “PFIC,” for U.S. federal income tax purposes if either (1) at least 75% of its gross income for any taxable year consists of certain types of “passive income” or (2) 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 which 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.  In particular, U.S. holders who are individuals would not be eligible for the 15% tax rate on qualified dividends.
 
Based on our operations we believe that it is more likely than not that we are not currently a PFIC.  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 it is more likely than not that our income from our chartering activities does not constitute “passive income,” and that the assets we own and operate in connection with the production of that income do not constitute passive assets.
 
There are legal uncertainties involved in this determination, because there is no direct legal authority under the PFIC rules addressing our current and projected future operations.  Moreover, a recent case by the U.S. Court of Appeals for the Fifth Circuit held that, contrary to the position of the U.S. Internal Revenue Service, or the “IRS,” in that case, and for purposes of a different set of rules under the Internal Revenue Code of 1986, as amended, or the “Code,” income received under a time charter of vessels should be treated as rental income rather than services income.  If the reasoning of this case were extended to the PFIC context, the gross income we derive or are deemed to derive from our time chartering activities would be treated as rental income, and we would probably be a PFIC.  Accordingly, no assurance can be given that the IRS or a U.S. court will accept the position that we are not a PFIC, and there is a risk, particularly in light of the aforementioned case, that the IRS or a United States court 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 our assets, income or operations.
 
If the IRS were to find that we are or have been a PFIC for any taxable year, our U.S. stockholders will face adverse U.S. tax consequences.  Under the PFIC rules, unless those stockholders make an election 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, as if the excess distribution or gain had been recognized ratably over the stockholder’s holding period of our common stock.  The 15% maximum tax rate for individuals would not be available for this calculation.  See “Item 10.  Additional Information—Taxation—United States Federal Income Tax Considerations” for a more comprehensive discussion of the U.S. federal income tax consequences to U.S. stockholders if we are treated as a PFIC.
 
 
 
 
 
In addition, even if we are not a PFIC, under proposed legislation, dividends of a corporation incorporated in a country without a “comprehensive income tax system” paid to U.S. individuals would not be eligible for the 15% tax rate.  Although the term “comprehensive income tax system” is not defined in the proposed legislation, we believe this rule would apply to us, and therefore that dividends paid by us would not be eligible for the 15% tax rate, because we are incorporated in the Marshall Islands.
 
Our operating income could fail to qualify for an exemption from U.S. federal income taxation, which will reduce our cash flow.
 
Under the Code, 50% of the gross shipping income of a vessel-owning or chartering corporation, such as us, that is attributable to transportation that begins or ends, but that does not both begin and end, in the United States is characterized as U.S. source shipping income and such income is subject to a 4% U.S. federal income tax without allowance for any deductions, unless that corporation qualifies for exemption from tax under Section 883 of the Code and the Treasury regulations promulgated thereunder.  Based on our review of the applicable United States Securities and Exchange Commission, or “SEC,” documents, we believe that we do qualify for this statutory tax exemption and we will take this position for U.S. federal income tax return reporting purposes.
 
However, there are factual circumstances beyond our control that could cause us to lose the benefit of this tax exemption in the future and thereby become subject to U.S. federal income tax on our U.S. source income.  For example, if stockholders with a 5% or greater interest in our common stock were to collectively own 50% or more of the outstanding shares of our common stock on more than half the days during the taxable year, we might not be able to qualify for exemption under Code Section 883.
 
If we are not entitled to this exemption under Section 883 for any taxable year, we would be subject for those years to a 4% U.S. federal income tax on our U.S. source shipping income.  The imposition of this tax could have a negative effect on our business and would result in decreased earnings available for distribution to our stockholders.
 
We may be subject to taxation in the United Kingdom, which could have a material adverse effect on our results of operations.
 
If we were considered to be a resident of the United Kingdom or to have a permanent establishment in the United Kingdom, all or a part of our profits could be subject to UK corporate tax.  We intend to operate in a manner so that we do not have a permanent establishment in the United Kingdom and so that we are not resident in the United Kingdom, including by locating our principal place of business outside the United Kingdom, requiring our executive officers to be outside of the United Kingdom when making any material decision regarding our business or affairs and by holding all of our board of directors meetings outside of the United Kingdom.  However, because certain of our directors reside in the United Kingdom, and because UK statutory and case law fail to definitively identify the activities that constitute a trade being carried on in the United Kingdom through a permanent establishment, the UK taxing authorities may contend that we are subject to UK corporate tax.  If the UK taxing authorities made such a contention, we could incur substantial legal costs defending our position, and, if we were unsuccessful in our defense, our results of operations would be materially and adversely affected.
 
RISKS RELATING TO OUR INDUSTRY
 
Vessel values and charter rates are volatile.  Significant decreases in values or rates could adversely affect our financial condition and results of operations.
 
The tanker industry historically has been highly cyclical.  If the tanker industry is depressed in the future when our charters expire or at a time when we may want to sell a vessel, our earnings and available cash flow may decrease.  Our ability to re-charter our vessels on the expiration or termination of the charters and the charter rates payable under any renewal or replacement charters will depend upon, among other things, the conditions in the tanker market at that time.  Fluctuations in charter rates and vessel values result from changes in the supply and demand for tanker capacity and changes in the supply and demand for oil and oil products.  Vessel values have declined significantly during 2009 and there can be no assurance that vessel values will not decline further from current levels or that future charter rates will be sufficient to provide us with additional hire payments.
 
 
 
 
 
The highly cyclical nature of the tanker industry may lead to volatile changes in charter rates from time to time, which may adversely affect our earnings.
 
Factors affecting the supply and demand for tankers are outside of our control, and the nature, timing and degree of changes in industry conditions are unpredictable and may adversely affect the values of our vessels and result in significant fluctuations in the amount of additional hire we earn, which could result in significant fluctuations in our quarterly or annual results.  The factors that influence the demand for tanker capacity include:
 
 
demand for oil and oil products, which affect the need for tanker capacity;
 
 
global and regional economic and political conditions which, among other things, could impact the supply of oil as well as trading patterns and the demand for various types of vessels;
 
 
changes in the production of crude oil, particularly by OPEC and other key producers, which impact the need for tanker capacity;
 
 
developments in international trade;
 
 
changes in seaborne and other transportation patterns, including changes in the distances that cargoes are transported;
 
 
environmental concerns and regulations;
 
 
weather; and
 
 
competition from alternative sources of energy.
 
The factors that influence the supply of tanker capacity include:
 
 
the number of Newbuilding deliveries;
 
 
the scrapping rate of older vessels;
 
 
the number of vessels that are out of service; and
 
 
environmental and maritime regulations.
 
An oversupply of new vessels may adversely affect charter rates and vessel values.
 
If the capacity of new ships delivered exceeds the capacity of tankers being scrapped and lost, tanker capacity will increase.  In addition, the Newbuilding order book equaled approximately 30% of the existing world tanker fleet as of February 2010 and we cannot assure you that the order book will not increase further in proportion to the existing fleet.  If the supply of tanker capacity increases and the demand for tanker capacity does not increase correspondingly, charter rates could materially decline and the value of our vessels could be adversely affected.
 
The amount of additional hire that we receive under our charter arrangements, if any, will generally depend on prevailing spot market rates, which are volatile.
 
Our Initial Vessels are operated under time charters with the charterers, and additional hire is paid to us pursuant to a charter framework agreement among us and OSG International, Inc., or “OIN,” and certain of our and its subsidiaries.  Under the time charters, we receive a fixed minimum daily basic charter rate and under the charter framework agreement we may also receive additional hire.  Additional hire, if any, is paid quarterly in arrears.  The amount of additional hire is subject to variation depending on the charter hire received by the charterers through their pooling arrangements or, if a vessel is not operated in a pool, charter rates in the time charter or spot charter markets, each of which is highly dependent on general tanker market conditions.  One of our Suezmaxes, the Overseas Newcastle, which was delivered to us on December 4, 2007, is operated under a bareboat charter pursuant to which we receive a fixed minimum daily basic charter rate and may also receive additional hire.  Additional hire, if any, is paid quarterly in arrears.  The amount of additional hire is subject to variation depending on the charter hire received by the charterer in the time charter or spot charter markets, each of which is highly dependent on general tanker market conditions.  We cannot assure you that we will receive additional hire for any quarter.
 
 
 
 
 
Terrorist attacks and international hostilities can affect the tanker industry, which could adversely affect our business.
 
Terrorist attacks, the outbreak of war or the existence of international hostilities could damage the world economy, adversely affect the availability of and demand for crude oil and petroleum products and adversely affect our ability to re-charter our vessels on the expiration or termination of the charters and the charter rates payable under any renewal or replacement charters.  We conduct our operations internationally, and our business, financial condition and results of operations may be adversely affected by changing economic, political and government conditions in the countries and regions where our vessels are employed.  Moreover, we operate in a sector of the economy that is likely to be adversely impacted by the effects of political instability, terrorist or other attacks, war or international hostilities.
 
Our vessels call on ports located in countries that are subject to restrictions imposed by the U.S. government, which could negatively affect the trading price of our common stock.
 
From time to time, vessels in our fleet call on ports located in countries subject to sanctions and embargoes imposed by the U.S. government and countries identified by the U.S. government as state sponsors of terrorism.  From January 1, 2009 through December 31, 2009, vessels in our fleet have made four calls to ports in Iran out of a total of 290 calls on worldwide ports.  Our vessels’ activities during these calls have included and will continue to include transporting oil from Iran.  We had no other contacts in 2009 with countries designated state sponsors of terrorism.  Although the sanctions and embargoes imposed by the U.S. government do not prevent our vessels from making calls to ports in these countries, potential investors could view such port calls negatively, which could adversely affect our reputation and the market for our common stock.  Investor perception of the value of our common stock may be adversely affected by the consequences of war, the effects of terrorism, civil unrest and governmental actions in these and surrounding countries.
 
The value of our vessels may be depressed at a time when and in the event that we sell a vessel.
 
Tanker values have generally experienced high volatility.  Investors can expect the fair market value of our tankers to fluctuate, depending on general economic and market conditions affecting the tanker industry and competition from other shipping companies, types and sizes of vessels and other modes of transportation.  In addition, as vessels grow older, they generally decline in value.  These factors will affect the value of our vessels at the time of any vessel sale.  If for any reason we sell a tanker at a time when tanker prices have fallen, the sale may be at less than the tanker’s carrying amount on our financial statements, with the result that we would also incur a loss on the sale and a reduction in earnings and surplus, which could reduce our ability to pay dividends.
 
Vessel values may be depressed at a time when DHT Maritime and its subsidiaries are required to make a repayment under the secured credit facility, or when the secured credit facility matures, which could adversely affect our liquidity and our ability to refinance the secured credit facility.
 
In the event of the sale or loss of a vessel, the secured credit facility requires DHT Maritime and its subsidiaries to prepay the facility in an amount proportionate to the market value of the sold or lost vessel compared with the total market value of all of our vessels before such sale or loss.  If vessel values are depressed at such a time, our liquidity could be adversely affected as the amount that DHT Maritime and its subsidiaries are required to repay could be greater than the proceeds we receive from a sale.  In addition, declining tanker values could adversely affect our ability to refinance the secured credit facility at its maturity in 2017, as the amount that a new lender would be willing to lend on the same terms may be less than the amount we owe under the expiring secured credit facility.
 
 
 
 
 
We operate in the highly competitive international tanker market which could affect our financial position if the charterers do not renew our charters.
 
The operation of tankers and transportation of crude oil and petroleum products are extremely competitive.  Competition arises primarily from other tanker owners, including major oil companies, as well as independent tanker companies, some of whom have substantially larger fleets and substantially greater resources than we do.  Competition for the transportation of oil and oil products can be intense and depends on price, location, size, age, condition and the acceptability of the tanker and its operators to the charterers.  During the term of our charters, our exposure to this competition is limited because of the predominantly fixed rate nature of our charters.  In the event that the charterers do not further renew the charters when they expire (beginning in 2012) or terminate the charters for any reason, we will have to compete with other tanker owners, including major oil companies and independent tanker companies, for charters.  Due in part to the fragmented tanker market, competitors with greater resources may be able to offer better prices than us, which could result in our achieving lower revenues from our vessels.
 
Compliance with environmental laws or regulations may adversely affect our business.
 
Our operations are affected by extensive and changing international, national and local environmental protection laws, regulations, treaties, conventions and standards in force in international waters, the jurisdictional waters of the countries in which our vessels operate, as well as the countries of our vessels’ registration.  Many of these requirements are designed to reduce the risk of oil spills and other pollution, and our compliance with these requirements can be costly.
 
These requirements can affect the resale value or useful lives of our vessels, require a reduction in carrying capacity, ship modifications or operational changes or restrictions, lead to decreased availability of insurance coverage for environmental matters or result in the denial of access to certain jurisdictional waters or ports, or detention in, certain ports.  Under local, national and foreign laws, as well as international treaties and conventions, we could incur material liabilities, including cleanup obligations, in the event that there is a release of petroleum or other hazardous substances from our vessels or otherwise in connection with our operations.  We could also become subject to personal injury or property damage claims relating to the release of or exposure to hazardous materials associated with our current or historic operations.  Violations of or liabilities under environmental requirements also can result in substantial penalties, fines and other sanctions, including in certain instances, seizure or detention of our vessels.
 
We could incur significant costs, including cleanup costs, fines, penalties, third-party claims and natural resource damages, as the result of an oil spill or other liabilities under environmental laws.  OPA affects all vessel owners shipping oil to, from or within the United States.  OPA allows for potentially unlimited liability without regard to fault for owners, operators and bareboat charterers of vessels for oil pollution in U.S. waters.  Similarly, the International Convention on Civil Liability for Oil Pollution Damage, 1969, as amended, which has been adopted by most countries outside of the United States, imposes liability for oil pollution in international waters.  OPA expressly permits individual states to impose their own liability regimes with regard to hazardous materials and oil pollution incidents occurring within their boundaries.  Coastal states in the United States have enacted pollution prevention liability and response laws, many providing for unlimited liability.
 
OPA provides for the scheduled phase-out of all non double-hull tankers that carry oil in bulk in U.S. waters.  IMO and the European Union also have adopted separate phase-out schedules applicable to single-hull tankers operating in international and EU waters.  These regulations will reduce the demand for single-hull tankers, force the remaining single-hull vessels into less desirable trading routes, increase the number of ships trading in routes open to single-hull vessels and could increase demands for further restrictions in the remaining jurisdictions that permit the operation of these vessels.  As a result, single-hull vessels are likely to be chartered less frequently and at lower rates.  Although all of our tankers are double-hulled, we cannot assure you that these regulatory programs will not apply to vessels acquired by us in the future.
 
In addition, in complying with OPA, IMO regulations, EU directives and other existing laws and regulations and those that may be adopted, ship-owners may incur significant additional costs in meeting new maintenance and inspection requirements, developing contingency arrangements for potential spills and obtaining insurance coverage.  Government regulation of vessels, particularly in the areas of safety and environmental requirements, can be expected to become more strict in the future and require us to incur significant capital expenditures on our vessels to keep them in compliance, or even to scrap or sell certain vessels altogether.  For example, various jurisdictions are considering imposing more stringent requirements on air emissions, including greenhouse gases, and on the management of ballast waters to prevent the introduction of non-indigenous species that are considered to be invasive.  In recent years, the IMO and EU have both accelerated their existing non-double-hull phase-out schedules in response to highly publicized oil spills and other shipping incidents involving companies unrelated to us.  Future accidents can be expected in the industry, and such accidents or other events could be expected to result in the adoption of even stricter laws and regulations, which could limit our operations or our ability to do business and which could have a material adverse effect on our business and financial results.
 
 
 
 
 
The shipping industry has inherent operational risks, which could impair the ability of the charterers to make payments to us.
 
Our tankers and their cargoes are at risk of being damaged or lost because of events such as marine disasters, bad weather, mechanical failures, human error, war, terrorism, piracy, environmental accidents and other circumstances or events.  In addition, transporting crude oil across a wide variety of international jurisdictions creates a risk of business interruptions due to political circumstances in foreign countries, hostilities, labor strikes and boycotts, the potential for changes in tax rates or policies, and the potential for government expropriation of our vessels.  Any of these events could impair the ability of the charterers to make payments to us under our charters.
 
Our insurance coverage may be insufficient to make us whole in the event of a casualty to a vessel or other catastrophic event, or fail to cover all of the inherent operational risks associated with the tanker industry.
 
In the event of a casualty to a vessel or other catastrophic event, we will rely on our insurance to pay the insured value of the vessel or the damages incurred.  Under the old ship management agreements for our Initial Vessels, Tanker Management was responsible for arranging insurance and under the new ship management agreements, which became effective as of January 16, 2009, Tanker Management will, upon instruction by the company, continue to be responsible for arranging insurance against those risks that we believe the shipping industry commonly insures against, and we are responsible for the premium payments on such insurance.  With respect to our two Suezmaxes, the Overseas Newcastle and the Overseas London, which are on bareboat charters, the charterer is responsible for arranging and paying insurance.  This insurance includes marine hull and machinery insurance, protection and indemnity insurance, which includes pollution risks and crew insurance, and war risk insurance.  Tanker Management is also responsible for arranging loss of hire insurance in respect of each of our Initial Vessels, and we are responsible for the premium payments on such insurance.  This insurance generally provides coverage against business interruption for periods of more than 21 days (in the case of our VLCCs) or 14 days (in the case of our Aframaxes) per incident (up to a maximum of 120 days) per incident, following any loss under our hull and machinery policy.  We will not be reimbursed under the loss of hire insurance policies, on a per incident basis, for the first 21 days of off hire in the case of our VLCCs and for the first 14 days in the case of our Aframaxes.  Currently, the amount of coverage for liability for pollution, spillage and leakage available to us on commercially reasonable terms through protection and indemnity associations and providers of excess coverage is $1 billion per vessel per occurrence.  We cannot assure you that we will be adequately insured against all risks.  If insurance premiums increase, we may not be able to obtain adequate insurance coverage at reasonable rates for our fleet.  Additionally, our insurers may refuse to pay particular claims. Any significant loss or liability for which we are not insured could have a material adverse effect on our financial condition.  In addition, the loss of a vessel would adversely affect our cash flows and results of operations.
 
Maritime claimants could arrest our tankers, which could interrupt the charterers’ or our cash flow.
 
Crew members, suppliers of goods and services to a vessel, shippers of cargo and other parties may be entitled to a maritime lien against that vessel for unsatisfied debts, claims or damages.  In many jurisdictions, a maritime lien-holder may enforce its lien by arresting a vessel through foreclosure proceedings.  The arrest or attachment of one or more of our vessels could interrupt the charterers’ or our cash flow and require us to pay a significant amount of money to have the arrest 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 vessel in our fleet for claims relating to another vessel in our fleet.
 
 
 
 
 
Governments could requisition our vessels during a period of war or emergency without adequate compensation.
 
A government could requisition one or more of our vessels for title or for hire.  Requisition for title occurs when a government takes control of a vessel and becomes her owner, while requisition for hire occurs when a government takes control of a vessel and effectively becomes her charterer at dictated charter rates.  Generally, requisitions occur during periods of war or emergency, although governments may elect to requisition vessels in other circumstances.  Although we would be entitled to compensation in the event of a requisition of one or more of our vessels, the amount and timing of payment would be uncertain.  Government requisition of one or more of our vessels may negatively impact our revenues and reduce the amount of cash we have available for distribution as dividends to our stockholders.
 
RISKS RELATING TO OUR COMMON STOCK
 
The market price of our common stock may be unpredictable and volatile.
 
The market price of our common stock may fluctuate due to factors such as actual or anticipated fluctuations in our quarterly and annual results and those of other public companies in our industry, mergers and strategic alliances in the tanker industry, market conditions in the tanker industry, changes in government regulation, shortfalls in our operating results from levels forecast by securities analysts, announcements concerning us or our competitors and the general state of the securities market.  The tanker industry has been highly unpredictable and volatile.  The market for common stock in this industry may be equally volatile.  Therefore, we cannot assure you that you will be able to sell any of our common stock you may have purchased at a price greater than or equal to the original purchase price.
 
Future sales of our common stock could cause the market price of our common stock to decline.
 
The market price of our common stock could decline due to sales of a large number of our shares in the market or the perception that such sales could occur.  This could depress the market price of our common stock and make it more difficult for us to sell equity securities in the future at a time and price that we deem appropriate, or at all.
 
We are incorporated in the Marshall Islands, which does not have a well-developed body of corporate law.
 
Our corporate affairs are governed by our articles of incorporation and bylaws and by the Marshall Islands Business Corporations Act, or the “BCA.”  The provisions of the BCA resemble provisions of the corporation laws of a number of states in the United States.  However, there have been few judicial cases in the Marshall Islands interpreting the BCA, and the rights and 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 United States.  Therefore, the rights of stockholders of the Marshall Islands may differ from the rights of stockholders of companies incorporated in the United States.  While the BCA provides that it is to be interpreted according to the laws of the State of Delaware and other states with substantially similar legislative provisions, there have been few, if any, court cases interpreting the BCA in the Marshall Islands and we can not predict whether Marshall Islands courts would reach the same conclusions that any particular United States court would reach or has reached.  Thus, you may have more difficulty in protecting your interests in the face of actions by the management, directors or controlling stockholders than would stockholders of a corporation incorporated in a United States jurisdiction which has developed a relatively more substantial body of case law.
 
Our bylaws restrict stockholders from bringing certain legal action against our officers and directors.
 
Our bylaws contain a broad waiver by our stockholders of any claim or right of action, both individually and on our behalf, against any of our officers or directors.  The waiver applies to any action taken by an officer or director, or the failure of an officer or director to take any action, in the performance of his or her duties, except with respect to any matter involving any fraud or dishonesty on the part of the officer or director.  This waiver limits the right of stockholders to assert claims against our officers and directors unless the act or failure to act involves fraud or dishonesty.
 
 
 
 
 
We have anti-takeover provisions in our bylaws that may discourage a change of control.
 
Our bylaws contain provisions that could make it more difficult for a third party to acquire us without the consent of our board of directors.  These provisions provide for:
 
 
a classified board of directors with staggered three-year terms, elected without cumulative voting;
 
 
directors only to be removed for cause and only with the affirmative vote of holders of at least a majority of the common stock issued and outstanding;
 
 
advance notice for nominations of directors by stockholders and for stockholders to include matters to be considered at annual meetings;
 
 
a limited ability for stockholders to call special stockholder meetings; and
 
 
our board of directors to determine the powers, preferences and rights of our preferred stock and to issue the preferred stock without stockholder approval.
 
These provisions could make it more difficult for a third party to acquire us, even if the third party’s offer may be considered beneficial by many stockholders.  As a result, stockholders may be limited in their ability to obtain a premium for their shares.
 
 
A.      HISTORY AND DEVELOPMENT OF THE COMPANY
 
General Information
 
DHT Maritime, Inc was incorporated under the name of Double Hull Tankers, Inc. in April 2005 under the laws of the Marshall Islands.  In June 2008, the stockholders voted to approve an amendment to DHT Maritime’s articles of incorporation to change its name to DHT Maritime, Inc. DHT Holdings, Inc. was incorporated as an independent company under the laws of the Marshall Islands on February 12, 2010.  On March 1, 2010, DHT Maritime, Inc. effected a series of transactions that resulted in DHT Holdings, Inc. becoming the publicly held parent company of DHT Maritime, Inc. Our principal executive offices are located at 26 New Street, St.  Helier, Jersey, Channel Islands, JE23RA and our telephone number at that address is +44 (0) 1534 639759.
 
B.      BUSINESS OVERVIEW
 
We operate a fleet of double-hull tankers.  As of March 25, 2010, our fleet consists of three VLCCs which are tankers ranging in size from 200,000 to 320,000 dwt, two Suezmax tankers, which are tankers ranging in size from 130,000 to 170,000 dwt, and four Aframax tankers, which are tankers ranging in size from 80,000 to 120,000 dwt.  Our fleet principally operates on international routes and had a combined carrying capacity of 1,656,921 dwt and a weighted average age of 9.7 years as of December 31, 2009, compared with an average age of approximately 9.7 years for the world crude tanker fleet.
 
We acquired our seven Initial Vessels from subsidiaries of OSG on October 18, 2005 in exchange for cash and shares of our common stock and have time chartered these vessels back to subsidiaries of OSG.  In addition, on December 4, 2007 and January 28, 2008, we acquired two Suezmaxes, the Overseas Newcastle and the Overseas London, respectively, in exchange for cash and have bareboat chartered these vessels to subsidiaries of OSG.  OSG, one of the world’s largest bulk-shipping companies, owns and operates a modern fleet of 129 vessels (including Newbuildings on order) as of December 31, 2009.  OSG’s fleet consists of both internationally flagged and U.S. flagged vessels that transport crude oil, petroleum products and dry bulk commodities.
 
 
 
 
 
Our strategy is to charter our vessels primarily pursuant to multi-year charters to take advantage of the stable cash flow associated with long-term charters.  In addition, the majority of our charter arrangements include a profit sharing component that gives us the opportunity to earn additional hire when vessel earnings exceed the basic hire amounts set forth in the charters.  Seven of the nine vessels are operated in the Tankers International Pool, Suezmax International and the Aframax International Pool and we expect our potential to earn additional hire will benefit from the higher utilization rates realized by these pools.  In a pooling arrangement, the net revenues generated by all of the vessels in a pool are aggregated and distributed to pool members pursuant to a pre-arranged weighting system that recognizes each vessel’s earnings capacity based on its cargo capacity, speed and consumption, and actual on-hire performance.
 
On October 18, 2005, we agreed to time charter our Initial Vessels to subsidiaries of OSG for terms of five to six and one-half years.  Each time charter may be renewed by the charterer on one or more successive occasions for periods of one, two or three years, up to an aggregate of five, six or eight years, depending on the vessel, from the initial expiration date.  On November 26, 2008, we entered into an agreement with OSG whereby OSG exercised its option to extend the charters for the Initial Vessels upon expiry of the vessels’ initial charter periods.  For two of the vessels, the charters were extended for 18 months after the initial charter periods expire in October 2010 and for five of the vessels, the charters were extended for 12 months following the expiry of the initial charter periods between April 2011 and April 2012.  When a time charter is renewed, the charter terms providing for profit sharing will remain in effect and the charterer, at the time of exercise, will have the option to select a basic charter rate that is equal to (i) 5% above the published one-, two- or three-year time charter rate (corresponding to the extension length) for the vessel’s class, as decided by a shipbrokers’ panel (subject to specified floors, for certain of our vessels for the declared extension period), or (ii) the basic hire rate set forth in the applicable charter.  The shipbrokers’ panel, which we call the “Broker Panel”, will be The Association of Shipbrokers and Agents Tanker Broker Panel or another panel of brokers mutually acceptable to us and the charterer.  Upon delivery to us of our Suezmax, the Overseas Newcastle, on December 4, 2007, the vessel was bareboat chartered to a subsidiary of OSG for a term of seven years at a basic bareboat charter rate of $26,300 per day for the first three years of the charter term, and $25,300 per day for the last four years of the charter term.  In addition to the bareboat charter rate, we will, through the profit sharing element of the charter agreement, earn 33% of the vessel’s earnings above the time charter equivalent rate of $35,000 per day for the first three years of the charter term and above $34,000 per day for the last four years of the charter term, calculated on a four quarter rolling average.  At the end of the seven year charter term, OSG has the right to acquire the vessel for $77 million.
 
Upon delivery to us of our other Suezmax, the Overseas London, on January 28, 2008, the vessel was bareboat chartered to a subsidiary of OSG for a term of 10 years at a basic bareboat charter rate of $26,600 per day for the term of the charter.  There is no profit sharing element under this bareboat charter.  OSG has the right to acquire the vessel at the end of the eighth, ninth and tenth year of the charter term at a price of $71 million, $67 million and $60 million, respectively.  If OSG elects to exercise its purchase option, we will, in addition to the purchase option price, receive an amount equal to 40% of the difference between the market price of the vessel at the time the purchase option is exercised and the purchase option price.
 
CHARTER ARRANGEMENTS
 
The following summary of the material terms of our charters does not purport to be complete and is subject to, and qualified in its entirety by reference to, all of the provisions of the charters.  Because the following is only a summary, it does not contain all information that you may find useful.  For more complete information, you should read the entire time charter party with amendments for each vessel listed as an exhibit to this report.
 
General – Time Charters
 
Effective October 18, 2005, certain of our wholly owned subsidiaries time chartered our Initial Vessels to the charterers for a period of five to six and one-half years, as set forth in the table below.  Each time charter may be renewed by the charterer on one or more successive occasions for periods of one, two or three years, up to an aggregate of five, six or eight years, depending on the vessel.  The charterer must exercise its renewal option in writing at least 90 days prior to expiration of the existing charter period.  If a time charter is renewed, the charter terms providing for profit sharing will remain in effect and the charterer, at the time of exercise, will have the option to select a basic charter rate that is equal to (i) 5% above the published one-, two- or three-year time charter rate (corresponding to the extension length) for the vessel’s class, as decided by a shipbrokers’ panel, or (ii) the basic hire rate set forth in the charter.  The Broker Panel will be The Association of Shipbrokers and Agents Tanker Broker Panel or another panel of brokers mutually acceptable to us and the charterer.
 
 
 
 
 
On November 26, 2008, we entered into an agreement with OSG whereby OSG exercised its option to extend the charters for the Initial Vessels upon expiry of the vessels’ initial charter periods.  For the Overseas Rebecca and the Overseas Ania, the charters were extended for 18 months after the initial charter periods expire in October 2010 at the basic charter rate.  With regards to the remaining five vessels, the charters were extended for 12 months after the initial charter periods expire between April 2011 and April 2012, with the basic charter hire rate for the declared extension periods being either the basic charter rate stipulated in the applicable charter or, if the one-year time charter rate is lower, a base rate which is no more than $5,000 per day below the basic charter rate stipulated in the charters.
 
We guarantee the obligations of each of our subsidiaries under the time charters and OSG guarantees each charterers’ obligation to make charter payments to us.
 

Vessel
 
Term of Initial
Charter
 
Expiration
of Initial Charter
 
Expiration
After Extension
 
Maximum
Remaining
Extension Term
Overseas Ann
 
6½ years
 
April 17, 2012
 
April 16, 2013
 
7 years
Overseas Chris
 
6 years
 
October 17, 2011
 
October 16, 2012
 
7 years
Overseas Regal
 
5½ years
 
April 17, 2011
 
April 16, 2012
 
5 years
Overseas Cathy
 
6¼ years
 
January 17, 2012
 
January 16, 2013
 
7 years
Overseas Sophie
 
5¾ years
 
July 17, 2011
 
July 16, 2012
 
7 years
Overseas Rebecca
 
5 years
 
October 17, 2010
 
April 16, 2012
 
3 ½  years
Overseas Ania
 
5 years
 
October 17, 2010
 
April 16, 2012
 
3 ½ years

The charterers are wholly-owned subsidiaries of OSG.  Under the time charters, we are required to keep the vessels seaworthy, and to crew, operate and maintain them, including ensuring (i) that the vessels have been approved for trading (referred to in the industry as “vetting approvals”) by a minimum of four major oil companies and (ii) that we do not lose any vetting approvals that are required to maintain the vessels’ trading patterns.  Tanker Management performs those duties for us under the ship management agreements described below.  If structural changes or new equipment is required due to changes mandated by legislation or regulation, the vessel classification society or the standards of an oil company for which vetting approval is required, the charterers will be required to pay the first $50,000 per year per vessel for all such changes.  To the extent the cost of all such changes exceeds $50,000, the excess cost will be apportioned to us and the charterer of the vessel on the basis of the ratio of the remaining charter period and the remaining useful life of the vessel (calculated as 25 years from the year built), with the charterers paying 50% of the apportioned cost.  Each charter also provides that the basic hire will be reduced if the vessel does not achieve the performance specifications set forth in the charter.  Pursuant to the charters, the charterers have agreed to endeavor to avoid or limit any liability to their customers for consequential damages.  In addition, the charterers and OSG International, Inc., or “OIN,” have agreed to use their commercial best efforts to charter our vessels on market terms and to ensure that preferential treatment is not given to any other vessels owned, managed or controlled by OIN or its affiliates.
 
The charterers have a right of first offer over the sale of the applicable vessel, which, in the event we wish to sell such vessel, requires us to offer to sell the vessel to the applicable charterer at a price determined by a shipbrokers’ panel.  The charterers are not obligated to pay us charter hire for off hire days that include days a vessel is unable to be in service due to, among other things, repairs or drydockings.  However, we have obtained loss of hire insurance that will generally provide coverage against business interruption for periods of more than 21 days (in the case of our VLCCs) or 14 days (in the case of our Aframaxes) per incident (up to a maximum of 120 days per incident), following any loss under our hull and machinery policy.
 
The terms of the time charters do not provide the charterers with an option to terminate the charter before the end of their respective terms. However, the charterers may terminate in the event of the total loss or constructive total loss of a vessel, if the vessel fails an inspection by a government and/or a port state authority, in the event the vessel fails to comply with the charter’s vetting requirements, or in the event that the vessel is rendered unavailable for charterers’ service for a period of thirty days or more as a result of detention of a vessel by any governmental authority, or by any legal action against vessel or owners, or by any strike or boycott by the vessel’s officers or crew.
 
 
 
 
 
General – Bareboat Charters
 
On December 4, 2007, our Suezmax, the Overseas Newcastle, was bareboat chartered to a subsidiary of OSG for a term of seven years at a basic bareboat charter rate of $26,300 per day for the first three years of the charter term, and $25,300 per day for the last four years of the charter term.  According to the terms of the bareboat charter, we will be paid this basic hire even for the days on which the vessel is not able to be in service.  In addition to the bareboat charter rate, we will, through the profit sharing element of this charter agreement, earn 33% of the vessel’s earnings above the time charter equivalent rate of $35,000 per day for the first three years of the charter term and above $34,000 per day for the last four years of the charter term, calculated on a four quarter rolling average.  At the end of the seven year charter term, OSG has the right to acquire the vessel for $77 million.
 
On January 28, 2008, our other Suezmax, the Overseas London, was bareboat chartered to a subsidiary of OSG for a term of 10 years at a basic bareboat charter rate of $26,000 per day for the term of the charter.  According to the terms of the bareboat charter, we will be paid this basic hire even for the days on which the vessel is not able to be in service.  There is no profit sharing element under this bareboat charter.  OSG has the right to acquire the vessel at the end of the eighth, ninth and tenth year of the charter term at a price of $71 million, $67 million and $60 million, respectively.  If OSG elects to exercise its purchase option, we will, in addition to the purchase option price, receive an amount equal to 40% of the difference between the market price of the vessel at the time the purchase option is exercised and the purchase option price.
 
Basic Hire
 
Under each time charter for our Initial Vessels, the daily charter rate for each such vessel, which we refer to as “basic hire,” is payable to us monthly in advance and will increase annually.  The basic hire under the charters for each vessel type during each year of the initial fixed term of the charter and the extension periods agreed to on November 26, 2008 is as follows:
 

Charter Year
 
End of Charter
Year (1)
 
VLCCs
 
Aframaxes
(Overseas Cathy and Overseas Sophie )
 
Aframaxes
(Overseas
Rebecca and Overseas Ania)
  1  
October 17, 2006
   $  37,200/day  
               $         24,500/day
   $
18,500/day
  2  
October 17, 2007
 
37,400/day
 
24,700/day
 
18,700/day
  3  
October 17, 2008
 
37,500/day
 
24,800/day
 
18,800/day
  4  
October 17, 2009
 
37,600/day
 
24,900/day
 
18,900/day
  5  
October 17, 2010
 
37,800/day
 
25,100/day
 
19,100/day
  6  
October 17, 2011
 
38,100/day
 
25,400/day
 
19,100/day
  7  
October 17, 2012
 
38,500/day
 
25,700/day
 
19,700/day
  8  
October 17, 2012
 
38,800/day
 
26,000/day
   
____________
(1)
The charters, including the extension options agreed to on November 26, 2008, expire as follows for the Overseas Ann, Overseas Cathy, Overseas Chris, Overseas Sophie, Overseas Regal, Overseas Ania and Overseas Rebecca:  April 16, 2013; January 16, 2013; October 16, 2012; July 16, 2012; April 16, 2012; April 16, 2012 and April 16, 2012, respectively.
 
Under each Time Charter, the charterer has the option to renew the charter on one or more successive occasions for periods of one, two or three years, up to an aggregate of five, six or eight years, including the extensions agreed to on November 26, 2008, depending on the vessel.  Each such option will be exercisable not less than three months prior to the then-effective charter expiration date.  If a time charter is renewed, the charter terms providing for profit sharing will remain in effect and the charterer, at the time of exercise, will have the option to select a basic charter rate that is equal to (i) 5% above the published one-, two- or three-year time charter rate (corresponding to the extension length) for the vessel’s class, as decided by the Broker Panel (subject to specified floors for certain of our vessels for the declared extension period), or (ii) the basic hire rate set forth in the charter.
 
 
 
 
 
With respect to our Suezmax, the Overseas Newcastle, the basic bareboat charter rate will be $26,300 per day for the first three years of the charter term and $25,300 per day for the last four years of the charter term.  With respect to our other Suezmax, the Overseas London, the basic bareboat charter rate will be $26,600 per day for the entire ten year term of the charter.  Under each bareboat charter, the charterer does not have the option to renew the charter at the end of the seven-year and ten-year charter period, respectively.
 
Additional Hire
 
Pursuant to the charter arrangements for our Initial Vessels, the parent of each of the charterers, OIN, has agreed to pay us quarterly in arrears a payment, which is in addition to the basic hire we will receive under our charters, that we refer to as additional hire.  OIN will pay us additional hire on a quarterly basis equal to 40% of the excess, if any, of the aggregate charter hire earned (or deemed earned in the event that a vessel is operated in the spot market outside a pool) by the charterers on all of our vessels above the aggregate basic hire paid by the charterers to us in respect of all of our vessels during the calculation period.  OSG has guaranteed the additional hire payments due to us under the charter framework agreement.  If we sell a vessel to a third party, the vessel will continue to be subject to the charter framework agreement and will continue to earn additional hire, but will not be included in our fleetwide calculations.  Additional hire is calculated on TCE basis, regardless of whether the charterers operate our vessels in a pool, on time charters or in the spot market.  However, the manner in which charter hire is calculated for a given period depends on whether our vessels are operated in a pool or in the time or spot charter market.  Currently, all of our VLCCs are operated in the Tankers International Pool and two of our Aframax vessels are operated in the Aframax International Pool.  The Overseas Ania and the Overseas Rebecca left the Aframax International Pool as of July 1, 2008 and July 16, 2009, respectively and are re-chartered by OSG to OSG Lightering until October 2010 and April 2012, respectively.
 
General provisions regarding additional hire for our Initial Vessels.
 
For the First Four Fiscal Quarters.  Additional hire was calculated at the end of each quarter through and including the quarter ending September 30, 2006 for the period commencing on the effective date of the charters and ending on the last day of the applicable quarter, as follows:
 
 
TCE revenue earned or deemed earned by the charterers for all of the applicable vessels over the calculation period is aggregated;
 
 
the basic hire earned by all of the applicable vessels during the calculation period is aggregated;
 
 
additional hire for the calculation period is equal to 40% of the excess, if any, of the TCE revenue earned or deemed earned by the charterers over the basic hire earned by all of the applicable vessels;
 
 
additional hire payable for the relevant quarter is equal to the excess, if any, of the additional hire for the calculation period over the amount of additional hire paid in respect of previous quarters; and
 
 
the calculation period for each of the four quarters beginning on the effective date and ending on September 30, 2006 is the period commencing on the effective date and ending on the last day of such calendar quarter.
 
 
 
 
 
In Subsequent Fiscal Periods.  Additional hire for any calendar quarter subsequent to September 30, 2006 will be equal to an amount that is 40% of the excess, if any, of (i) the aggregate of the rolling four quarter weighted average hire for all of the applicable vessels in the calendar quarter over (ii) the aggregate of the basic hire earned by all of the applicable vessels in that calendar quarter.  The weighted average hire for each vessel is determined by:
 
 
aggregating all TCE revenue earned or deemed earned by the vessel in the four quarter period ending on the last day of the quarter and dividing the result by the number of days the vessel was on hire in that four quarter period; and
 
 
multiplying the resulting rate by the number of days the vessel was on hire in the calendar quarter.
 
OIN is responsible for performing the additional hire calculations each quarter, subject to our right to review its calculations.  Additional hire, if any, is payable on the 35th day following the end of each calendar quarter.  We will not be required to refund any additional hire payments made to us by OIN in respect of prior periods due to our vessels earning less than the basic hire amounts.
 
Additional hire for vessels operating in a pool.
 
General.  In order to enhance vessel utilization and earnings, OSG is a member of the Tankers International Pool, which operates VLCCs and V Pluses, and the Aframax International Pool, which operates Aframaxes.  Our VLCCs and two of our Aframaxes are currently operated in these pools.  The Tankers International Pool currently consists of 41 VLCCs and V Pluses, including our three VLCCs, and the Aframax International Pool consists of 41 Aframaxes, including two of our four Aframaxes.  The large number of vessels managed by these pools allows them to enhance vessel utilization, and therefore vessel earnings, with backhaul cargoes and contracts of affreightment, or “COAs,” which minimize idle time and distances traveled empty.  We therefore believe that, over a longer period of time, our potential to earn additional hire will be enhanced by the higher utilization rates and lower overhead costs that a vessel operating inside a pool can achieve compared with a vessel operating independently outside of a pool.
 
Allocation of pool revenues.  Earnings generated by all vessels operating in a pool are expressed on a TCE basis and then pooled and allocated based on a pre-arranged weighting system that recognizes each vessel’s earnings capacity based on its cargo capacity, speed and consumption and actual on-hire performance.  Earnings from vessels operating on voyage charters in the spot market and on COAs within the pool need to be converted into TCE revenues (by subtracting voyage expenses such as fuel and port charges) while vessels operating on time charters within a pool do not need to be converted.  For vessels operating on voyage charters in the spot market and on COAs, aggregated voyage expenses are deducted from aggregated revenues to result in an aggregate net revenue amount, which is the TCE amount.  These aggregate net revenues are combined with aggregate time charter revenues to determine aggregate pool TCE revenue.  Aggregate pool TCE revenue is then allocated to each vessel in accordance with the allocation formula.  Because OSG currently operates the majority of the VLCCs and Aframaxes it owns and charters in the Tankers International and Aframax International Pools, respectively, we expect that most of our VLCCs and Aframaxes will continue to be operated in these pools and that each charterer will earn its vessel’s share of the respective pool’s TCE revenue from the commencement of our time charters with OSG’s subsidiaries and for so long as OSG maintains its membership in that pool.  However, OSG can withdraw from either pool at any time, and the members of either pool can agree to change the terms of their respective pools at any time.  Furthermore, under the current terms of the respective pool agreements, OSG may withdraw a particular VLCC (including any of ours) from the Tankers International Pool and time charter it to a third party for a term exceeding five years and may withdraw a particular Aframax (including any of ours) from the Aframax International Pool and time charter it to a third party for a term in excess of three years.  The Overseas Ania and the Overseas Rebecca, two of our Aframaxes, were withdrawn from the Aframax International Pool in July 2008 and July 2009, respectively, and are re-chartered by OSG to OSG Lightering until October 2010 and April 2012, respectively.
 
The amount of TCE revenue earned by our vessels that operate in pools is equal to the pool earnings for those vessels, as reported to each charterer by the respective pool manager.
 
 
 
 
 
Additional hire for vessels operating outside of a pool.
 
Regarding the Overseas Ania and the Overseas Rebecca, and if OSG withdraws more of our vessels from a pool or if a pool disbands, the methodology for calculating TCE revenue for determination of additional hire will differ.  TCE revenue for the Overseas Ania and the Overseas Rebecca, or any affected vessel will be equal to:
 
 
for periods under time charters:  actual time charter hire earned by the charterer under time charters to third parties for any periods during the quarter that the vessel operates under the time charter, less ship broker commissions paid by the charterer to unaffiliated third parties in an amount not to exceed 2.5% of such time charter hire and commercial management fees paid by the charterer to unaffiliated third parties in an amount not to exceed 1.25% of such time charter hire; plus
 
 
for periods in the spot market:  the TCE revenue deemed earned by the charterer in the spot market, calculated as described under the special provisions referred to below.  We define “spot market” periods as periods during the quarter that a vessel is not subchartered by the charterer under a time charter or operating in a pool and during which the vessel is on hire under our time charter with the charterer.
 
Special provisions regarding the calculation of additional hire when vessels are operated outside of a pool and not in the time charter market.
 
If a vessel is operated by a charterer outside of a pool and not in the time charter market (i.e., in the spot market) TCE revenue will be deemed earned for the period that the vessel is operating on the spot market and is on hire under our time charter.  TCE revenue will be calculated each quarter using averages of the daily spot rates (expressed in Worldscale Points) for the routes specified below, as determined by the Broker Panel.  We refer to these averages as the average spot rates and we refer to these routes as the notional routes.  The average spot rates will be determined for the notional routes as follows:
 
 
multiplying the daily spot rate expressed in Worldscale Points (first divided by 100) by the applicable Worldscale flat rate (expressed in U.S. dollars per ton of cargo) for the notional route as set forth in the New Worldwide Tanker Nominal Freight Scale issued by the Worldscale Association for the relevant period and multiplying that product by the cargo size (in tons) for each vessel type to calculate freight income;
 
 
subtracting voyage costs consisting of brokerage commissions of 2.5% and commercial management costs of 1.25%, bunker costs and port charges from freight income to calculate voyage income; and
 
 
dividing voyage income by voyage duration, including time in port.
 
A TCE per-day rate will be calculated based on the average spot rates reported by the Broker Panel and weighted by the notional routes as described below.  TCE revenue for the vessel will be calculated by multiplying the TCE per-day rate by the number of days the vessel was operating on hire under our time charter during that quarter.
 
The Broker Panel will be The Association of Shipbrokers and Agents Tanker Broker Panel or another panel of brokers mutually acceptable to us and OIN.  If Worldscale ceases to be published, the Broker Panel shall use its best judgment in determining the nearest alternative method of assessing the market rates on the specified voyages.
 
On the last day of each calendar quarter, OIN will instruct the Broker Panel to determine for each notional route the average spot rate for the relevant period during that quarter that the vessel was on hire.  Periods for which a vessel is off hire under our time charter for any reason will be excluded from the calculation.  The Broker Panel will be instructed to deliver their assessment of the average spot rates no later than the fifth business day following the instruction date to make such assessment.  Upon receipt of the Broker Panel’s assessment of the average spot rates, OIN will calculate the TCE revenue deemed earned by each charterer for the relevant periods during that quarter, and will deliver such calculation to us no later than the fifth business day following the date on which it receives the average spot rate assessment from the Broker Panel.  Such TCE revenue amounts will be included in the additional hire calculation for the quarter.  Determinations of the Broker Panel will be binding on us and OIN.  We and OIN will share equally the cost of such Broker Panel assessment and of any experts engaged by the Broker Panel.
 
 
 
 
 
The notional routes, cargo sizes and the weighting to be applied to each route in calculating the TCE daily rates is as follows:
 
1.             Aframaxes
 
Puerta la Cruz to Corpus Christi with 70,000 tons of crude (50% weight)
Sullom Voe to Wilhelmshaven with 80,000 tons of crude (25% weight)
Banias to Lavera with 80,000 tons of crude (25% weight)
 
2.            VLCCs
 
Ras Tanura to Chiba with 250,000 tons of crude (50% weight)
Ras Tanura to LOOP with 280,000 tons of crude (46% weight)
Offshore Bonny to LOOP with 260,000 tons of crude (4% weight)
 
The notional routes are intended to represent routes on which Aframaxes and VLCCs are typically traded by the charterers.  If during the term of the charter, in OIN’s reasonable opinion, any notional route ceases to be used by Aframaxes or VLCCs, as the case may be, or the selection of bunkering ports for purposes of determining bunker prices ceases to be representative of bunkering practice along a notional route, OIN may, with our consent, which we may not unreasonably withhold, instruct the Broker Panel to substitute alternative notional routes and bunkering ports that most closely match the routes and bunkering ports then being used by Aframaxes or VLCCs and to apply appropriate weights to such alternative routes for such period.
 
If in OIN’s reasonable opinion it becomes impractical or dangerous, due to war, hostilities, warlike operations, civil war, civil commotion, revolution or terrorism for Aframaxes and VLCCs to operate on the notional routes, OIN may request our agreement, which we may not unreasonably refuse, for the average daily rate to be determined during the period of such danger or restriction of trading using average spot rates determined by the Broker Panel for alternative notional routes proposed by the charterer that reasonably reflect realistic alternative round voyage trade for Aframaxes and VLCCs during the period of such danger or restriction of trading.  In such event, the TCE revenue for such period will be calculated using the daily spot rates for such alternative routes and applying such weights as determined by the charterer, with our agreement, which we may not unreasonably refuse.
 
Additional details on the calculation of TCE revenue for spot periods are set forth below:
 
 
Calculation of voyage duration.  The voyage duration for each notional route will be calculated for the laden and ballast legs of a round trip on such notional route using the distance, speed and time in port specified below for each vessel.
 
 
Data used in calculations.  The following data will be used in the above calculations and is subject to annual review to ensure consistency with industry standards:
 
Bunkers in port
 
For Aframaxes (Overseas Cathy and Overseas Sophie):  loading 20 tons; discharging 20 tons.
 
For Aframaxes (Overseas Rebecca and Overseas Ania):  loading 20 tons; discharging 20 tons.
 
For VLCCs:  loading 50 tons; discharging 200 tons.
 
 
 
 
 
Bunker costs
 
Bunkers used in the calculation of freight income will be determined based on speed, distance and consumption of bunkers at sea and in port.  Bunker costs will be equal to the bunkers used multiplied by the bunker price.  Bunker prices will be as published by Platts Bunkerwire, or a similar publication or quotation service mutually acceptable to us and the charterer, and will be increased for barge delivery charges to reflect the average barge delivery charges in the applicable port over the prior applicable period.
 
Bunker prices for Aframaxes: the weighted average of the daily mean prices during the spot period for Marine Fuel Oil grade IFO 380 CST prevailing at each of Houston (50% weighting), Rotterdam (25% weighting) and Gibraltar (25% weighting).
 
Bunker prices for VLCCs:  the average of the daily mean prices during the spot period for Marine Fuel Oil grade IFO 380 CST prevailing at each of Fujairah and Houston, averaged on an equal weighting.
 
Port charges
 
The port charges for each notional route will be equal to the sum of port tariffs, tugs and other port call expenses at the loading and discharging ports, in U.S. dollars, converted if necessary at the exchange rate in effect on the last calendar day of the period for which the TCE day rate is being calculated.
 
Time in port
 
For Aframaxes:  5 days, which will be split 2 days loading, 2 days discharging and 1 day idling.
 
For VLCCs:  7.5 days, which will be split 3 days loading, 3 days discharging and 1.5 days idling.
 
Distance
 
The distance for each notional route will be determined according to the “World-Wide Marine Distance Tables” published by British Petroleum.
 
Speed and consumption at sea
 
For Aframaxes (Overseas Cathy and Overseas Sophie):  15 knots at 60 tons per day in laden condition and 15 knots at 60 tons per day in ballast condition, less a steaming allowance of 7.5% applied to the speeds to allow for weather and navigation.
 
For Aframaxes (Overseas Rebecca and Overseas Ania):  13.3 knots at 37 tons per day in laden condition and 13.3 knots at 37 tons per day in ballast condition, less a steaming allowance of 7.5% applied to the speeds to allow for weather and navigation.
 
For VLCCs:  14.75 knots at 105 tons per day in laden condition and 15.75 knots at 100 tons per day in ballast condition, less a steaming allowance of 7.5% applied to the speeds to allow for weather and navigation.
 
Additional hire for vessels operating under bareboat charter.
 
With respect to one of our Suezmaxes, the Overseas Newcastle, we will, in addition to the basic bareboat rate, earn 33% of the vessel’s earnings above the TCE rate of $35,000 per day for the first three years of the bareboat charter term and above $34,000 per day for the last four years of the charter term, calculated on a four quarter rolling average.  There is no profit sharing element under the bareboat charter agreement for our other Suezmax, the Overseas London.
 
 
 
 
 
SHIP MANAGEMENT AGREEMENTS
 
The following summary of the material terms of our ship management agreements does not purport to be complete and is subject to, and qualified in its entirety by reference to, all the provisions of the ship management agreements.  Because the following is only a summary, it does not contain all information that you may find useful.  For more complete information, you should read the exhibit to this report which outlines the terms and conditions of the new ship management agreements entered into by the subsidiaries owning our Initial Vessels.
 
At the time of our IPO in October 2005 each of the subsidiaries owning our Initial Vessels entered into fixed rate ship management agreements with Tanker Management with respect to such vessels.  Effective as of January 16, 2009, Tanker Management exercised its right to cancel the ship management agreements and effective as of the same date each of the subsidiaries owning our Initial Vessels entered into new ship management agreements with Tanker Management.  Under the new ship management agreements, each of the subsidiaries will pay the actual cost associated with the technical management of the vessels in addition to an annual management fee.
 
Old Ship Management Agreements
 
Under the Initial Vessels’ old ship management agreements, Tanker Management was responsible for all technical management and most of the associated costs, including crewing, maintenance, repair, Drydockings (subject to the provisions described below), maintaining required vetting approvals, and other vessel operating expenses, but excluding insurance premiums and vessel taxes.  Additionally, Tanker Management was responsible for all scheduled Drydocking costs related to our Initial Vessels.
 
Tanker Management was also obligated under the old ship management agreements to arrange for insurance for the Initial Vessels, including marine hull and machinery insurance, protection and indemnity insurance (including pollution risks and crew insurances), war risk insurance and loss of hire insurance and we were responsible for the payment of all premiums.
 
We obtained loss of hire insurance that generally provided coverage against business interruption for periods of more than 21 days (in the case of our VLCCs) or 14 (in the case of our Aframaxes) per incident (up to a maximum of 120 days) following any loss under our hull and machinery policy (mechanical breakdown, grounding, collision or other incidence of damage that does not result in a total loss or constructive total loss of the vessel).  Tanker Management was permitted to assign its duties under the ship management agreements to an affiliate at any time.
 
Under the old ship management agreements, we paid Tanker Management a technical management fee in exchange for the management services and payment of costs described above, expressed in dollars per day that was payable monthly in advance and calculated on the actual number of days in the month.  For the management agreements, the technical management fee was fixed through October 2007 and increases by 2.5% per year thereafter until the agreements were terminated in January 16, 2009.
 
Under the old ship management agreements, Tanker Management agreed to maintain our vessels so that they complied with the requirements of our charters and were in class with valid certification, and to keep them in the same good order and condition as when delivered, except for ordinary wear and tear.  In addition, Tanker Management was responsible for our fleet’s compliance with all government, environmental and other regulations.
 
From October 18, 2008, both us and Tanker Management had the right to terminate for any reason at any time upon 90 days’ advance notice.  Effective January 16, 2009, Tanker Management exercised its right to cancel the ship management agreements and effective as of the same date each of the subsidiaries owning our Initial Vessels entered into new ship management agreements with Tanker Management.
 
New Ship Management Agreements
 
Under the new ship management agreements for the Initial Vessels, Tanker Management continues to be responsible for all technical management, including crewing, maintenance, repair, Drydockings (subject to the provisions described below), and maintaining required vetting approvals and insurance coverage.  We have agreed to guarantee the obligations of each of our subsidiaries under the new ship management agreements.
 
 
 
 
 
Tanker Management is also obligated under the new ship management agreements to arrange for insurance for the Initial Vessels, including marine hull and machinery insurance, protection and indemnity insurance (including pollution risks and crew insurances), war risk insurance and loss of hire insurance and we are responsible for the payment of all premiums.
 
We have obtained loss of hire insurance that will generally provide coverage against business interruption for periods of more than 21 days (in the case of our VLCCs) or 14 (in the case of our Aframaxes) per incident (up to a maximum of 120 days) following any loss under our hull and machinery policy (mechanical breakdown, grounding, collision or other incidence of damage that does not result in a total loss or constructive total loss of the vessel).  Tanker Management is permitted to assign its duties under the ship management agreements to an affiliate at any time.
 
Each new ship management agreement is coterminous with the time charter of the associated vessel.  An extension of a time charter will trigger an extension of the associated ship management agreement unless it is cancelled as described below.  Under each new ship management agreement, we will pay the actual cost of operating and Drydocking of the vessel as well as an annual fixed management fee to Tanker Management in exchange for the management services.
 
Under the new ship management agreements, Tanker Management has agreed to maintain our vessels so that they continue to comply with the requirements of our charters and are in class with valid certification, and to keep them in the same good order and condition as when delivered, except for ordinary wear and tear.  In addition, Tanker Management is responsible for our fleet’s compliance with all government, environmental and other regulations.
 
The new ship management agreements  are cancelable by us or Tanker Management for any reason at any time upon 90 days’ prior written notice to the other.  If a ship management agreement is terminated, we will be required to pay a termination fee of $45,000 per vessel to cover costs of the manager associated with termination.  We will also be required to obtain the consent of the applicable charterer and our lenders before we appoint a new manager; however, such consent may not to be unreasonably withheld.
 
Suezmaxes
 
Each of our Suezmaxes are on bareboat charters to subsidiaries of OSG, pursuant to which the charterer is responsible for all technical management of the vessel, including vessel insurance.  Accordingly, these vessels are not subject to ship management agreements.
 
OUR FLEET
 
The following chart summarizes certain information about the nine vessels in our current fleet.

Vessel
 
Year Built
 
Dwt
 
Current Flag
 
Classification
Society
VLCC
               
Overseas Ann(1)
 
2001
 
309,327
 
Marshall Islands
 
Lloyds
Overseas Chris(1)
 
2001
 
309,285
 
Marshall Islands
 
Lloyds
Overseas Regal(1)
 
1997
 
309,966
 
Marshall Islands
 
ABS
Suezmax
               
Overseas Newcastle(2)
 
2001
 
164,626
 
Marshall Islands
 
ABS
Overseas London(3)
 
2000
 
152,923
 
Marshall Islands
 
DNV
Aframax
               
Overseas Cathy(1)
 
2004
 
112,028
 
Marshall Islands
 
ABS
Overseas Sophie(1)
 
2003
 
112,045
 
Marshall Islands
 
ABS
Overseas Rebecca(1)
 
1994
 
94,873
 
Marshall Islands
 
ABS
Overseas Ania(1)
 
1994
 
94,848
 
Marshall Islands
 
ABS

(1)
Acquired on October 18, 2005 and time chartered to a subsidiary of OSG as of that date.
 
(2)
Acquired on December 4, 2007 and bareboat chartered to a subsidiary of OSG as of that date.
 
(3)
Acquired on January 28, 2008 and bareboat chartered to a subsidiary of OSG as of that date.
 
 
 
 
 
The Overseas Regal was built in Japan by Universal Shipbuilding Corporation (formerly Hitachi Zosen Corporation) and our other six Initial Vessels were built by Hyundai Heavy Industries Co.  in South Korea, in each case under full-time on-site supervision of OSG’s in-house naval architects.  The Overseas Newcastle and the Overseas London were also built by Hyundai Heavy Industries Co.  in South Korea.  Our vessels have been built to specifications, which, in many areas, exceed industry and shipyard standards at the time of construction.  Our vessels incorporate coating specifications for both the hull and the cargo tanks to minimize corrosion, reduce maintenance and help protect the environment.  As a result, we believe our vessels are among the most efficient and safe tankers.
 
RISK OF LOSS AND INSURANCE
 
Our operations may be affected by a number of risks, including mechanical failure of the vessels, collisions, property loss to the vessels, cargo loss or damage and business interruption due to political circumstances in foreign countries, hostilities and labor strikes.  In addition, the operation of any ocean-going vessel is subject to the inherent possibility of catastrophic marine disaster, including oil spills and other environmental mishaps, and the liabilities arising from owning and operating vessels in international trade.
 
With respect to our Initial Vessels, Tanker Management is responsible for arranging for the insurance of such vessels on terms specified in the ship management agreements, which we believe are in line with standard industry practice.  We are responsible for the payment of premiums. Tanker Management is responsible for the payment of deductibles, up to the amounts specified in the ship management agreements, but will not be required to reimburse us for off hire periods that are not covered by loss of hire insurance.  In accordance with the ship management agreements, Tanker Management has arranged for marine hull and machinery and war risks insurance, which includes the risk of actual or constructive total loss, and protection and indemnity insurance with mutual assurance associations.  Tanker Management has also agreed in the ship management agreements to arrange for loss of hire insurance in respect of each of our vessels, subject to the availability of such coverage at commercially reasonable terms. Loss of hire insurance generally provides coverage against business interruption following any loss under our hull and machinery policy.  We have obtained loss of hire insurance that generally provides coverage against business interruption for periods of more than 21 days (in the case of our VLCCs) or 14 (in the case of our Aframaxes) per incident (up to a maximum of 120 days) following any loss under our hull and machinery policy (mechanical breakdown, grounding, collision or other incidence of damage that does not result in a total loss of the vessel).  Currently, the amount of coverage for liability for pollution, spillage and leakage available to us on commercially reasonable terms through protection and indemnity associations and providers of excess coverage is $1 billion per vessel per occurrence.  Protection and indemnity associations are mutual marine indemnity associations formed by ship-owners to provide protection from large financial loss to one member by contribution towards that loss by all members.
 
Our two Suezmaxes, which are currently bareboat chartered to subsidiaries of OSG, are subject to the same insurance coverage as our seven Initial Vessels.  However, under a bareboat charter arrangement, the charterer is responsible for all insurance for the vessel, including with respect to payment of premiums and deductibles.
 
We believe that our anticipated insurance coverage will be adequate to protect us against the accident-related risks involved in the conduct of our business and that we will maintain appropriate levels of environmental damage and pollution insurance coverage, consistent with standard industry practice.  However, there is no assurance that all risks are adequately insured against, that any particular claims will be paid or that we will be able to obtain adequate insurance coverage at commercially reasonable rates in the future following termination of the ship management agreements and bareboat charters.
 
 
 
 
 
INSPECTION BY A CLASSIFICATION SOCIETY
 
Every commercial vessel’s hull and machinery is evaluated by a classification society authorized by its country of registry.  The classification society certifies 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.  Each vessel is inspected by a surveyor of the classification society in three surveys of varying frequency and thoroughness: every year for the annual survey, every two to three years for intermediate surveys and every four to five years for special surveys.  Should any defects be found, the classification surveyor will issue a “recommendation” for appropriate repairs which have to be made by the ship-owner within the time limit prescribed.  Vessels may be required, as part of the annual and intermediate survey process, to be drydocked for inspection of the underwater portions of the vessel and for necessary repair stemming from the inspection.  Special surveys always require Drydocking.
 
Each of our vessels has been certified as being “in class” by a member society of the International Association of Classification Societies, indicated in the table on page 30 of this report.
 
ENVIRONMENTAL REGULATION
 
Government regulation significantly affects the ownership and operation of our tankers.  They are subject to international conventions, national, state and local laws and regulations in force in the countries in which our tankers may operate or are registered.  Under both the old and new ship management agreements for our Initial Vessels and under the bareboat charters for our Suezmaxes, Tanker Management and the bareboat charterers, respectively, have assumed technical management responsibility for our fleet, including compliance with all government and other regulations.  If our ship management agreements with Tanker Management terminate, we would attempt to hire another party to assume this responsibility, including compliance with the regulations described herein and any costs associated with such compliance.  However, in such event, we may be unable to hire another party to perform these and other services, and we may incur substantial costs to comply with environmental requirements.
 
A variety of governmental and private entities subject our tankers to both scheduled and unscheduled inspections.  These entities include the local port authorities (U.S. Coast Guard, harbor master or equivalent), classification societies, flag state administration (country of registry) and charterers, particularly terminal operators and oil companies.  Certain of these entities require us to obtain permits, licenses and certificates for the operation of our tankers.  Failure to maintain necessary permits or approvals could require us to incur substantial costs or temporarily suspend operation of one or more of our tankers.
 
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 on all tankers and may accelerate the scrapping of older tankers throughout the industry.  Increasing environmental concerns have created a demand for tankers that conform to the stricter environmental standards.  With respect to our Initial Vessels and our Suezmaxes, Tanker Management and the bareboat charterers, respectively, are required to maintain operating standards for all of our tankers emphasizing operational safety, quality maintenance, continuous training of our officers and crews and compliance with U.S. and international regulations.  We believe that the operation of our vessels is in substantial compliance with applicable environmental laws and regulations; however, because such laws and regulations are frequently changed and may impose increasingly stringent requirements, we cannot predict the ultimate cost of complying with these requirements, or the impact of these requirements on the resale value or useful lives of our tankers.
 
INTERNATIONAL MARITIME ORGANIZATION
 
In April 2001, the IMO adopted regulations under the International Convention for the Prevention of Pollution from Ships, or “MARPOL,” requiring new tankers of 5,000 dwt and over, contracted for construction since July 6, 1993, to have double hull, mid-deck or equivalent design.  At that time, the regulations also required the phase-out of non-double hull tankers by 2015, with tankers having double sides or double bottoms permitted to operate until the earlier of 2017 or when the vessel reaches 25 years of age.  Existing single hull tankers were required to be phased out unless retrofitted with double hull, mid-deck or equivalent design no later than 30 years after delivery.  These regulations were adopted by over 150 nations, including many of the jurisdictions in which our tankers operate.  Subsequent amendments to the MARPOL regulations accelerated the phase out of single hull tankers to 2005 for Category I vessels and 2010 for Category II and III vessels.  Category I vessels are crude oil tankers of 20,000 dwt and above and product tankers of 30,000 dwt and above that are pre-MARPOL Segregated Ballast Tanks, or “SBT“ tankers.  Category II tankers are crude oil tankers of 20,000 dwt and above and product tankers of 30,000 dwt and above that are post-MARPOL SBT tankers.  Category III tankers are tankers above 5,000 dwt, but below the deadweight specified for Category I and II tankers above.  The IMO may adopt additional regulations in the future that could further restrict the operation of single hull vessels.  All of our tankers are double-hulled and are thus not subject to phase-out under existing IMO regulations.
 
 
 
 
 
The IMO has also negotiated international conventions that impose liability for oil pollution in international waters and a signatory’s territorial waters.  In September 1997, the IMO adopted Annex VI to the International Convention for the Prevention of Pollution from Ships to address air pollution from ships.  Annex VI, which became effective in May 2005, sets limits on sulfur oxide and nitrogen oxide emissions from ship 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 and allows for special areas to be established with more stringent controls on sulfur emissions.  All of our vessels are currently compliant with these regulations.  In October 2008, the Marine Environment Protection Committee, or “MEPC,” of the IMO adopted amendments to Annex VI regarding particulate matter, nitrogen oxide and sulfur oxide emission standards which are expected to enter into force on July 1, 2010.  The new standards seek to reduce air pollution from vessels by, among other things, establishing a series of progressive standards to further limit the sulfur content of fuel oil, which would 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.  The United States ratified the Annex VI amendments in October 2008, thereby rendering U.S. emissions standards equivalent to IMO requirements.  Once these amendments become effective, we may incur costs to comply with the revised standards.  Additional or new conventions, laws and regulations may be adopted that could adversely affect the cost of operating our vessels.
 
Under the International Safety Management Code, or “ISM Code,” promulgated by the IMO, the party with operational control of a vessel is required to develop an extensive safety management system that includes, among other things, the adoption of a safety and environmental protection policy setting forth instructions and procedures for operating its vessels safely and describing procedures for responding to emergencies.  Tanker Management and the charterers of the Overseas Newcastle and the Overseas London will rely upon their respective safety management systems.
 
The ISM Code requires that vessel operators obtain a safety management certificate for each vessel they operate.  This certificate evidences compliance by a vessel’s management with code requirements for a safety management system.  No vessel can obtain a certificate unless its operator has been awarded a document of compliance, issued by each flag state, under the ISM Code.  All requisite documents of compliance have been obtained with respect to the operators of all our vessels and safety management certificates have been issued for all our vessels for which the certificates are required by the IMO.  These documents of compliance and safety management certificates are required to be renewed annually.
 
Noncompliance with the ISM Code and other IMO regulations may subject the ship-owner or charterer to increased liability, lead to decreases in available insurance coverage for affected vessels and result in the denial of access to, or detention in, some ports.  For example, the U.S. Coast Guard and European Union authorities have indicated that vessels not in compliance with the ISM Code will be prohibited from trading in U.S. and European Union ports.
 
Many countries have ratified and follow the liability plan adopted by the IMO and set out in the International Convention on Civil Liability for Oil Pollution Damage of 1969, or the “1969 Convention.”  Some of these countries have also adopted the 1992 Protocol to the 1969 Convention, or the “1992 Protocol.”  Under both the 1969 Convention and the 1992 Protocol, a vessel's registered owner is strictly liable for pollution damage caused in the territorial waters of a contracting state by discharge of persistent oil, subject to certain complete defenses.  These conventions also limit the liability of the shipowner under certain circumstances.  As these conventions calculate liability in terms of a basket of currencies, the figures in this section are converted into U.S. dollars based on currency exchange rates on February 3, 2010.  Under the 1969 Convention, except where the owner is guilty of actual fault, its liability is limited to $207 per gross ton (a unit of measurement for the total enclosed spaces within a vessel) with a maximum liability of $21.8 million.  Under the 1992 Protocol, the owner's liability is limited except where the pollution damage results from its personal act or omission, committed with the intent to cause such damage, or recklessly and with knowledge that such damage would probably result.  Under the 2000 amendments to the 1992 Protocol, which became effective on November 1, 2003, liability is limited to approximately $7.0 million plus $980 for each additional gross ton over 5,000 for vessels of 5,000 to 140,000 gross tons, and approximately $139.5 million for vessels over 140,000 gross tons, subject to the exceptions discussed above for the 1992 Protocol.
 
 
 
 
 
At the international level, the IMO adopted an International Convention for the Control and Management of Ships’ Ballast Water and Sediments in February 2004, or 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.  The BWM Convention will not enter into force until 12 months after it has been adopted by 30 states, the combined merchant fleets of which represent not less than 35% of the gross tonnage of the world’s merchant shipping.  As of December 31, 2009, the BWM Convention had been adopted by 21 states, representing 22.63% of the world’s tonnage.
 
IMO regulations also require owners and operators of vessels to adopt Shipboard Oil Pollution Emergency Plans, or “SOPEPs.”   Periodic training and drills for response personnel and for vessels and their crews are required.  In addition to SOPEPs, Tanker Management and the charterers of the Overseas Newcastle and the Overseas London have adopted Shipboard Marine Pollution Emergency Plans for our vessels, which cover potential releases not only of oil but of any noxious liquid substances.
 
U.S. REQUIREMENTS
 
The United States regulates the tanker industry with an extensive regulatory and liability regime for environmental protection and cleanup of oil spills, consisting primarily of the OPA, and the Comprehensive Environmental Response, Compensation, and Liability Act, or “CERCLA.”  OPA affects all owners and operators whose vessels trade with the United States or its territories or possessions, or whose vessels operate in the waters of the United States, which include the U.S. territorial sea and the 200 nautical mile exclusive economic zone around the United States.  CERCLA applies to the discharge of hazardous substances (other than oil) whether on land or at sea.  Both OPA and CERCLA impact our business operations.
 
Under OPA, vessel owners, operators and bareboat or demise charterers are “responsible parties” who are liable, without regard to fault, for all containment and clean-up costs and other damages, including property and natural resource damages and economic loss without physical damage to property, arising from oil spills and pollution from their vessels.
 
In general, OPA limits the liability of responsible parties to the greater of $2,000 per gross ton or $17,088,000 per tanker that is over 3,000 gross tons.  OPA 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 discharge of pollutants within their waters.  In some cases, states that have enacted this type of legislation have not yet issued implementing regulations defining tanker owners’ responsibilities under these laws.  CERCLA, which applies to owners and operators of vessels, contains a similar liability regime and provides for cleanup, removal and natural resource damages associated with discharges of hazardous substances (other than oil).  Liability under CERCLA is limited to the greater of $300 per gross ton or $5 million.
 
These limits of liability do not apply, however, where the incident is caused by violation of applicable U.S. federal safety, construction or operating regulations, or by the responsible party’s gross negligence or willful misconduct.  Similarly, these limits do not apply if the responsible party fails or refuses to report the incident or to cooperate and assist in connection with the substance removal activities.  OPA and CERCLA each preserve the right to recover damages under existing law, including maritime tort law.
 
OPA also requires owners and operators of vessels to establish and maintain with the U.S. Coast Guard evidence of financial responsibility sufficient to meet the limit of their potential strict liability under the Act.  The U.S. Coast Guard has enacted regulations requiring evidence of financial responsibility consistent with the aggregate limits of liability described above for OPA and CERCLA.  Under the regulations, evidence of financial responsibility may be demonstrated by insurance, surety bond, self-insurance, guaranty or an alternative method subject to approval by the Director of the U.S. Coast Guard National Pollution Funds Center.  Under OPA regulations, an owner or operator of more than one tanker is required to demonstrate evidence of financial responsibility for the entire fleet in an amount equal only to the financial responsibility requirement of the tanker having the greatest maximum strict liability under OPA and CERCLA.  Tanker Management and the charterers of the Overseas Newcastle and the Overseas London have provided the requisite guarantees and received certificates of financial responsibility from the U.S. Coast Guard for each of our tankers required to have one.
 
 
 
 
 
With respect to our Initial Vessels and our Suezmaxes, Tanker Management and the bareboat charterers, respectively, have arranged insurance for each of our tankers with pollution liability insurance in the amount of $1 billion.  However, a catastrophic spill could exceed the insurance coverage available, in which event there could be a material adverse effect on our business, on the charterer’s business, which could impair the charterer’s ability to make payments to us under our charters, and on Tanker Management’s business, which could impair Tanker Management’s ability to manage our Initial Vessels.
 
Under OPA, oil tankers as to which a contract for construction or major conversion was put in place after June 30, 1990 are required to have double hulls.  In addition, oil tankers without double hulls will not be permitted to come to U.S. ports or trade in U.S. waters starting in 2015.  All of our vessels have double hulls.
 
OPA also amended the federal Water Pollution Control Act, or “Clean Water Act,” to require owners and operators of vessels to adopt vessel response plans for reporting and responding to oil spill scenarios up to a “worst case” scenario and to identify and ensure, through contracts or other approved means, the availability of necessary private response resources to respond to a “worst case discharge.”  In addition, periodic training programs and drills for shore and response personnel and for vessels and their crews are required.
 
Vessel response plans for our tankers operating in the waters of the United States have been approved by the U.S. Coast Guard.  In addition, the U.S. Coast Guard has announced it intends to propose similar regulations requiring certain vessels to prepare response plans for the release of hazardous substances.  With respect to our Initial Vessels and our Suezmaxes, Tanker Management and the bareboat charterers, respectively, are responsible for ensuring our vessels comply with any additional regulations.
 
In addition, the Clean Water Act prohibits the discharge of oil or hazardous substances in U.S. navigable waters and imposes strict liability in the form of penalties for unauthorized discharges.  The Clean Water Act also imposes substantial liability for the costs of removal, remediation and damages and complements the remedies available under the more recent OPA and CERCLA, discussed above.  The U.S. Environmental Protection Agency, or “EPA,” regulates the discharge of ballast water and other substances in U.S. waters under the Clean Water Act.  Effective February 6, 2009, EPA regulations require vessels 79 feet in length or longer (other than commercial fishing vessels) to obtain coverage under a Vessel General Permit, or “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 incorporates current U.S. Coast Guard requirements for ballast water management as well as supplemental ballast water requirements, and provides technology-based and water-quality based limits for other discharges, such as deck runoff, bilge water and gray water.  Administrative provisions, such as monitoring, recordkeeping and reporting requirements, are also included.  U.S. Coast Guard regulations adopted under the U.S. National Invasive Species Act, or “NISA,” also impose mandatory ballast water management practices for all vessels equipped with ballast water tanks entering U.S. waters, and the Coast Guard has proposed new ballast water management standards and practices.  Various states have also enacted legislation restricting ballast water discharges and the introduction of non-indigenous species considered to be invasive.  These and any similar restrictions enacted in the future could require the installation of equipment on our vessels to treat ballast water before it is discharged or the implementation of other port facility disposal arrangements or procedures at potentially substantial cost, and/or otherwise restrict our vessels from entering U.S. waters.
 
 
 
 
 
The U.S. Clean Air Act, or “CAA,” requires the EPA to promulgate standards applicable to emissions of volatile organic compounds and other air contaminants.  In December 2009, the EPA announced its intention to publish final amendments to the emission standards for new marine diesel engines installed on ships flagged or registered in the United States that are consistent with standards required under recent amendments to Annex VI of MARPOL.  The new regulations include near-term standards beginning in 2011 newly built engines requiring more efficient use of engine technologies in use today and long-term standards beginning in 2016 requiring an 80 percent reduction in nitrogen oxide emissions below current standards.  The CAA also requires states to draft State Implementation Plans, or “SIPs,” designed to attain national health-based air quality standards in primarily major metropolitan and/or industrial areas.  Several SIPs regulate emissions resulting from vessel loading and unloading operations by requiring the installation of vapor control equipment.  Individual states, including California, have attempted to regulate vessel emissions within state waters.  California also has adopted fuel content regulations that will apply to all vessels sailing within 24 miles of the California coastline and whose itineraries call for them to enter any California ports, terminal facilities, or internal or estuarine waters.  In addition, the United States has requested IMO to designate the area extending 200 miles from the territorial sea baseline adjacent to the Atlantic/Gulf and Pacific coasts and the Hawaiian Islands as Emission Control Areas under the MARPOL Annex VI amendments.  If the IMO approves the Emission Control Areas, or other new or more stringent emissions control standards requirements relating to emissions from marine diesel engines or port operations by vessels are adopted by the EPA or individual states in the future, compliance with such requirements could apply in the Emission Control Areas that would cause us to incur additional costs.
 
EUROPEAN UNION TANKER RESTRICTIONS
 
In July 2003, in response to the Prestige oil spill in November 2002, the European Union adopted legislation that prohibits all single hull tankers used for the transport of oil from entering into its ports or offshore terminals starting in 2010.  The European Union, following the lead of certain European Union nations such as Italy and Spain, has also banned all single hull tankers carrying heavy grades of oil from entering or leaving its ports or offshore terminals or anchoring in areas under its jurisdiction.  Commencing in April 2005, certain single hull tankers above 15 years of age are also restricted from entering or leaving European Union ports or offshore terminals and anchoring in areas under European Union jurisdiction.  All of our tankers are double hulled.  The European Union has also adopted legislation that (1) bans manifestly sub-standard vessels (defined as those over 15 years old that have been detained by port authorities at least twice in a six month period) from European waters, creates an obligation of port states to inspect at least 25% of vessels using these ports annually and provides for increased surveillance of vessels posing a high risk to maritime safety or the marine environment and (2) provides the European Union with greater authority and control over vessel classification societies, including the ability to seek to suspend or revoke the authority of negligent societies.  In addition, the European Union is considering the adoption of criminal sanctions for certain pollution events, such as the unauthorized discharge of tank washings.  Certain member states of the European Union, by virtue of their national legislation, already impose criminal sanctions for pollution events under certain circumstances.  It is impossible to predict what additional legislation or regulations, if any, may be promulgated by the European Union or any other country or authority.
 
GREENHOUSE GAS REGULATION
 
In February 2005, the Kyoto Protocol to the United Nations Framework Convention on Climate Change entered into force.  Currently, the emissions of greenhouse gases from international shipping are not subject to the Kyoto Protocol.  However, a new treaty may be adopted in the future that includes restrictions on shipping emissions,  International or multinational bodies or individual countries also may adopt their own climate change regulatory initiatives.  The IMO recently announced its intention to develop reduction measures for greenhouse gases from international shipping in 2010.  The European Union has indicated that it intends to propose an expansion of the existing European Union emissions trading scheme to include emissions of greenhouse gases from vessels.  In the United States, the California Attorney General and a coalition of environmental groups in October 2007 petitioned the EPA to regulate greenhouse gas emissions from ocean-going vessels under the Clean Air Act.  Climate change initiatives are also being considered in the U.S. Congress.  These or other developments may result in U.S. federal regulations relating to the control of greenhouse gas emissions.  Any passage of climate control legislation or other regulatory initiatives by the IMO, European Union, or individual nations or states where we operate that restrict emissions of greenhouse gases could entail financial impacts on our operations that we cannot predict with certainty at this time.
 
 
 
 
 
VESSEL SECURITY REGULATIONS
 
As of July 1, 2004, all ships involved in international commerce and the port facilities that interface with those ships must comply with the new International Code for the Security of Ships and of Port Facilities, or “ISPS Code.”  The ISPS Code, which was adopted by the IMO in December 2002, provides a set of measures and procedures to prevent acts of terrorism, which threaten the security of passengers and crew and the safety of ships and port facilities.  All of our vessels have obtained an International Ship Security Certificate, or “ISSC,” from a recognized security organization approved by the vessel’s flag state and each vessel has developed and implemented an approved Ship Security Plan.
 
LEGAL PROCEEDINGS
 
The nature of our business, which involves the acquisition, chartering and ownership of our vessels, exposes us to the risk of lawsuits for damages or penalties relating to, among other things, personal injury, property casualty and environmental contamination.  Under rules related to maritime proceedings, certain claimants may be entitled to attach charter hire payable to us in certain circumstances.  There are no actions or claims pending against us as of the date of this report.
 
C.      ORGANIZATIONAL STRUCTURE
 
The following table sets forth our significant subsidiaries and the vessels owned by each of those subsidiaries as of December 31, 2009.
 

Subsidiary
 
Vessel
 
State of Jurisdiction or
Incorporation
 
Percent of
Ownership
Ania Aframax Corporation
 
Overseas Ania
 
Marshall Islands
 
100%
Ann Tanker Corporation
 
Overseas Ann
 
Marshall Islands
 
100%
Cathy Tanker Corporation
 
Overseas Cathy
 
Marshall Islands
 
100%
Chris Tanker Corporation
 
Overseas Chris
 
Marshall Islands
 
100%
London Tanker Corporation
 
Overseas London
 
Marshall Islands
 
100%
Newcastle Tanker Corporation
 
Overseas Newcastle
 
Marshall Islands
 
100%
Rebecca Tanker Corporation
 
Overseas Rebecca
 
Marshall Islands
 
100%
Regal Unity Tanker Corporation
 
Overseas Regal
 
Marshall Islands
 
100%
Sophie Tanker Corporation
 
Overseas Sophie
 
Marshall Islands
 
100%

D.      PROPERTY, PLANT AND EQUIPMENT
 
We own a modern fleet of double hull crude oil tankers.  The following table sets forth the vessels comprising our fleet as of December 31, 2009.
 

Vessel
 
Type
 
Approximate
Dwt
 
Construction
 
Flag
Overseas Ann
 
VLCC
 
309,327
 
Double-Hull
 
Marshall Islands
Overseas Chris
 
VLCC
 
309,285
 
Double-Hull
 
Marshall Islands
Overseas Regal
 
VLCC
 
309,966
 
Double-Hull
 
Marshall Islands
Overseas London
 
Suezmax
 
152,923
 
Double-Hull
 
Marshall Islands
Overseas Newcastle
 
Suezmax
 
164,626
 
Double-Hull
 
Marshall Islands
Overseas Cathy
 
Aframax
 
112,028
 
Double-Hull
 
Marshall Islands
Overseas Sophie
 
Aframax
 
112,045
 
Double-Hull
 
Marshall Islands
Overseas Rebecca
 
Aframax
 
94,873
 
Double-Hull
 
Marshall Islands
Overseas Ania
 
Aframax
 
94,848
 
Double-Hull
 
Marshall Islands

 
None.
 
 
MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS
 
You should read the following discussion and analysis in conjunction with our consolidated financial statements, and the related notes included elsewhere in this report.  This Management’s Discussion and Analysis of Financial Condition and Results of Operations contains forward-looking statements based on assumptions about our future business.  Please see “Cautionary Note Regarding Forward-Looking Statements” for a discussion of the risks, uncertainties and assumptions relating to these statements.  Our actual results may differ from those contained in the forward-looking statements and such differences may be material.
 
Beginning on January 1, 2009, DHT Maritime prepares its consolidated financial statements in accordance with IFRS, as issued by the IASB.  The comparative financial statements for the fiscal year 2008 have also been prepared in accordance with IFRS.  For all prior periods, DHT Maritime had prepared its consolidated financial statements in accordance with U.S. GAAP, which differ in certain respects from IFRS.
 
BUSINESS
 
On October 18, 2005, we acquired the seven vessels comprising  the Initial Vessels.  We have chartered these Initial Vessels to subsidiaries of OSG under fixed rate charters for minimum terms of five to six and one-half years.  The charters commenced on the delivery of the vessels to us.  The charters also contain various options for the charterers to extend the minimum terms of the charters in increments of one, two or three years up to a maximum of five, six or eight years, depending on the vessel, from the initial expiration date.  On November 26, 2008, we entered into an agreement with OSG whereby OSG exercised part of the extension options for the Initial Vessels upon expiry of the vessels’ initial charter periods.  For two of the vessels, the charters were extended for 18 months after the initial charter periods expiring in October 2010 and for five of the vessels, the charters were extended for 12 months following the expiry of the initial charter periods between April 2011 and April 2012.  On December 4, 2007 and January 28, 2008, respectively, we acquired two Suezmaxes and upon delivery bareboat chartered these vessels to subsidiaries of OSG for fixed terms of seven years and ten years, respectively.  See the section of this report entitled “Item 4.  Information on the Company—Business Overview—Charter Arrangements” for a more detailed description of our charter arrangements.  We previously entered into ship management agreements with a subsidiary of OSG for the technical management of our Initial Vessels that substantially fixed our operating expenses (excluding insurance premiums and vessel taxes).  However, effective January 16, 2009, we entered into new technical management agreements with the same subsidiary of OSG, under which we will pay the actual cost related to the technical management of the Initial Vessels as well as a fixed management fee for the services provided.  See the section of this report entitled “Item 4.  Information on the Company—Business Overview—Ship Management Agreements” for a more detailed description of our ship management agreements.  We expect that for so long as our chartering arrangements are in place with OSG, our revenues will be generated primarily from time charter and bareboat payments made to us by subsidiaries of OSG.  Under the bareboat charters for our two Suezmaxes, the charterer is responsible for paying all operating costs associated with the vessels.  Accordingly, we do not incur any operating expenses associated with these vessels.  In addition, under our bareboat charters, we will continue to receive the basic bareboat charter rate even during such periods that the vessel is not able to operate.  As long as our Initial Vessels subject to time charters are not off hire, we will receive revenue amounts at least equal to the sum of the basic hire payments due under our time charters and bareboat charters.
 
FACTORS AFFECTING OUR RESULTS
 
The principal factors that affect our results of operations and financial condition include:
 
 
the fixed basic charter rate that we are paid under our charters;
 
 
the amount of additional hire that we receive under our charter arrangements;
 
 
 
 
 
 
with respect to our Initial Vessels, the number of off hire days during which we will not be entitled, under our charter arrangements, to receive either the fixed basic charter rate or additional hire;
 
 
the amount of daily technical management fees payable under our ship management agreements;
 
 
our general and administrative and other expenses;
 
 
our insurance premiums and vessel taxes;
 
 
any future vessel acquisitions; and
 
 
our interest expense.
 
Our revenues are principally derived from fixed rate time charters and bareboat charters with subsidiaries of OSG to which all our vessels have been chartered.  In addition, the amount of additional hire that we receive under our charter arrangements is dependent on the revenues generated by our vessels.  These revenues are sensitive to patterns of supply and demand.  Rates for the transportation of crude oil are determined by market forces, such as the supply and demand for oil, the distance that cargoes must be transported and the number of vessels expected to be available at the time such cargoes need to be transported.  The demand for oil shipments is significantly affected by the state of the global economy.  The number of vessels is affected by Newbuilding deliveries and by the removal of existing vessels from service.  The tanker industry has historically been highly cyclical, experiencing volatility in profitability, vessel values and freight rates.
 
Our expenses are expected to consist primarily of daily technical management fees payable under our ship management agreements, interest expense, insurance premiums, vessel taxes, financing expenses and general and administrative expenses.  With respect to our Initial Vessels, our vessel-owning subsidiaries previously entered into ship management agreements with Tanker Management Ltd.  (Tanker Management or “TML”), a subsidiary of OSG, under which it is responsible for technical management of the vessels, including crewing, maintenance and ordinary repairs, scheduled Drydockings, stores and supplies and lubricating oils.  Under these agreements, we paid a fixed daily fee (subject to a 2.5% annually increase after October 2007) for the cost of vessels’ operations, including scheduled Drydockings, for each vessel.  The terms of the old agreements provided both us and Tanker Management the right to cancel these agreements for any reason at any time upon 90 days’ advance notice from October 2008 onwards.  Effective as of January 16, 2009, Tanker Management exercised its right to cancel the technical management agreements with respect to the Initial Vessels.  Effective as of the same date, we entered into new technical management agreements with Tanker Management according to which we will pay the actual cost of the vessels’ operations, including dry-docking for each vessel and a fixed annual management fee for the technical management of the Initial Vessels.
 
The charterers of each vessel pay us a fixed basic charter rate monthly in advance with additional hire, if any, paid quarterly in arrears.  We pay daily technical management fees under our ship management agreements monthly in advance.  We are required to pay interest under our secured credit facility quarterly, insurance premiums either annually or more frequently (depending on the policy) and our vessel taxes annually.
 
The following table sets forth the average daily TCE rates earned by our VLCCs and Aframaxes and daily bareboat rate earned by our Suezmaxes during the last three years.
 

   
Year Ended
December 31, 2009
   
Year Ended
December 31, 2008
   
Year Ended
December 31, 2007
 
                   
VLCCs (TCE)
  $ 44,400     $ 52,300     $ 41,500  
Suezmaxes (Bareboat)(1)
  $ 27,400     $ 28,900     $ 27,400  
Aframaxes (TCE)
  $ 25,700     $ 26,700     $ 25,700  

(1)
Overseas Newcastle only for the 27 day period from December 4, 2007 to December 31, 2007 and the full year 2008 and 2009 and the Overseas London for the period from January 18, 2008 to December 31, 2008 and the full year 2009.
 
 
 
 
 
CRITICAL ACCOUNTING POLICIES
 
The financial statements for DHT Maritime for fiscal years 2008 and 2009 have been prepared in accordance with IFRS, as issued by the IASB which require us to make estimates in the application of our accounting policies based on the best assumptions, judgments, and opinions of management.  Following is a discussion of the accounting policies that involve a higher degree of judgment and the methods of their application.  For a complete description of all of our material accounting policies, see Note 2 to our consolidated financial statements, included as Item 18 to this report.
 
Revenue Recognition
 
Both prior to and following our IPO, our Initial Vessels have generated revenue by operating in pools, whereby shipping revenue and voyage expenses are pooled and allocated to each pool’s participants on a TCE basis in accordance with an agreed-upon formula.  For vessels operating in pools shipping revenues are substantially the same as TCE revenues.
 
Our three VLCCs participate in the Tankers International Pool and our four Aframaxes participate in the Aframax International Pool (the Overseas Ania left the Aframax International Pool as of July 1, 2008).  Each of these pools generate a majority of its revenue from voyage charters.  Within the shipping industry, there are two methods used to account for voyage revenues: (1) ratably over the estimated length of each voyage and (2) completed voyage.  The recognition of voyage revenues ratably over the estimated length of each voyage is the most prevalent method of accounting for voyage revenues and the method used by the pools in which we participate.  Under each method, voyages may be calculated on either a load-to-load or discharge-to-discharge basis.  In applying its revenue recognition method, management of each of the pools believes that the discharge-to-discharge basis of calculating voyages more accurately estimates voyage results than the load-to-load basis.  Since, at the time of discharge, management generally knows the next load port and expected discharge port, the discharge-to-discharge calculation of voyage revenues can be estimated with a greater degree of accuracy.  Revenues from time charters performed by vessels in the pools are accounted for as operating leases and are recognized on a straight line basis over the periods of such charters, as service is performed.  Each of the pools does not begin recognizing voyage revenue until a charter has been agreed to by both the pool and the customer, even if the vessel has discharged its cargo and is sailing to the anticipated load port on its next voyage.
 
We acquired our two Suezmaxes on December 4, 2007 and January 28, 2008, respectively.  These vessels are on bareboat charters to subsidiaries of OSG and do not participate in pools.  Revenues from bareboat charters are accounted for as operating leases and are recognized on a straight line basis over the periods of such charters, as service is performed.
 
Vessel Lives and Impairment
 
With respect to our Initial Vessels, the carrying value of each vessel represents its original cost at the time it was delivered less depreciation calculated using an estimated useful life of 25 years from the date such vessel was originally delivered from the shipyard less impairment if any.  In the shipping industry, use of a 25-year life has become the standard.  The actual life of a vessel may be different and the useful life of the vessels are reviewed at year end, with the effect of any changes in estimate accounted for on a prospective basis.  We have evaluated the impact of the revisions to MARPOL Regulation 13G that became effective April 5, 2005 and the EU regulations that went into force on October 21, 2003 on the economic lives assigned to the fleet.  Because the fleet consists of modern, double hull vessels, the revised regulations do not affect any of our vessels.  If the economic lives assigned to the tankers prove to be too long because of new regulations or other future events, higher depreciation expense and impairment losses could result in future periods related to a reduction in the useful lives of any affected vessels.
 
 
 
 
 
With respect to our two Suezmaxes, the carrying value of each vessel represents the cost to us when the vessel was acquired less depreciation calculated using an estimated useful life of 25 years from the date such vessel was originally delivered from the shipyard.
 
The carrying values of our vessels may not represent their fair market value at any point in time since the market prices of second-hand vessels tend to fluctuate with changes in charter rates and the cost of Newbuildings.  Historically, both charter rates and vessel values have been cyclical.  We record impairment losses only when events occur that cause us to believe that discounted future cash flows for any individual vessel will be less than its carrying value.  The carrying amounts of vessels held and used by us are reviewed for potential impairment whenever events or changes in circumstances indicate that the carrying amount of a particular vessel may not be fully recoverable.  In such instances the vessel is considered impaired and is written down to its recoverable amount.  This assessment is usually made at the individual vessel level, however, in situations where vessels are expected to operate in a commercial pool over a longer period, impairment tests can be performed for all of our vessels operating within a single pool on a combined basis.
 
In developing estimates of future cash flows, we must make assumptions about future charter rates, ship operating expenses and the estimated remaining useful lives of the vessels.  These assumptions are based on historical trends as well as future expectations.  Although management believes that the assumptions used to evaluate potential impairment are reasonable and appropriate, such assumptions are highly subjective.
 
RESULTS OF OPERATIONS
 
All figures are presented in accordance with IFRS, as issued by the IASB.
 
Income from Vessel Operations
 
Shipping revenues decreased by $12,027,000, or 10.5%, to $102,576,000 in 2009 from $114,603,000 in 2008.  This decrease was attributable to lower freight rates in 2009 which reduced additional hire.
 
Vessel expenses increased by $8,625,000 in 2009, to $30,034,000 from $21,409,000 in 2008, mainly as a result of the new technical management agreements we entered into with OSG effective January 16, 2009, under which we pay the actual cost related to the technical management of the Initial Vessels.  See the section of this report entitled “Item 4.  Information on the Company—Business Overview—Ship Management Agreements” for a more detailed description of our ship management agreements.
 
Depreciation and amortization increased by $814,000 in 2009, to $26,762,000 from $25,948,000 in 2008 principally as a result of dry docking expenses being capitalized and amortized over the period to the next estimated dry docking.
 
General and Administrative Expenses
 
General and administrative expenses declined by $178,000 to $4,588,000 in 2009 from $4,766,000 in 2008.
 
General and administrative expenses for 2009 and 2008 include directors’ fees and expenses, the salary and benefits of our executive officers, legal fees, fees of independent auditors and advisors, directors and officers insurance, rent and miscellaneous fees and expenses.
 
Interest Expense and Amortization of Deferred Debt Issuance Cost
 
Interest expense declined by $3,774,000 to $18,130,000 in 2009 from $21,904,000 in 2008 principally as a result of the principal repayment of $75,000,000 in October 2008 and $50,000,000 in June 2009 under the secured loan facility agreement, as amended, or the “Secured Loan Facility Agreement,” with RBS.
 
 
 
 
 
LIQUIDITY AND SOURCES OF CAPITAL
 
We operate in a capital intensive industry.  We financed the acquisition of our Initial Vessels with the net proceeds of our IPO, borrowings under the secured credit facility and through the issuance of shares of our common stock to a subsidiary of OSG.  We financed the acquisition of the Overseas Newcastle on December 4, 2007, and the Overseas London on January 28, 2008, with borrowings under the secured credit facility.  Our working capital requirements relate to our operating expenses, including payments under our ship management agreements, payments of interest, payments of insurance premiums, payments of vessel taxes and the payment of principal under the secured credit facility.  We fund our working capital requirements with cash from operations.  We collect our basic hire monthly in advance and pay our estimated ship management fees monthly in advance.  We receive additional hire payable quarterly in arrears.  During the period from our IPO through the fourth quarter of 2007, we paid dividends on a quarterly basis in amounts determined by our board of directors substantially equal to the available cash from our operations during the previous quarter, less cash expenses and any reserves established by our board of directors.  In January 2008, our board of directors approved a new dividend policy intended to provide the stockholders with a fixed quarterly dividend subject to the discretion of the board of directors.  Commencing with the first dividend payment attributable to the 2008 fiscal year, the dividend payment was $0.25 per common share.  For the last three quarters related to the 2009 fiscal year DHT Maritime did not pay any dividend.  Since our IPO, we have paid the following dividends:
 
Operating period
 
Total payment
 
Per share
 
Record date
 
Payment date
Oct.18-Dec. 31 2005
 
$12.9 million
  $      0.43  
    March 10, 2006
 
    March 24, 2006
Jan. 1-March 31 2006
 
$15.9 million
  $      0.53  
    June 1, 2006
 
    June 16, 2006
April 1-June 30 2006
 
$10.8 million
  $      0.36  
    August 18, 2006
 
    Sept. 4, 2006
July 1-Sept. 30 2006
 
$12.6 million
  $      0.42  
    Nov. 27, 2006
 
    Dec. 6, 2006
Oct. 1-Dec. 31 2006
 
$13.2 million
  $      0.44  
    Feb. 22, 2007
 
    March 6, 2007
Jan. 1-March 31 2007
 
$11.4 million
  $      0.38  
    May 29, 2007
 
    June 12, 2007
April 1-June 30 2007
 
$11.7 million
  $      0.39  
    Sept. 12, 2007
 
    Sept. 21, 2007
July 1-Sept. 30 2007
 
$11.1 million
  $      0.37  
    Dec. 3, 2007
 
    Dec. 12, 2007
Oct. 1-Dec. 31 2007
 
$10.5 million
  $      0.35  
    Feb. 26, 2008
 
    March 11, 2008
Jan. 1-March 31 2008
 
$9.8 million
  $      0.25  
    May 30, 2008
 
    June 11, 2008
April 1-June 30 2008
 
$9.8 million
  $      0.25  
    Sept. 15, 2008
 
    Sept. 24, 2008
July 1-Sept. 30 2008
 
$11.8 million
  $      0.30  
    Dec. 2, 2008
 
    Dec. 11, 2008
Oct. 1-Dec. 31 2008
 
$11.8 million
  $      0.30  
    Feb. 26, 2009
 
    March 5, 2009
Jan. 1-March 31 2009
 
$12.2 million
  $      0.25  
    June 3, 2009
 
    June 16, 2009
April 1-June 30 2009
 
      —                          —               
July 1-Sept. 30 2009
 
      —                          —               
Oct. 1-Dec. 31 2009
 
        —                            —               

We believe that cash flow from our charters in 2010 will be sufficient to fund the interest payments under the secured credit facility.  We funded the acquisition of the Overseas Newcastle for $92.7 million on December 4, 2007, and the acquisition of the Overseas London for $90.3 million on January 28, 2008, with borrowings under the secured credit facility with RBS, which was increased from $401 million to $420 million in 2007.  Following this increase, we were required to make a principal repayment of $75 million no later than December 31, 2008.  We repaid the $75 million in October 2008 with cash on hand including proceeds from the issuance of 9.2 million new shares in April and May 2008 for net proceeds of $91.4 million.  We repaid a further $50 million in June 2009 with cash on hand including proceeds from the issuance of 9.4 million new shares of common stock in April 2009 for net proceeds of approximately $38.4 million.
 
As of December 31, 2009, we were in compliance with the covenants contained in Secured Loan Facility Agreement.
 
Working capital at December 31, 2009 was $50,024,000 compared with $43,761,000  at December 31, 2008.  The improvement in working capital in 2009 was primarily due to the equity offering in April 2009, with net proceeds of $38.4 million.  At December 31, 2008, additional hire related to the period from October 1, 2008 through December 31, 2008, which amounted to $8,791,000, had not been received from the charterers.  At December 31, 2009, all additional hire had been received from the charterers.
 
 
 
 
 
Net cash provided by operating activities was $54,604,000 in 2009 compared to $64,882,000 in 2008.  This decline was primarily attributable to lower earnings in 2009 for our Initial Vessels operating in pools and higher vessel expenses.  Net cash used in investing activities was $5,411,000 in 2009 compared to $81,185,000 in 2008.  This decline was primarily attributable to the acquisition of the two Suezmax tankers in 2008.  Net cash used by financing activities was $35,549,000 in 2009 compared nest cash provided by provided by financing activities of $64,958,000 in 2008.  In 2009 we issued common stock with total proceeds of $38,400,000 while we paid cash dividends of $23,949,000 and repaid $50,000,000 under the secured credit facility.  In 2008 we issued common stock with total proceeds of $91,426,000 and we issued long term debt of $90,300,000 while we paid cash dividends of $41,902,000 and repaid $75,000,000 under the secured credit facility.  We had $294,000,000 of total debt outstanding at December 31, 2009, compared to $344,000,000 at December 31, 2008.
 
AGGREGATE CONTRACTUAL OBLIGATIONS
 
As of December 31, 2009, our long-term contractual obligations were as follows:
 

   
 
 
   
2010
   
2011
   
2012
   
2013
   
2014
   
Thereafter
   
Total
 
   
(Dollars in thousands)
 
Long-term debt (1)
   $ 20,870     $ 32,380     $ 31,420     $ 45,725     $ 48,360     $ 210,739     $ 389,494  

(1)
Amounts shown include contractual interest obligations on $294 million of debt outstanding under the secured credit facility.  The interest obligations have been determined using an interest rate of 5.60% per annum based on the five year interest rate swap arrangement that was effective as of October 18, 2005 for $194 million and an interest rate of 5.95% per annum based on the five year interest rate swap arrangement that was effective as of December 4, 2007 for $100 million.  The interest on the balance outstanding is payable quarterly and the principal is payable with quarterly installments of $4,037,037 from January 18, 2011 to January 18, 2013, $4,416,667 on April 18, 2013, quarterly installments of $9,075,000  from July 18, 2013 to April 18, 2017 and a final payment of $108,050,000 on July 18, 2017.
 
We collect our fixed basic charter rate monthly in advance and pay the estimated technical management fees monthly in advance.  To the extent there are additional hire revenues, we receive such additional hire quarterly in arrears.  Although we can provide no assurances, we expect that our cash flow from our chartering arrangements will be sufficient to cover our technical management fees, interest payments and other financing costs under the secured credit facility, insurance premiums, vessel taxes, general and administrative expenses and other costs and any other working capital requirements for the short term.  Our longer term liquidity requirements include repayment of the principal balance of the secured credit facility.  We may require new borrowings and/or issuances of equity or other securities to meet this repayment obligation.  Alternatively, we can sell our assets and use the proceeds to pay down debt.
 
Marshall Islands law generally prohibits the payment of dividends other than from surplus or while a company is insolvent or would be rendered insolvent by the payment of such a dividend.
 
RISK MANAGEMENT
 
We are exposed, to market risk from changes in interest rates, which could affect our results of operation and financial position.  We manage this risk by entering into interest rate swap agreements in which we exchange fixed and variable interest rates based on agreed upon notional amounts.  We use such derivative financial instruments as risk management tools and not for speculative or trading purposes.  In addition, the counterparty to the derivative financial instrument is a major financial institution in order to manage exposure to nonperformance by counterparties.
 
As of December 31, 2009, the company is party to two floating-to-fixed interest rate swaps with notional amounts of $194,000,000 and $100,000,000, respectively, pursuant to which the company pays a fixed rate of 5.6% and 5.95% including the applicable margin, respectively and receives a floating rate based on LIBOR.  The swaps expire on October 18, 2010 and January 18, 2013, respectively.  As of December 31, 2009, the company has recorded a liability of $18,425,000 relating to the fair value of the swaps.  The change in fair value of the swaps in 2009 has been recognized in the company’s income statement.  The fair value of interest rate swaps is the estimated amount that the company would receive or pay to terminate the agreement at the reporting date.
 
 
 
 
 
Like most of shipping industry our functional currency is the U.S. dollar.  All of our revenues and most of our operating costs are in U.S. dollars.
 
EFFECTS OF COST INCREASES
 
Until January 16, 2009, under the vessels’ old ship management agreements, the company paid a fixed cost for the technical management of the vessels.  However, under the vessels’ new ship management agreements, effective January 16, 2009, the Company must pay the actual costs associated with the technical management of the vessels.  As a result, the cost of the technical management of the vessels for 2009 and in the future will reflect the effects of cost increases.  Recently, ship management costs have increased rapidly, although the current global recession may mitigate some of this cost increase.
 
OFF BALANCE SHEET ARRANGEMENTS
 
With the exception of the above mentioned interest rate swaps, we do not currently have any liabilities, contingent or otherwise, that we would consider to be off balance sheet arrangements.
 
THE SECURED CREDIT FACILITY
 
The following summary of the material terms of the secured credit facility does not purport to be complete and is subject to, and qualified in its entirety by reference to, all the provisions of the Secured Loan Facility Agreement.  Because the following is only a summary, it does not contain all information that you may find useful.  For more complete information, you should read the entire Secured Loan Facility Agreement  filed as an exhibit to this report.
 
General
 
We are a holding company and have no significant assets other than the equity interests in our subsidiaries.  DHT Maritime’s subsidiaries own all of our vessels, and payments under our charters are made to DHT Maritime’s subsidiaries.  On October 18, 2005, DHT Maritime and its subsidiaries entered into a $401 million secured credit facility with RBS for a term of ten years, with no principal amortization for the first five years.  The secured credit facility consisted of a $236 million term loan, a $150 million vessel acquisition facility and a $15 million working capital facility.  DHT Maritime is the borrower under the secured credit facility and each of our vessel-owning subsidiaries have guaranteed its performance thereunder.
 
DHT Maritime borrowed the entire amount available under the term loan upon the completion of our IPO to fund a portion of the purchase price for the Initial Vessels that were acquired from OSG.  On November 29, 2007, DHT Maritime amended the secured credit facility to increase the total commitment thereunder by $19 million to $420 million.  Under the terms of the secured credit facility, the previous $15 million working capital facility and $150 million vessel acquisition facility were canceled and replaced with a new $184 million vessel acquisition facility, which was used to fund the entire purchase price of the two Suezmaxes, the Overseas Newcastle and the Overseas London.  Following delivery of the Overseas London on January 28, 2008 the acquisition facility is fully drawn.
 
Borrowings under the initial $236 million term loan bear interest at an annual rate of LIBOR plus a margin of 0.70%.  Borrowings under the vessel acquisition portion of the secured credit facility bear interest at an annual rate of LIBOR plus a margin of 0.85%.  To reduce our exposure to fluctuations in interest rates, we entered into an interest rate swap on October 18, 2005 pursuant to which we fixed the interest rate for five years on the full amount of our term loan at 5.60%.  On October 16, 2007, we fixed the interest rate for five years on $100 million of our outstanding debt at a rate of 5.95% through a swap agreement with respect to $92.7 million effective as of December 4, 2007 and a further $7.3 million effective as of January 18, 2008.  We were required to pay a $1.5 million fee in connection with the arrangement of the secured credit facility (which we funded with a portion of the net proceeds from our IPO) and a commitment fee of 0.3% per annum, which will be payable quarterly in arrears, on the undrawn portion of the facility.  We were required to pay an arrangement fee of $95,000 in October 2007 in connection with the increase in the secured credit facility from $401 million to $420 million.
 
 
 
 
 
Following the above-mentioned increase, the secured credit facility was repayable with one initial installment of $75 million in 2008, and commencing on January 18, 2011 the balance of the secured credit facility will be repayable with 27 quarterly installments of $9,075,000.  A final payment of $99,975,000 will be payable with the last quarterly installment.  The initial installment of $75 million was repaid in October 2008.  In June DHT Maritime repaid a further $50 million under the secured credit facility.  Following this repayment, the secured credit facility is repayable with nine quarterly installments of $4,037,037 from January 18, 2011 to January 18, 2013, $4,416,667 on April 18, 2013, sixteen quarterly installments of $9,075,000 from July 18, 2013 to April 18, 2017 and a final payment of $108,050,000 on July 18, 2017.
 
Security
 
The secured credit facility provides that borrowings thereunder are secured by the following:
 
 
a first priority mortgage on each of the vessels that DHT Maritime or any of its subsidiaries have agreed to purchase and any additional vessels that DHT Maritime or any of its subsidiaries acquire;
 
 
an assignment of charter hire guarantees and earnings from, and insurances on, each of the vessels that DHT Maritime or any of its subsidiaries have agreed to purchase and any additional vessels that DHT Maritime or any of its subsidiaries acquire;
 
 
a pledge of the balances in certain bank accounts which DHT Maritime and its subsidiaries have agreed to keep with RBS; and
 
 
an unconditional and irrevocable guarantee by each of DHT Maritime’s vessel-owning subsidiaries.
 
The Secured Loan Facility Agreement provides that in the event of either the sale or total loss of a vessel, DHT Maritime and its subsidiaries must prepay an amount under the secured credit facility proportionate to the market value of the sold or lost vessel compared with the total market value of all of DHT Maritime’s and its subsidiaries’ vessels before such sale or loss together with accrued interest on the amount prepaid and, if such prepayment occurs on a date other than an interest payment date, any interest breakage costs.
 
Covenants
 
The Secured Loan Facility Agreement contains restrictive covenants that prohibit DHT Maritime and each of its subsidiaries from, among other things:
 
 
incurring additional indebtedness without the prior consent of the lenders;
 
 
permitting liens on assets;
 
 
merging or consolidating with other entities or transferring all or substantially all of their assets to another person;
 
 
paying dividends if the charter-free market value of the vessels that secure their obligations under the secured credit facility is less than 135% of their borrowings under the secured credit facility plus the actual or notional cost of terminating any interest rates swaps that they enter, if there is a continuing default under the secured credit facility or if the payment of the dividend would result in a default or breach of a loan covenant;
 
 
changing the technical manager of our vessels without the prior consent of the lenders;
 
 
making certain loans, advances or investments; entering into certain material transactions with affiliated parties;
 
 
 
 
 
 
entering into certain types of charters, including bareboat charters and time charters or consecutive voyage charters of greater than 13 months (excluding our charters with OSG’s subsidiaries);
 
 
de-activating any of the vessels or allowing work to be done on any vessel in an aggregate amount greater than $2.0 million without first obtaining a lien waiver;
 
 
making non-ordinary course acquisitions or entering into a new line of business or establishing a place of business in the United States or any of its territories; and
 
 
selling or otherwise disposing of a vessel or other assets or assigning or transferring any rights or obligations under our charters and our ship management agreements.
 
The Secured Loan Facility Agreement also contains a financial covenant requiring that at all times the charter-free market value of the vessels that secure DHT Maritime’s and its subsidiaries’ obligations under the secured credit facility be no less than 120% of their borrowings under the secured credit facility plus the actual or notional cost of terminating any of their interest rates swaps.  In the event that the aggregate charter-free market value of the vessels that secure DHT Maritime’s and its subsidiaries’ obligations under the secured credit facility is less 120% of their borrowings under the secured credit facility plus the actual or notional cost of terminating any of their interest rates swaps, the difference shall be recovered by pledge of additional security acceptable to the lenders or by a prepayment of the amount outstanding at the option of the borrowers.
 
Events of Default
 
Each of the following events, among others, with respect to DHT Maritime or any of its subsidiaries, in some cases after the passage of time or notice or both, is an event of default under the Secured Loan Facility Agreement: