<PAGE> 1
AS FILED WITH THE SECURITIES AND EXCHANGE COMMISSION ON MAY 13, 1998
REGISTRATION NO. 333-
================================================================================
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C. 20549
------------------------------------
Form F-3
REGISTRATION STATEMENT
UNDER THE
SECURITIES ACT OF 1933
------------------------------------
TEEKAY SHIPPING CORPORATION
(Exact name of Registrant as specified in its charter)
<TABLE>
<S> <C> <C>
REPUBLIC OF LIBERIA 4412 NOT APPLICABLE
(State or other jurisdiction of (Primary Standard Industrial (I.R.S. Employer Identification
incorporation or organization) Classification Code Number) No.)
</TABLE>
4TH FLOOR, EURO CANADIAN CENTRE
MARLBOROUGH STREET & NAVY LION ROAD
P.O. BOX SS 6293
NASSAU, COMMONWEALTH OF THE BAHAMAS
(242) 322-8020
(Address and telephone number
of Registrant's principal executive office)
------------------------------------
LAWCO OF OREGON, INC.
1211 S.W. FIFTH AVENUE, SUITE 1500
PORTLAND, OR 97204
ATTN: KAREN M. DODGE
(503) 727-2000
(Name, address and telephone number of agent for service)
------------------------------------
Copies to:
<TABLE>
<S> <C>
ROY W. TUCKER, ESQ. BRUCE CZACHOR, ESQ.
DAVID S. MATHESON, ESQ. SHEARMAN & STERLING
PERKINS COIE COMMERCE COURT WEST
1211 S.W. FIFTH AVENUE 199 BAY STREET, SUITE 4405
SUITE 1500 TORONTO, ONTARIO M5L 1E8
PORTLAND, OR 97204 (416) 360-2972
(503) 727-2000
</TABLE>
------------------------------------
Approximate date of commencement of proposed sale to the public: As soon as
practicable after this Registration Statement becomes effective.
If the only securities being registered on this Form are being offered
pursuant to dividend or interest reinvestment plans, please check the following
box. [ ]
If any of the securities being registered on this Form are to be offered on
a delayed or continuous basis pursuant to Rule 415 under the Securities Act of
1933, please check the following box. [ ]
If this Form is filed to register additional securities for an offering
pursuant to Rule 462(b) under the Securities Act, please check the following box
and list the Securities Act registration statement number of the earlier
effective registration statement for the same offering. [ ]
If this Form is a post-effective amendment filed pursuant to Rule 462(c)
under the Securities Act, check the following box and list the Securities Act
registration statement number of the earlier effective registration statement
for the same offering. [ ]
If delivery of the prospectus is expected to be made pursuant to Rule 434,
please check the following box. [ ]
------------------------------------
CALCULATION OF REGISTRATION FEE
<TABLE>
<S> <C> <C> <C>
- ----------------------------------------------------------------------------------------------------------------------
AMOUNT TO BE PROPOSED MAXIMUM AGGREGATE AMOUNT OF
TITLE OF SECURITIES BEING REGISTERED REGISTERED OFFERING PRICE(1)(2) REGISTRATION FEE
- ----------------------------------------------------------------------------------------------------------------------
Common Stock, no par value per share... 8,050,000 shares $236,468,750 $69,759
- ----------------------------------------------------------------------------------------------------------------------
</TABLE>
(1) Estimated solely for the purpose of calculating the amount of the
registration fee pursuant to Rule 457(c) under the Securities Act on the
basis of a per share price of $29.375, the average of the high and low
prices on the New York Stock Exchange on May 8, 1998.
(2) Includes shares subject to the Underwriters' over-allotment option.
------------------------------------
THE REGISTRANT HEREBY AMENDS THIS REGISTRATION STATEMENT ON SUCH DATE OR
DATES AS MAY BE NECESSARY TO DELAY ITS EFFECTIVE DATE UNTIL THE REGISTRANT SHALL
FILE A FURTHER AMENDMENT WHICH SPECIFICALLY STATES THAT THIS REGISTRATION
STATEMENT SHALL THEREAFTER BECOME EFFECTIVE IN ACCORDANCE WITH SECTION 8(a) OF
THE SECURITIES ACT OF 1933, AS AMENDED, OR UNTIL THIS REGISTRATION STATEMENT
SHALL BECOME EFFECTIVE ON SUCH DATE AS THE COMMISSION, ACTING PURSUANT TO SAID
SECTION 8(a), MAY DETERMINE.
================================================================================
<PAGE> 2
PART I
<PAGE> 3
INFORMATION CONTAINED HEREIN IS SUBJECT TO COMPLETION OR AMENDMENT. A
REGISTRATION STATEMENT RELATING TO THESE SECURITIES HAS BEEN FILED WITH THE
SECURITIES AND EXCHANGE COMMISSION. THESE SECURITIES MAY NOT BE SOLD NOR MAY
OFFERS TO BUY BE ACCEPTED PRIOR TO THE TIME THE REGISTRATION STATEMENT BECOMES
EFFECTIVE. THIS PROSPECTUS SHALL NOT CONSTITUTE AN OFFER TO SELL OR THE
SOLICITATION OF AN OFFER TO BUY NOR SHALL THERE BE ANY SALE OF THESE SECURITIES
IN ANY STATE IN WHICH SUCH OFFER, SOLICITATION OR SALE WOULD BE UNLAWFUL PRIOR
TO REGISTRATION OR QUALIFICATION UNDER THE SECURITIES LAWS OF ANY SUCH STATE.
SUBJECT TO COMPLETION, DATED MAY , 1998
7,000,000 SHARES
TEEKAY SHIPPING CORPORATION
COMMON STOCK
(NO PAR VALUE)
---------------------
Of the 7,000,000 shares of Common Stock offered, 5,600,000 shares are being
offered hereby in the United States and 1,400,000 shares are being offered in a
concurrent international offering outside the United States. The initial public
offering price and the aggregate underwriting discount per share are identical
for both Offerings. See "Underwriting."
Of the 7,000,000 shares of Common Stock offered, 2,800,000 shares are being
sold by the Company and 4,200,000 shares are being sold by Cirrus Trust (the
"Selling Stockholder"). See "Principal and Selling Stockholder." The Company
will not receive any proceeds from the sale of shares by the Selling
Stockholder.
Upon completion of the Offerings, the Selling Stockholder and an affiliated
trust will, in the aggregate, own approximately 54.7% (approximately 51.4% if
the Underwriters exercise their over-allotment option in full) of the
outstanding Common Stock of the Company and will retain the power to elect a
majority of the Company's directors and thereby to determine the Company's
corporate policies.
The Company's Common Stock is traded on The New York Stock Exchange under
the symbol "TK." On May 11, 1998, the last reported sale price of the Common
Stock on The New York Stock Exchange was $28.69. See "Price Range of Common
Stock."
SEE "RISK FACTORS" BEGINNING ON PAGE 11 OF THIS PROSPECTUS FOR CERTAIN
CONSIDERATIONS RELEVANT TO AN INVESTMENT IN THE COMMON STOCK.
---------------------
THESE SECURITIES HAVE NOT BEEN APPROVED OR DISAPPROVED BY THE SECURITIES
AND EXCHANGE COMMISSION OR ANY STATE SECURITIES COMMISSION NOR HAS
THE SECURITIES AND EXCHANGE COMMISSION OR ANY STATE SECURITIES
COMMISSION PASSED UPON THE ACCURACY OR ADEQUACY OF THIS PROSPECTUS.
ANY REPRESENTATION TO THE CONTRARY IS A CRIMINAL OFFENSE.
------------------------
<TABLE>
<CAPTION>
PROCEEDS TO
INITIAL PUBLIC UNDERWRITING PROCEEDS TO SELLING
OFFERING PRICE DISCOUNT(1) COMPANY(2) STOCKHOLDER
-------------- ------------ ----------- -----------
<S> <C> <C> <C> <C>
Per Share.................... $ $ $ $
Total(3)..................... $ $ $ $
</TABLE>
- ---------------
(1) The Company and the Selling Stockholder have agreed to indemnify the
Underwriters against certain liabilities, including liabilities under the
Securities Act of 1933. See "Underwriting."
(2) Before deducting estimated expenses of $500,000 payable by the Company.
(3) The Selling Stockholder has granted the U.S. Underwriters an option for 30
days after the date of this Prospectus to purchase up to an additional
840,000 shares of Common Stock at the initial public offering price per
share, less the underwriting discount, solely to cover over-allotments.
Additionally, the Selling Stockholder has granted the International
Underwriters a similar option with respect to an additional 210,000 shares
of Common Stock as part of the concurrent international offering. If such
options are exercised in full, the total initial public offering price,
underwriting discount and proceeds to the Selling Stockholder will be
$ , $ and $ , respectively. See "Underwriting."
------------------------
The Common Stock offered hereby are offered severally by the U.S.
Underwriters, as specified herein, subject to receipt and acceptance by them and
subject to their right to reject any order in whole or in part. It is expected
that the Common Stock will be ready for delivery in New York, New York, on or
about , 1998, against payment therefore in immediately available
funds.
GOLDMAN, SACHS & CO.
DONALDSON, LUFKIN & JENRETTE
SECURITIES CORPORATION
FURMAN SELZ
------------------------
The date of this Prospectus is , 1998.
<PAGE> 4
[MAP]
<PAGE> 5
[PICS]
<PAGE> 6
[PICS]
<PAGE> 7
AVAILABLE INFORMATION
Teekay Shipping Corporation ("Teekay") has filed with the Securities and
Exchange Commission (the "Commission") a registration statement on Form F-3 (the
"Registration Statement", which term shall encompass all amendments thereto)
under the Securities Act of 1933, as amended (the "Securities Act"), with
respect to the shares of its common stock, no par value (the "Common Stock"),
offered hereby. This Prospectus, which constitutes a part of the Registration
Statement, does not contain all the information set forth in the Registration
Statement, certain items of which are contained in schedules and exhibits to the
Registration Statement as permitted by the rules and regulations of the
Commission. Statements made in this Prospectus as to the contents of any
contract, agreement or other document referred to are not necessarily complete;
with respect to each such contract, agreement or other document filed as an
exhibit to the Registration Statement, reference is made to the exhibit for a
more complete description of the matter involved, and each such statement shall
be deemed qualified in its entirety by such reference. Items of information
omitted from this Prospectus but contained in the Registration Statement may be
inspected and copied at the public reference facilities maintained by the
Commission at 450 Fifth Street, N.W., Judiciary Plaza, Washington, D.C. 20549
and at the following regional offices of the Commission: 14th Floor, 500 West
Madison Street, Chicago, Illinois 60661; and 13th Floor, 7 World Trade Center,
New York, New York 10048. Copies of such material can be obtained by mail from
the Public Reference Section of the Commission at 450 Fifth Street, N.W.,
Judiciary Plaza, Washington, D.C. 20549 at prescribed rates. In addition, the
Registration Statement may be accessed electronically at the Commission's web
site on the internet at www.sec.gov.
Teekay is subject to the informational requirements of the Securities
Exchange Act of 1934, as amended (the "Exchange Act"), and, in accordance
therewith, files reports and other information with the Commission. All such
information may be inspected and copied at the public reference facilities
maintained by the Commission at the locations, and may be accessed
electronically at the web site, referred to above. Teekay's Common Stock is
listed on The New York Stock Exchange (the "NYSE") and such reports and other
information may also be inspected at the offices of the NYSE, 20 Broad Street,
New York, New York 10005.
Teekay intends to furnish to its stockholders annual reports containing
audited financial statements and a report thereon expressed by independent
chartered accountants and quarterly reports for the first three quarters of each
fiscal year containing unaudited interim financial information. Teekay also
intends to furnish proxy statements prepared in accordance with Liberian law. As
a "foreign private issuer" under the Exchange Act, Teekay is exempt from
provisions of the Exchange Act which prescribe the furnishing and content of
proxy statements to stockholders and which relate to short-swing profit
reporting and liability.
------------------------
FOR UNITED KINGDOM PURCHASERS: THE SHARES OF COMMON STOCK MAY NOT BE
OFFERED OR SOLD IN THE UNITED KINGDOM OTHER THAN TO PERSONS WHOSE ORDINARY
ACTIVITIES INVOLVE THEM IN ACQUIRING, HOLDING, MANAGING OR DISPOSING OF
INVESTMENTS, WHETHER AS PRINCIPAL OR AGENT (EXCEPT IN CIRCUMSTANCES THAT DO NOT
CONSTITUTE AN OFFER TO THE PUBLIC WITHIN THE MEANING OF THE PUBLIC OFFERS OF
SECURITIES REGULATIONS 1995 OR THE FINANCIAL SERVICES ACT 1986), AND THIS
PROSPECTUS MAY ONLY BE ISSUED OR PASSED ON TO ANY PERSON IN THE UNITED KINGDOM
IF THAT PERSON IS OF A KIND DESCRIBED IN ARTICLE 11(3) OF THE FINANCIAL SERVICES
ACT 1986 (INVESTMENT ADVERTISEMENTS) (EXEMPTIONS) ORDER 1995.
------------------------
CERTAIN PERSONS PARTICIPATING IN THE OFFERINGS MAY ENGAGE IN TRANSACTIONS
THAT STABILIZE, MAINTAIN OR OTHERWISE AFFECT THE PRICE OF THE COMMON STOCK,
INCLUDING OVER-ALLOTMENT, STABILIZING AND SHORT-COVERING TRANSACTIONS IN SUCH
SECURITIES AND THE IMPOSITION OF A PENALTY BID, IN CONNECTION WITH THE
OFFERINGS. FOR A DESCRIPTION OF THESE ACTIVITIES, SEE "UNDERWRITING."
2
<PAGE> 8
INCORPORATION OF DOCUMENTS BY REFERENCE
The following documents filed by Teekay with the Commission are hereby
incorporated by reference in this Prospectus: (a) Annual Report of Teekay on
Form 20-F for the fiscal year ended March 31, 1997 and (b) the description of
Teekay's Common Stock contained in the Registration Statement on Form 20-F filed
with the Commission on July 10, 1995, including any amendments or reports filed
for the purpose of updating such description.
In addition, all documents filed by Teekay with the Commission pursuant to
Sections 13(a), 13(c) or 15(d) of the Exchange Act, including any Report on Form
6-K which so provides, after the date hereof and prior to the termination of the
offering of the Common Stock, shall be deemed to be incorporated by reference
into this Prospectus and to be a part hereof commencing on the respective dates
on which such documents are filed with the Commission. Any statement contained
in a document incorporated or deemed to be incorporated by reference herein
shall be deemed to be modified or superseded for purposes of this Prospectus to
the extent that a statement contained herein or in any other subsequently filed
document which also is or is deemed to be incorporated by reference herein
modifies or supersedes such statement. Any statement so modified or superseded
shall not be deemed, except as so modified or superseded, to constitute a part
of this Prospectus.
Teekay will provide without charge to each person, including any beneficial
owner, to whom a copy of this Prospectus is delivered, upon the written or oral
request of such person, a copy of any or all of the documents that have been
incorporated by reference herein, other than exhibits to such documents (unless
such exhibits are specifically incorporated by reference in such documents).
Written requests for such copies may be directed to Teekay Shipping Corporation,
505 Burrard Street, Suite 1400, Vancouver, B.C., Canada V7X 1M5. Telephone
requests may be directed to (604) 683-3529.
ENFORCEABILITY OF CIVIL LIABILITIES UNDER THE FEDERAL SECURITIES LAWS
Teekay and most of its subsidiaries are incorporated in Liberia, and
certain other of its subsidiaries are incorporated in The Bahamas, Canada,
Japan, Singapore, Australia, Scotland and Panama. Most of the directors and
executive officers of Teekay and its subsidiaries are residents of countries
other than the United States. Substantially all of the assets of Teekay and its
subsidiaries and a substantial portion of the assets of such directors and
officers are located outside the United States. As a result, it may be difficult
or impossible for United States investors to effect service of process within
the United States upon Teekay, its subsidiaries or such directors and officers
or to realize against them in the United States upon judgments of courts of the
United States predicated upon civil liabilities of Teekay, its subsidiaries or
such directors and officers under the federal securities laws of the United
States or the securities or blue sky laws of any state within the United States.
In addition, because of a lack of precedent, investors should not assume that
courts in the countries in which Teekay or its subsidiaries are incorporated,
where directors or officers reside or in which the assets of Teekay, its
subsidiaries or such directors and officers are located (i) would enforce
judgments of United States courts obtained in actions against Teekay, its
subsidiaries or such persons predicated upon the civil liability provisions of
the United States federal securities laws or the securities or blue sky laws of
any state within the United States or (ii) would enforce, in original actions,
liabilities against Teekay, its subsidiaries or such persons predicated upon the
United States federal securities laws or any such state securities or blue sky
laws.
3
<PAGE> 9
FORWARD-LOOKING STATEMENTS
This Prospectus contains certain forward-looking statements (as such term
is defined in Section 27A of the Securities Act and Section 21E of the Exchange
Act) concerning the Company's operations, performance and financial condition,
including, in particular, statements regarding: tanker supply and demand; the
Company's market share in the Indo-Pacific Basin; future capital expenditures;
the Company's growth strategy and measures to implement such strategy; the
Company's competitive strengths; and future success of the Company. These
statements involve known and unknown risks and are based upon a number of
assumptions and estimates which are inherently subject to significant
uncertainties and contingencies, many of which are beyond the control of the
Company. Actual results may differ materially from those expressed or implied by
such forward-looking statements. Factors that could cause actual results to
differ materially include, but are not limited to: the cyclical nature of the
tanker industry and its dependence on oil markets; the supply of tankers
available to meet the demand for transportation of petroleum products; the
Company's dependence on spot oil voyages; environmental and other regulation;
the Company's potential inability to achieve and manage growth; and the other
factors set forth in "Risk Factors." The Company expressly disclaims any
obligation or undertaking to release publicly any updates or revisions to any
forward-looking statements contained herein to reflect any change in the
Company's expectations with respect thereto or any change in events, conditions
or circumstances on which any such statement is based.
------------------------------------
Unless the context otherwise requires, "Teekay" refers to Teekay Shipping
Corporation, a Liberian corporation, and "Company" refers to Teekay and its
consolidated subsidiaries. References to "Common Stock" mean the common stock of
Teekay, no par value per share, and references to "Offering" mean the offering
of shares of Common Stock offered hereby. Unless otherwise indicated, all
information in this Prospectus assumes that the over-allotment option granted to
the Underwriters by the Selling Stockholder has not been exercised. Certain
shipping industry terms used in this Prospectus are defined in Exhibit A to this
Prospectus, "Definitions of Shipping Terms." Unless otherwise specifically noted
or the context otherwise requires, the term "tankers" refers to tankers and
oil/bulk/ore carriers. All Dollar references in this Prospectus are to U.S.
Dollars, unless otherwise specifically indicated.
Certain statistical and graphical information contained in this Prospectus
is derived from data published by the Drewry Shipping Consultants Ltd., the
International Energy Agency and other sources. While the Company has no reason
to believe that such information is inaccurate in any material respect, readers
of this Prospectus are advised that some information in such databases is based
on estimates or subjective judgments.
The Teekay logo and the name Teekay Shipping Corporation are among the
Company's trademarks. All other trademarks and trade names referred to in this
Prospectus are the property of their respective owners.
4
<PAGE> 10
PROSPECTUS SUMMARY
The following summary is qualified in its entirety by the more detailed
information and financial statements appearing elsewhere in this Prospectus.
THE COMPANY
OVERVIEW
The Company is a leading provider of international crude oil and petroleum
product transportation services through the world's largest fleet of medium size
oil tankers. The Company's modern fleet of tankers provides transportation
services to major oil companies, major oil traders and government agencies,
principally in the region spanning from the Red Sea to the U.S. West Coast (the
"Indo-Pacific Basin"). The Company believes that in each of the last six years
it has transported more crude oil and petroleum products via Aframax tankers in
the Indo-Pacific Basin than any other shipping company and estimates it has
approximately a one quarter share of the Indo-Pacific Basin Aframax market.
The Company's fleet consists of 46 vessels: 42 Aframax (75,000-115,000 dwt)
oil tankers (including three vessels time-chartered-in) and oil/bulk/ore
carriers ("O/B/Os"), three smaller oil tankers, and one Very Large Crude Carrier
("VLCC"). The Company's vessels are all of Liberian, Singaporean, Australian or
Bahamian registry. The Company's fleet has a total cargo capacity of
approximately 4.6 million tonnes and its Aframax vessels represent approximately
7.8% of the total tonnage of the world Aframax fleet. The Company intends to
continue to supplement its fleet by selective orders of newbuilding vessels and
selective purchases of modern, second-hand, high-quality tankers.
The Company's fleet is one of the most modern fleets in the world, with an
average age of approximately 7.8 years, compared to an average age for the world
oil tanker fleet of approximately 13.7 years and for the world Aframax tanker
fleet of approximately 12.2 years. The Company has been recognized by customers
and rating services for safety, quality and service. For example, in each of the
last eight years, Tanker Advisory Center, Inc. (New York) has rated the
Company's fleet a "meritorious tanker fleet," a designation which, in the latest
publication (January 1998), placed it in the top 5% of all fleets containing
five or more tankers. Given the age profile of the world tanker fleet,
increasing emphasis by customers on quality as a result of stringent
environmental regulations, and heightened concerns about liability for oil
pollution, the Company believes that its modern fleet and its emphasis on
quality and safety provide it with a favorable competitive profile. See
"Business--The International Tanker Market--Industry Fundamentals."
COMPETITIVE STRENGTHS
The Company pursues an intensively customer- and operations-focused
business strategy to achieve superior operating results. The Company's business
strategy is based on the following five key competitive strengths:
- MARKET CONCENTRATION: Scale and scope within a given market of the
shipping industry are critical for efficient operation. By focusing on
the Indo-Pacific Basin, the Company has been able, with a relatively
small share of the world Aframax fleet (approximately 7.8% of total
tonnage), to develop a significant presence in this region with
charterers of medium-size tankers, facilitating comprehensive coverage of
charterers' requirements and providing a base for efficient operation and
a high degree of capacity utilization. The Company estimates that it has
a market share of approximately 25% in this region, with its principal
trading routes involving Australia, Japan and the United States.
- OPERATIONAL CONTROL AND EXPERIENCED MANAGEMENT: The Company services
substantially all of its needs in-house, without having to rely on
outside ship managers or crewing agencies. The Company has experienced
management in all functions critical to its operations, which affords a
5
<PAGE> 11
focused marketing effort, tight quality and cost controls, improved
capacity utilization and effective operations and safety monitoring.
- MODERN, HIGH-QUALITY TONNAGE: The Company's modern, high-quality fleet
operates with high fuel efficiency and low maintenance and operating
costs compared to the world Aframax fleet, 23% of which are 20 years of
age or older. Only three of the Company's vessels are more than 15 years
old and none is more than 18 years old. In an environment of increasingly
stringent operating and safety standards, the age profile and quality of
the Company's fleet has translated into a high level of acceptance by
charterers.
- LARGE FLEET OF UNIFORM-SIZED VESSELS: The Company's large fleet of
Aframax tankers, many of which are in sister vessel series (substantially
identical vessels), facilitates scheduling flexibility due to vessel
substitution opportunities, permitting greater responsiveness to customer
demands and enhanced capacity utilization. The scale of the Company's
operations and resultant purchasing power, combined with the uniformity
of its vessels, results in lower operating expenses than those
experienced by smaller operators.
- STRONG NETWORK OF CUSTOMER RELATIONSHIPS: The Company's intensively
customer-oriented focus, combined with its other competitive strengths,
have enabled it to establish a strong network of customer relationships
and a reputation for transportation excellence among quality-sensitive
customers.
The Company's competitive strengths have resulted in "time charter
equivalent" (or "TCE") rates and operating costs that are superior to averages
indicated by industry data. As a result, the Company has achieved consistently
higher operating cash flow per vessel as compared to an average of certain other
publicly traded bulk shipping companies, which is illustrated in the graph
below.
OPERATING CASH FLOW PER SHIP PER DAY
(Calendar Year Basis)
FIGURE
<TABLE>
<CAPTION>
DOLLARS PER DAY
-------------------------------------------------------
*AVERAGE OF OTHER
YEARS TEEKAY FLEET AVERAGE BULK SHIPPING COMPANIES
- --------- -------------------- -----------------------
<S> <C> <C>
1990 11,014 8,190
1991 11,048 9,389
1992 7,393 4,947
1993 8,426 5,034
1994 9,033 4,020
1995 10,183 4,478
1996 11,432 6,409
1997 12,565 7,874
</TABLE>
- ------------
Information based upon respective company financial data.
* Vessel weighted average of the following companies: Bergesen d.y. A/S, Bona
Shipholding Ltd., London & Overseas Freighters Limited, OMI Corp., and
Overseas Shipholding Group.
6
<PAGE> 12
GROWTH STRATEGY
The Company's growth strategy is to leverage its existing competitive
strengths to continue to expand its business and increase shareholder value.
- MAINTAIN AND EXPAND AFRAMAX FRANCHISE IN INDO-PACIFIC BASIN. The
Company anticipates that the continued upgrade and expansion of its
Aframax tanker business in the Indo-Pacific Basin will continue to be a
key component of its strategy. Over the past three fiscal years, the
Company has increased its Aframax fleet by acquiring 12 vessels, while
disposing of seven older Aframax tankers. With the largest concentration
of Aframax tankers in the Indo-Pacific Basin, management believes the
Company is able to provide the most comprehensive service to its
customers thereby generating superior operating results. For example, the
Company's size and scope of services has enabled it to enter into
contracts of affreightment to provide large oil-company customers with
ongoing services and which also grant the Company preferential rights on
certain voyages, resulting in significant fleet utilization benefits and
increased market share on strategically important routes.
- LEVERAGE THE FRANCHISE TO PROVIDE VALUE-ADDED SERVICES. The Company's
full-service marine operations capabilities, reputation for safety and
quality, and strong customer orientation provide it with the opportunity
to expand its business by providing additional value-added and innovative
services, in many cases to existing customers. Examples of such services
include the Company's recently-executed eight-year contract to provide
Apache Energy Ltd. with an Aframax floating storage and off-loading
vessel, and its outsourcing arrangement with Caltex Petroleum's
Australian affiliate under which Teekay has acquired the entire tanker
operation of the Australian affiliate and will service Caltex's oil
transportation requirements formerly provided by that affiliate. By
providing its customers with these value-added services, management
believes that it will strengthen its franchise and further improve its
financial performance. The Company expects that its participation in
these types of activities will increase during the next several years.
- SELECTIVELY EXPAND INTO RELATED MARKETS AND SERVICES. Management
intends to seek to identify expansion opportunities in new tanker market
segments, geographic areas and services to which the Company's
competitive strengths are well suited and which could enhance shareholder
value. The Company may choose to pursue such opportunities through
internal growth, joint ventures or business acquisitions.
PRINCIPAL STOCKHOLDERS
Prior to the Offering, approximately 74.6% of the capital stock of Teekay
has, in the aggregate, been owned by the Selling Stockholder and an affiliated
trust which are under the common supervision of a group of individuals, the
majority of whom are members of Teekay's board of directors. The beneficiaries
of these trusts include charitable institutions and affiliated trusts. After
completion of the Offering, the Selling Stockholder and the affiliated trust
will own approximately 54.7% of the Common Stock (approximately 51.4% if the
Underwriters' over-allotment option is exercised in full). See "Risk Factors--
Concentration of Voting Power" and "Principal and Selling Stockholder."
7
<PAGE> 13
THE OFFERING
<TABLE>
<CAPTION>
<S> <C> <C>
Common Stock offered:(1)
U.S. Offering......... 5,600,000 shares
International
Offering........... 1,400,000 shares
-----------
Total................. 7,000,000 shares
===========
Common Stock offered by:(1)
The Company........... 2,800,000 shares
The Selling
Stockholder........ 4,200,000 shares
-----------
Total................. 7,000,000 shares
===========
Total Common Stock to be
outstanding after the
Offering(2)................ 31,633,765 shares
</TABLE>
New York Stock Exchange Symbol...... "TK"
Use of proceeds..................... The net proceeds to the Company from
the sale of the Common Stock offered
hereby, after deducting underwriting
discounts and estimated offering
expenses payable by the Company, are
estimated to be approximately $76.2
million. The Company will not receive
any proceeds from the sale of shares by
the Selling Stockholder. The Company
expects to use the net proceeds,
together with other funds, to redeem
its 9 5/8% First Preferred Ship
Mortgage Notes due 2003. See "Use of
Proceeds."
- ------------
(1) Assumes the Underwriters' over-allotment option is not exercised. If such
over-allotment is exercised, up to an additional 1,050,000 shares will be
sold by the Selling Stockholder. See "Underwriting."
(2) Based on the number of shares outstanding as of April 30, 1998. Excludes
1,843,135 shares of Common Stock reserved for issuance upon exercise of
options under the Company's 1995 Stock Option Plan, of which options to
purchase up to 1,160,251 shares of Common Stock at a weighted average
exercise price of $26.67 per share were outstanding as of April 30, 1998.
See "Management -- Executive Compensation."
RISK FACTORS
Prospective purchasers of the Common Stock should consider all of the
information contained in this Prospectus before making an investment in the
Common Stock. The Company's financial performance is subject to various risks,
including risks related to the cyclical nature of the tanker industry and its
dependence on oil markets; the Company's dependence on spot oil voyages;
environmental and other regulation; and the Company's potential inability to
achieve and manage growth. Prospective purchasers should consider these and
other factors set forth herein under "Risk Factors."
8
<PAGE> 14
SUMMARY CONSOLIDATED FINANCIAL AND OTHER DATA
The following summary consolidated financial and other data of the Company
were derived from more detailed information and financial statements appearing
elsewhere in this Prospectus and should be read in conjunction therewith. For a
discussion of the Company's recent operating results, see "Management's
Discussion and Analysis of Results of Operations and Financial Condition." The
Company changed its fiscal year end from April 30 to March 31, effective March
31, 1994, in order to facilitate comparison of the Company's operating results
to those of other companies within the transportation industry on a calendar
quarter basis.
<TABLE>
<CAPTION>
11 MONTH
PERIOD
YEAR ENDED MARCH 31, ENDED
----------------------------------------------------- MARCH 31,
1998 1997 1996 1995 1994(1)
----------- ---------- ---------- ---------- ----------
(IN THOUSANDS, EXCEPT PER SHARE AND PER DAY DATA)
<S> <C> <C> <C> <C> <C>
INCOME STATEMENT DATA:
Voyage revenues............................ $ 406,036 $ 382,249 $ 336,320 $ 319,966 $ 317,742
Voyage expenses............................ 100,776 102,037 90,575 84,957 81,052
Net voyage revenues........................ 305,260 280,212 245,745 235,009 236,690
Income from vessel operations.............. 107,640 94,258 76,279 52,816 60,777
Interest expense(2)........................ (56,269) (60,810) (62,910) (66,304) (49,713)
Interest income............................ 7,897 6,358 6,471 5,904 2,904
Other income............................... 11,236 2,824 9,230 12,839 10,245
Net income from continuing operations...... 70,504 42,630 29,070 5,255 24,213
Net income from discontinued operations.... -- -- -- -- 5,945
Cumulative effect of change in accounting
for marketable securities................ -- -- -- 1,113 --
Net income(2).............................. 70,504 42,630 29,070 6,368 30,158
PER SHARE DATA:
Net income from continuing operations...... $ 2.46 $ 1.52 $ 1.17 $ 0.29 $ 1.35
Cumulative effect of change in accounting
for marketable securities................ -- -- -- 0.06 --
Net income
-- basic................................. 2.46 1.52 1.17 0.35 1.68
-- diluted............................... 2.44 1.50 1.17 0.35 1.68
Pro forma net income(2)
-- basic................................. 2.47 -- -- -- --
-- diluted............................... 2.46 -- -- -- --
Cash earnings -- basic(2)(3)............... 5.78 4.75 4.51 5.48 6.33
Cash dividends declared.................... 0.86 0.86 0.48 -- --
BALANCE SHEET DATA (AT END OF PERIOD):
Cash and marketable securities............. $ 115,254 $ 117,523 $ 101,780 $ 85,739 $ 107,246
Total assets............................... 1,460,183 1,372,838 1,355,301 1,306,474 1,405,147
Total debt................................. 725,369 699,726 725,842 842,874 945,611
Total stockholders' equity................. 689,455 629,815 599,395 439,066 433,180
OTHER FINANCIAL DATA:
EBITDA(4).................................. $ 209,582 $ 191,632 $ 166,233 $ 146,756 $ 151,364
Cash earnings(2)(3)........................ 165,575 133,554 112,107 98,716 113,998
Capital expenditures:
Vessel purchases, gross.................. 197,199 65,227 123,843 7,465 163,509
Drydocking (accrual basis)............... 12,409 23,124 11,641 11,917 13,296
FLEET DATA:
Average number of ships(5)................. 43 41 39 42 45
Average age of Company's Aframax fleet (in
years)(6)................................ 7.6 7.9 6.8 7.3 7.5
TCE per ship per day(5)(7)(8).............. $ 21,373 $ 20,356 $ 18,438 $ 16,552 $ 17,431
Vessel operating expenses per ship per
day(8)(9)................................ 4,554 4,922 4,787 4,748 4,879
Operating cash flow per ship per
day(8)(10)............................... 12,664 11,819 10,613 8,944 9,133
</TABLE>
(Footnotes on following page)
9
<PAGE> 15
(Footnotes for previous page)
(1) For the 12 months ended March 31, 1994, voyage revenues were $345.0
million; income from vessel operations was $64.4 million; net income was
$32.0 million; cash earnings were $121.6 million; and EBITDA was $162.3
million.
(2) Pro forma net income and pro forma cash earnings give effect to the
application of the estimated net proceeds to the Company of the Offering at
the beginning of fiscal 1998 to redeem a portion of the Company's 9 5/8%
First Preferred Ship Mortgage Notes due 2003, excluding the effect of a
non-recurring charge of $5.0 million related to the redemption of such
notes. Giving effect to the same pro forma adjustment, interest expense,
net income and cash earnings for fiscal 1998 would have been $49.0 million,
$77.8 million and $172.9 million, respectively.
(3) Cash earnings represents income from continuing operations before foreign
exchange gains (losses) and before depreciation and amortization expense.
Cash earnings is included because it is used by certain investors to
measure a company's financial performance as compared to other companies in
the shipping industry. Cash earnings is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
(4) EBITDA represents net income from continuing operations before interest
expense, income tax expense, depreciation and amortization expense,
minority interest, and gains or losses arising from prepayment of debt,
foreign exchange translation and disposal of assets. EBITDA is included
because such data is used by certain investors to measure a company's
financial performance. EBITDA is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
(5) Includes vessels time-chartered-in, but excludes vessels of discontinued
operations and a former joint venture.
(6) Average age of Company's Aframax fleet is the average age, at the end of
the relevant period, of all the vessels owned, leased or time-chartered-in
by the Company, excluding vessels of discontinued operations and of a
former joint venture.
(7) TCE (or "time charter equivalent") is a measure of the revenue performance
of a vessel, which, on a per voyage basis, is generally determined by
Clarkson Research Studies Inc.'s ("Clarkson") industry data sources by
subtracting voyage expenses (except commissions) which are incurred in
transporting cargo from gross revenue per voyage and dividing the remaining
revenue by the total number of days required for the round-trip voyage.
Voyage expenses comprise all expenses relating to particular voyages,
including bunker fuel expense, port fees and canal tolls. For purposes of
calculating the Company's average TCE for the year, TCE has been calculated
consistent with Clarkson's method, by deducting total voyage expenses
(except commissions) from total voyage revenues and dividing the remaining
sum by the Company's total voyage days in the year. See "Exhibit
A--Definitions of Shipping Terms."
(8) To facilitate comparison to prior years' results, excludes the results from
the Company's Australian-crewed vessels, which comprised four of the
Company's vessels during the fourth quarter of fiscal 1998. Vessel
operating expenses for the Australian-crewed vessels are substantially
higher than those for the rest of the Company's fleet on a per ship basis,
primarily as a result of higher crew costs, with correspondingly higher
charter rates, associated with the charter arrangements for those vessels.
See "Management's Discussion and Analysis of Results of Operations and
Financial Condition--General" and "Business--Crewing and Staff."
(9) Vessel operating expenses consist of all expenses relating to the operation
of vessels (other than voyage expenses), including crewing, repairs and
maintenance, insurance, stores and lubes, and miscellaneous expenses
including communications. Ship days are calculated on the basis of a
365-day year multiplied by the average number of vessels in the Company's
fleet for the respective year. Vessel operating expenses exclude vessels
time-chartered-in.
(10) Operating cash flow represents income from vessel operations plus
depreciation and amortization expense (other than drydock amortization
expense). Ship days are calculated on the basis of a 365-day fiscal year
multiplied by the average number of vessels in the Company's fleet for the
respective year. Operating cash flow is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
10
<PAGE> 16
RISK FACTORS
In addition to the other information contained in this Prospectus, the
following factors should be considered carefully in evaluating an investment in
the Common Stock.
CYCLICAL NATURE OF THE TANKER INDUSTRY; DEPENDENCE ON OIL MARKETS
Historically, the tanker industry has been cyclical, experiencing
volatility in profitability and asset values resulting from changes in the
supply of, and demand for, tanker capacity. The supply of tanker capacity is a
function of the number of new vessels built and older vessels scrapped,
converted and lost. At March 31, 1998, the Aframax newbuilding orderbook
contained orders for 94 vessels, or approximately 16% of the existing fleet.
This substantial newbuilding activity, combined with declining scrapping rates
since 1994 due to stronger charter rates, may result in a significant increase
in tanker capacity supply in the near term. The demand for tanker capacity is
influenced by, among other factors, global and regional economic conditions,
increases and decreases in industrial production and demand for crude oil and
petroleum products, developments in international trade and changes in seaborne
and other transportation patterns. Demand for the Company's vessels and its
services in transporting crude oil and petroleum products has been dependent
upon world and regional oil markets. Any decrease in shipments of crude oil in
those markets could have a material adverse effect on the Company. Historically,
those markets have been volatile as a result of the many conditions and events
that affect the price, production and transport of oil, as well as competition
from alternative energy sources. Because many of the factors influencing the
supply of and demand for vessel capacity are unpredictable, the nature, timing
and degree of changes in tanker industry conditions are also unpredictable.
DEPENDENCE ON SPOT OIL VOYAGES
In fiscal 1998, the Company derived approximately 66% of its net voyage
revenue from spot voyages. An additional 18% of net voyage revenues during
fiscal 1998 was generated by time charters and contracts of affreightment priced
on a spot market basis. The spot charter market is highly competitive and spot
charter rates are subject to significant fluctuations based on tanker and oil
supply and demand. There can be no assurance that future spot charters will be
available at rates that will be sufficient to enable the Company's vessels to be
operated profitably. See "Management's Discussion and Analysis of Results of
Operations and Financial Condition--General" and "Business--The International
Tanker Market."
COMPETITION
The Company obtains employment for its vessels in a highly competitive
market. Competition arises primarily from other Aframax tanker owners (including
major oil companies as well as independent companies) and, to a lesser extent,
owners of other size tankers. The Company's market share is insufficient to
enforce any degree of pricing discipline in the markets in which the Company
operates. There can be no assurance that the Company's competitive position will
not erode in the future. Further, to the extent the Company enters new
geographic areas or tanker market segments, or provides new services, there can
be no assurance that the Company will be able to compete successfully in
entering such markets or market segments or in providing such services. New
markets may involve competitive factors which differ from those of the Aframax
market segment in the Indo-Pacific Basin and may include participants which have
greater financial strength and capital resources than the Company. See
"Business--Competition" and "--Growth Strategy."
11
<PAGE> 17
ENVIRONMENTAL AND OTHER REGULATION
The operations of the Company are affected by extensive and changing
environmental protection laws and other regulations, compliance with which has
entailed significant expenses, including expenses for ship modifications and
changes in operating procedures. In particular, the United States Oil Pollution
Act of 1990, as amended ("OPA 90"), provides for the phase-in of the exclusive
use of double-hull tankers at United States ports, as well as potentially
unlimited liability for owners, operators and demise or bareboat charterers for
oil pollution in U.S. waters. In complying with OPA 90, tanker owners generally
will incur additional costs in meeting additional maintenance and inspection
requirements, in developing contingency arrangements for potential spills and in
obtaining insurance coverage as required by OPA 90. OPA 90 contains financial
responsibility requirements for vessels operating in United States waters and
requires owners and operators of vessels to establish and maintain with the
United States Coast Guard evidence of insurance or of qualification as a
self-insurer or other evidence of financial responsibility sufficient to meet
their potential liabilities under OPA 90.
Following the example of OPA 90, the International Maritime Organization
(the United Nations' agency for maritime safety, referred to herein as the
"IMO") adopted regulations for tanker design and inspection which are designed
to reduce oil pollution in international water and which will be phased in on a
schedule depending upon vessel age. In addition, certain U.S. states, the
European Community and other countries are considering stricter technical and
operational requirements for tankers and legislation that will affect the
liability of tanker owners and operators for oil pollution. Additional laws and
regulations may be adopted which could limit the ability of the Company to do
business or increase the cost of its doing business and which may have a
material adverse affect on the operations of the Company. See
"Business--Regulation." The Company currently maintains $700 million in coverage
for liability for pollution, spillage or leakage of oil for each of its vessels.
A catastrophic spill could exceed the insurance coverage available, in which
event there could be a material adverse effect on the Company. See
"Business--Risk of Loss and Insurance."
POTENTIAL INABILITY TO ACHIEVE AND MANAGE GROWTH
A principal component of the Company's strategy is to continue to grow by
expanding its business both in the geographic areas and market segments where it
has historically focused and into new markets and geographic areas. The
Company's future growth will depend upon a number of factors, both within and
outside of the Company's control, including the Company's identification of new
markets, the identification and entering into, or acquisition on favorable terms
of, suitable joint venture opportunities or acquisition candidates, the ability
to hire and train qualified personnel, the successful integration of any
acquired businesses with the Company's existing operations, and the Company's
ability to manage expansion and to obtain required financing. There can be no
assurance that the Company will successfully expand its operations or that any
expansion will be profitable. The Company has grown primarily by means of
internal growth and has limited experience with completing and integrating
acquired businesses. The failure to identify, purchase, develop and integrate
any acquired businesses effectively could adversely affect the Company's
business, financial condition and results of operations. Further, the results
achieved by the Company to date may not be indicative of its prospects or its
ability to penetrate new markets, many of which may have different competitive
conditions and characteristics than the Company's current markets. See
"Business--Growth Strategy."
To the extent it expands its operations, the Company will experience growth
in the number of its employees, the scope of its operating and financial systems
and the geographic area of its operations. This growth will increase the
operating complexity of the Company and the level of responsibility of existing
and new management personnel. There can be no assurance that the Company will be
able to attract and retain qualified management and employees, especially
qualified officers and other seagoing personnel, of which there is a limited
supply, that the Company's current operating and financial systems and controls
will be adequate as the Company grows, or that any steps taken to attract and
retain management and employees and to improve such systems and controls will be
sufficient.
12
<PAGE> 18
RISK OF LOSS AND INSURANCE
The operation of any ocean-going vessel carries an inherent risk of
catastrophic marine disasters and property losses caused by adverse weather
conditions, mechanical failures, human error, war, terrorism, piracy and other
circumstances or events. In addition, the transportation of crude oil is subject
to the risk of crude oil spills, and business interruptions due to political
circumstances in foreign countries, hostilities, labor strikes and boycotts. Any
such event may result in loss of revenues or increased costs.
The Company carries insurance to protect against most of the
accident-related risks involved in the conduct of its business and it maintains
environmental damage and pollution insurance coverage. The Company does not
carry insurance covering the loss of revenue resulting from vessel off-hire
time. There can be no assurance that all risks are adequately insured against,
that any particular claim will be paid or that the Company will be able to
procure adequate insurance coverage at commercially reasonable rates in the
future. More stringent environmental regulations at times in the past have
resulted in increased costs for, and may result in the lack of availability of,
insurance against the risks of environmental damage or pollution. See
"Business--Risk of Loss and Insurance" and "--Regulation."
INDEBTEDNESS OF THE COMPANY AND RESTRICTIONS IN DEBT AGREEMENTS
A substantial portion of the Company's cash flow from operations must be
dedicated to the payment of principal and interest on its indebtedness, thereby
limiting the funds available for working capital, capital expenditures and other
purposes. The Company's existing financing agreements impose operating and
financial restrictions on the Company which affect, and in many respects
significantly limit or prohibit, the ability of the Company to, among other
things, incur additional indebtedness, create liens, sell capital stock of
subsidiaries or other assets, make certain investments, engage in mergers and
acquisitions, make certain capital expenditures or pay dividends. Several of the
Company's existing financing agreements impose restrictions on changes of
control of Teekay and/or its ship-owning subsidiaries, including a requirement
for prior consent, and a requirement that the Company make an offer to redeem
certain indebtedness. In addition, declining vessel values could result in a
breach of certain loan covenants, which could give rise to events of default
under the relevant financing agreements. See "Management's Discussion and
Analysis of Results of Operations and Financial Condition--Liquidity and Capital
Resources" and "Description of Certain Indebtedness."
After giving effect to the Offering and the anticipated application of the
Company's net proceeds therefrom to redeem a portion of the Company's 9 5/8%
First Preferred Ship Mortgage Notes due 2003, the Company's pro forma ratio of
debt to total capitalization at March 31, 1998 would have been 46.0% (the actual
ratio at March 31, 1998 was 51.3%). See "Capitalization."
SEASONAL VARIATIONS IN OPERATING RESULTS
The Company operates its tankers in markets that have historically
exhibited seasonal variations in demand and, therefore, charter rates. Tanker
markets are typically stronger in the winter months as a result of increased oil
consumption in the northern hemisphere. In addition, unpredictable weather
patterns in the winter months tend to disrupt vessel scheduling. The oil price
volatility resulting from these factors has historically led to increased oil
trading activities. As a result, the Company's revenues have historically been
weaker during its first two fiscal quarters, and, conversely, revenues have been
strongest for the Company in its third and fourth fiscal quarters. See
"Management's Discussion and Analysis of Results of Operations and Financial
Condition--General."
OPERATION OF AGING AND SECOND-HAND VESSELS
The Company's growth strategy includes the acquisition of second-hand
vessels through purchases and chartering-in of such vessels. As of March 31,
1998, the Company's fleet included three tankers over 15 years of age, all of
which were acquired second-hand. The average age of Aframax vessels scrapped
during 1997 was approximately 23 years. In general, expenditures necessary for
maintaining a vessel in good operating condition increase as the age of the
vessel increases. Due to improvements in engine
13
<PAGE> 19
technology, older vessels are typically less fuel efficient than more recently
constructed vessels. In addition, changes in governmental regulations, safety or
other equipment standards may require expenditures for alterations, or the
addition of new equipment, to the Company's vessels and may restrict the trades
in which the vessels may engage. Cargo insurance rates increase with the age of
a vessel, making older vessels less desirable to charterers. There is no
assurance that market conditions will justify such expenditures or enable the
Company to operate its vessels profitably during the remainder of their economic
lives. In addition, second-hand vessels typically carry very limited warranties
with respect to the condition of the vessels in comparison to warranties
available for a newbuilding.
NEWBUILDINGS
The Company currently has two newbuildings on order (subject to certain
conditions), with deliveries scheduled for July and September 1999. The
estimated delivered price for each vessel, including related charges, is
approximately $38.0 million. The Company also has options for further
newbuildings under similar terms, and may order additional newbuildings. In the
case of a newbuilding, the Company is typically required to expend substantial
sums in the form of progress payments during the construction of the vessel, but
the Company does not derive any revenue from the vessel until after its
delivery. Moreover, if the shipyard were unable to complete the contract or if
the Company were unable to obtain financing required to complete payments on any
of its newbuilding orders, the Company could effectively forfeit all or a
portion of the progress payments previously made with respect to such contract.
EXPOSURE TO CURRENCY EXCHANGE RATE AND INTEREST RATE FLUCTUATIONS
While virtually all of the Company's revenues are earned in U.S. dollars, a
portion of the Company's operating costs are incurred in currencies other than
U.S. dollars. This partial mismatch in operating revenues and expenses could
lead to fluctuations in net income due to changes in the value of the U.S.
dollar relative to other currencies, in particular the Japanese Yen, the
Singapore Dollar and the Australian Dollar.
At March 31, 1998, approximately $376.7 million, or 51.9%, of the Company's
indebtedness bore interest at floating interest rates. Increases in interest
rates would increase interest payments on such indebtedness, and could adversely
affect the Company. In order to partially mitigate this exposure, the Company
has entered into $150.0 million of long-term interest rate swaps with an average
remaining term of 7.5 months and an average fixed rate of 5.86%. See
"Management's Discussion and Analysis of Results of Operations and Financial
Condition--Liquidity and Capital Resources" and Notes 5, 7 and 9 to the
Consolidated Financial Statements.
OPERATIONS OUTSIDE THE UNITED STATES
The operations of the Company are primarily conducted outside of the United
States and, therefore, may be affected by currency fluctuations and by changing
economic, political and governmental conditions in the countries where the
Company is engaged in business or where its vessels are registered. During the
fiscal year ended March 31, 1998, the Company derived approximately 92% of its
total revenues from its operations in the Indo-Pacific Basin. In the past,
political conflicts in such regions, particularly in the Arabian Gulf, have
included attacks on tankers, mining of waterways and other efforts to disrupt
shipping in the area. Vessels trading in such regions have also been subject to,
in limited instances, acts of terrorism and piracy. Future hostilities or other
political instability in the region could affect the Company's trade patterns
and adversely affect the Company's operations and performance.
14
<PAGE> 20
CONCENTRATION OF VOTING POWER
The Selling Stockholder and an affiliated trust will, in the aggregate, own
approximately 54.7% of the outstanding Common Stock of Teekay after the Offering
(approximately 51.4% assuming exercise of the Underwriters' over-allotment
option in full). As a result, the Selling Stockholder and the affiliated trust
will have the power to elect all of the directors of Teekay and to control the
vote on substantially all other matters, including significant corporate
actions, without the approval of other stockholders, including purchasers of the
Common Stock offered hereby. Such concentration of voting power may, among other
things, have the effect of delaying or preventing a change in control of Teekay.
See "Principal and Selling Shareholder" and "Description of Capital Stock--Other
Matters."
CUSTOMER CONCENTRATION
The Company has derived, and believes that it will continue to derive, a
significant portion of its voyage revenues from a limited number of customers.
In fiscal 1998 and 1997, the Company's ten largest customers accounted for
approximately 69% and 66%, respectively, of the Company's consolidated voyage
revenues. A single customer, an international oil company, accounted for $56.5
million, or approximately 14%, of the Company's consolidated voyage revenues for
fiscal 1998. Another customer, also an international oil company, accounted for
$48.7 million, or approximately 13%, of the Company's consolidated voyage
revenues for fiscal 1997. No more than one customer accounted for over 10% of
the Company's consolidated voyage revenues in either fiscal 1998 or 1997.
The loss of any significant customer or a substantial decline in the amount
of services requested by a significant customer could have a material adverse
effect on the Company's business, financial condition and results of operations.
POSSIBLE TAXATION OF THE COMPANY'S UNITED STATES SOURCE INCOME
In the absence of exemption from tax under Section 883 of the United States
Internal Revenue Code of 1986, as amended (the "Code"), the shipping income
derived from U.S. sources attributable to Teekay's subsidiaries' transportation
of cargoes to or from the United States will be subject to U.S. federal income
tax. The tax so imposed would be equal to 4% of 50% of such U.S. source income
or an effective rate of 2%. Due to the absence of interpretive regulations or
other applicable authority under the relevant Code sections, it is impossible to
confirm with certainty that Teekay's subsidiaries qualify for exemption from
such tax under Section 883 of the Code. However, Teekay's subsidiaries have
filed and intend to continue to file U.S. tax returns claiming such exemption
from tax for each year in which their vessels call at U.S. ports. In the event
Teekay's subsidiaries were subject to such tax, the Company's net income and
cash flow would be reduced by the amount of such tax. On average, in fiscal
years 1998, 1997 and 1996, approximately 37% of the Company's gross revenues
were derived from U.S. sources attributable to the transportation by Teekay's
subsidiaries of cargoes to or from the United States. The average U.S. tax on
such U.S. source income, in the absence of exemption under Section 883, would
have been 2% thereof, or $2.8 million. See "Business--Taxation of the
Company--United States Taxation."
CERTAIN FOREIGN ISSUER CONSIDERATIONS
Teekay's corporate affairs are governed by its Articles of Incorporation
and Bylaws and by the Business Corporation Act of Liberia (the "Liberian
Business Corporation Act"). The provisions of the Liberian Business Corporation
Act resemble provisions of the corporation laws of a number of states in the
U.S. However, while most states have a fairly well-developed body of case law
interpreting their respective corporate statutes, there have been few judicial
cases in Liberia interpreting the Liberian Business Corporation Act. For
example, the rights and fiduciary responsibilities of directors under Liberian
law are not as clearly established as the rights and fiduciary responsibilities
of directors under statutes or judicial precedent in existence in certain U.S.
jurisdictions. Thus, the public stockholders of Teekay may have more difficulty
in protecting their interests in the face of actions by the management,
15
<PAGE> 21
directors or controlling stockholders than would stockholders of a corporation
incorporated in a U.S. jurisdiction.
POSSIBLE VOLATILITY OF SHARE PRICE
Following consummation of the Offering, the market price of the Common
Stock could be subject to significant variation due to fluctuations in the
Company's operating results, changes in or actual results varying from earnings
or other estimates made by securities analysts, changes in business or
regulatory conditions affecting the Company, its customers or its competitors,
and other factors both within and outside the Company's control. In addition,
the stock market may experience volatility that affects the market price of
companies in ways unrelated to the operating performance of such companies, and
such volatility may adversely affect the market price of the Common Stock.
SHARES ELIGIBLE FOR FUTURE SALE
No prediction can be made as to the effect, if any, that future sales of
shares of Common Stock or the availability of such shares will have on the
market price of the Common Stock prevailing from time to time. Sales of
substantial amounts of Common Stock (including shares issued upon the exercise
of stock options), or the perception that such sales could occur, could
adversely affect prevailing market prices for the Common Stock. As of April 30,
1998, 28,833,765 shares of Common Stock were outstanding, approximately
15,042,000 shares (16,092,000 shares if the Underwriters' overallotment option
is exercised in full) of which have been, or in connection with the Offering
will be, registered under the Securities Act of 1933, as amended (the
"Securities Act"). All of these shares are, or after the Offering will be,
freely transferable in the United States without restriction under the
Securities Act, except for any such shares which may be held by an "affiliate"
of the Company, as that term is defined under Rule 144 of the Securities Act.
Substantially all of the remaining shares of Common Stock outstanding are
eligible for sale in the United States pursuant to Rule 144 (subject generally
to volume and other restrictions set forth therein) under the Securities Act or
outside the United States under Regulation S under the Securities Act, subject
to the agreement with representatives of the Underwriters described below with
respect to shares held by the Selling Shareholder and an affiliated trust.
Teekay has granted the Selling Stockholder and the affiliated trust certain
registration rights under the Securities Act with respect to Common Stock owned
by them.
All of the 1,844,135 shares reserved for issuance under the Company's 1995
Stock Option Plan have been registered under the Securities Act on a Form S-8
Registration Statement. Accordingly, the shares issued upon exercise of options
granted under the 1995 Stock Option Plan will be freely transferable unless held
by an affiliate of the Company. As of April 30, 1998, a total of 1,160,251
shares were subject to outstanding options with a weighted average exercise
price of $26.67 per share. An additional 2,000,000 shares have been registered
for issuance under the Company's Dividend Reinvestment Plan, 837,634 shares of
which had been issued as of April 30, 1998.
Teekay, the Selling Stockholder and an affiliated trust have agreed that,
without the prior written consent of Goldman, Sachs & Co., such parties will not
offer, sell, contract to sell or otherwise dispose of any shares of Common Stock
or any securities convertible into or exercisable or exchangeable for shares of
Common Stock for a period of 180 days after the date hereof, other than (i) the
shares of Common Stock offered hereby and (ii) issuances by Teekay of securities
exercisable for shares of Common Stock pursuant to any employee benefit plan
that is in existence on the date hereof. See "Shares Eligible for Future Sale"
and "Underwriting."
YEAR 2000 COMPLIANCE
The Company relies on computer systems and software to operate its
business, including applications used in chartering, shipping, communications,
finance and various administrative functions. To the extent that the Company's
software applications contain source code that is unable to appropriately
interpret the calendar year 2000 and subsequent years, some level of
modification or
16
<PAGE> 22
replacement of such applications will be necessary. The Company is reviewing all
of its systems in order to verify that they are "Year 2000 compliant" and
believes, with limited exceptions, that they will require only minor
modification. Accordingly, management does not expect Year 2000 compliance costs
to have a material adverse effect on the Company. No assurance can be given,
however, that all of the Company's systems will be Year 2000 compliant or that
compliance costs or the impact of the Company's failure to achieve full Year
2000 compliance will not have a material adverse effect on the Company. In
addition, the Company could be adversely affected by the failure of one or more
of its customers, lenders, suppliers or other organizations with which it
conducts business to become fully Year 2000 compliant.
POTENTIAL INABILITY TO ENFORCE CERTAIN CIVIL LIABILITIES
Teekay and most of its subsidiaries are incorporated in Liberia, and
certain other of its subsidiaries are incorporated in the Bahamas, Canada,
Japan, Singapore, Australia, Scotland and Panama. Most of the directors and
executive officers of Teekay and its subsidiaries are residents of countries
other than the United States. Substantially all of the assets of Teekay and its
subsidiaries and a substantial portion of the assets of such directors and
officers are located outside the United States. As a result, it may be difficult
or impossible for United States investors to effect service of process within
the United States upon Teekay, its subsidiaries or such directors and officers
or to realize against them in the United States upon judgments of courts of the
United States predicated upon civil liabilities of Teekay, its subsidiaries or
such directors and officers under applicable U.S. federal and state securities
laws. In addition, because of a lack of precedent, investors should not assume
that courts in the countries in which Teekay or its subsidiaries are
incorporated, where directors or officers reside or in which the assets of
Teekay, its subsidiaries or such directors and officers are located (i) would
enforce judgments of United States courts obtained in actions against Teekay,
its subsidiaries or such persons predicated upon the civil liability provisions
of applicable U.S. federal and state securities laws or (ii) would enforce, in
original actions, liabilities against Teekay, its subsidiaries or such persons
predicated upon such laws.
17
<PAGE> 23
USE OF PROCEEDS
The net proceeds to the Company from the sale of Common Stock offered
hereby, after deducting underwriting discounts and estimated offering expenses
payable by the Company, are estimated to be approximately $76.2 million. The
Company will not receive any proceeds from the sale of shares by the Selling
Stockholder. The Company expects to use the net proceeds, together with other
funds, to redeem its 9 5/8% First Preferred Ship Mortgage Notes due 2003,
thereby reducing financial leverage and providing liquidity for general
corporate purposes. See "Management's Discussion and Analysis of Results of
Operations and Financial Condition--Liquidity and Resources" and "Description of
Certain Indebtedness."
DIVIDEND POLICY
Commencing with the fiscal quarter ended September 30, 1995, Teekay has
declared and paid quarterly cash dividends in the amount of $0.215 per share on
its Common Stock. Subject to financial results and declaration by the Board of
Directors, Teekay currently intends to continue to declare and pay a regular
quarterly dividend in such amount per share on its Common Stock. Pursuant to
Teekay's dividend reinvestment program, holders of Common Stock are permitted to
choose, in lieu of receiving cash dividends, to reinvest any dividends in
additional shares of Common Stock at then prevailing market prices, but without
brokerage commissions or service charges.
The timing and amount of dividends, if any, will depend, among other
things, on the Company's results of operations, financial condition, cash
requirements, restrictions in financing agreements and other factors deemed
relevant by Teekay's board of directors. Because Teekay is a holding company
with no material assets other than the stock of its subsidiaries, its ability to
pay dividends on the Common Stock is dependent on the earnings and cash flow of
its subsidiaries. Financing agreements to which certain of Teekay's subsidiaries
are party restrict these subsidiaries from paying dividends to Teekay. In
addition, the indentures relating to the Company's 9 5/8% First Preferred Ship
Mortgage Notes due 2003 and 8.32% First Preferred Ship Mortgage Notes due 2008
(the "Mortgage Note Indentures") and the credit agreement governing one of the
Company's credit facilities provide that Teekay's ability to pay dividends is
subject to limitations based upon the Company's cumulative net income plus
certain additional amounts, including the proceeds received by Teekay from any
issuance of its capital stock. After giving effect to the anticipated net
proceeds to it of the Offering, Teekay does not believe that the restrictions
contained in the Mortgage Note Indentures or in other financing agreements to
which Teekay and its subsidiaries are party will restrict payment of cash
dividends on the Common Stock for the foreseeable future.
18
<PAGE> 24
PRICE RANGE OF COMMON STOCK
Since July 1995, the Company's Common Stock has been traded on The New York
Stock Exchange under the symbol "TK". The following table sets forth the high
and low closing sales prices for the Common Stock on The New York Stock Exchange
for each of the fiscal quarters indicated.
<TABLE>
<CAPTION>
HIGH LOW
----- -----
<S> <C> <C>
FISCAL 1996
Second quarter................................ $24 7/8 $23 3/8
Third quarter................................. 24 7/8 23
Fourth quarter................................ 27 23 1/4
FISCAL 1997
First quarter................................. $28 $25
Second quarter................................ 30 5/8 26 1/2
Third quarter................................. 33 1/8 28 7/8
Fourth quarter................................ 34 1/4 26 1/2
FISCAL 1998
First quarter................................. $34 5/8 $28
Second quarter................................ 36 30 15/16
Third quarter................................. 37 7/8 30 3/8
Fourth quarter................................ 33 9/16 27 7/8
</TABLE>
The closing sale price per share of the Common Stock on the New York Stock
Exchange on May 11, 1998, was $28.69. As of April 30, 1998, there were
28,833,765 shares of Common Stock outstanding.
19
<PAGE> 25
CAPITALIZATION
The following table sets forth the actual capitalization of Teekay at March
31, 1998, and as adjusted to give effect to the Offering and the application of
the Company's estimated net proceeds therefrom to redeem a portion of its 9 5/8%
First Preferred Ship Mortgage Notes due 2003. This table should be read in
conjunction with the consolidated financial statements of the Company and the
related notes thereto set forth elsewhere in this Prospectus. See "Use of
Proceeds" and "Management's Discussion and Analysis of Results of Operations and
Financial Condition."
<TABLE>
<CAPTION>
MARCH 31, 1998
-------------------------
ACTUAL AS ADJUSTED
---------- -----------
(IN THOUSANDS)
<S> <C> <C>
Cash and marketable securities......................... $ 115,254 $ 115,254
========== ==========
Current portion of long-term debt...................... $ 52,932 $ 27,932(1)
Long-term debt obligations............................. 672,437 624,726
---------- ----------
Total debt...................................... 725,369 652,658
========== ==========
Stockholders' equity:
Preferred stockholders' equity:
Undesignated preferred stock, 25,000,000 shares
authorized, none issued and outstanding, actual
and as adjusted................................... -- --
Common stockholders' equity:
Common stock, with no par value, 125,000,000
shares authorized, 28,833,765 shares issued and
outstanding; 31,633,765 shares issued and
outstanding, as adjusted(2)....................... 261,353 337,563
Retained earnings(3)................................. 428,102 423,102
---------- ----------
Total stockholders' equity...................... 689,455 760,665
---------- ----------
Total capitalization............................ $1,414,824 $1,413,323
========== ==========
</TABLE>
- ------------
(1) Gives effect to the retirement, pursuant to a scheduled sinking fund
payment, of $25.0 million principal amount of the 9 5/8% First Preferred
Ship Mortgage Notes due 2003.
(2) Excludes 1,843,135 shares of Common Stock reserved for issuance upon
exercise of options under the Company's 1995 Stock Option Plan, of which
options to purchase up to 1,160,251 shares of Common Stock at a weighted
average exercise price of $26.67 per share were outstanding as of April 30,
1998. See "Management -- Executive Compensation."
(3) Reflects, on an as adjusted basis, a non-recurring charge of $5.0 million
which arises in connection with the redemption of the 9 5/8% First Preferred
Ship Mortgage Notes due 2003.
20
<PAGE> 26
SELECTED CONSOLIDATED FINANCIAL AND OTHER DATA
Set forth below are selected consolidated financial and other data of the
Company for the five fiscal periods ended March 31, 1998. The selected financial
and other data set forth below with respect to the Company's statements of
income for each of three fiscal years ended March 31, 1998 and the Company's
balance sheets as of March 31, 1998 and 1997 are derived from consolidated
financial statements of the Company and the related notes thereto (the
"Consolidated Financial Statements"), which are included elsewhere in this
Prospectus, that have been audited by Ernst & Young, independent chartered
accountants. The statement of income data for each of the two fiscal periods
ended March 31, 1995 and 1994, and the balance sheet data as of March 31, 1996,
1995 and 1994 are derived from consolidated financial statements audited by
Ernst & Young but not included in this Prospectus.
The data below should be read in conjunction with the Consolidated
Financial Statements, the other financial information and "Management's
Discussion and Analysis of Results of Operations and Financial Condition" that
appear elsewhere in this Prospectus. The Company changed its fiscal year end
from April 30 to March 31, effective March 31, 1994, in order to facilitate
comparison of the Company's operating results to those of other companies within
the transportation industry on a calendar quarter basis.
21
<PAGE> 27
<TABLE>
<CAPTION>
11 MONTH
PERIOD
YEAR ENDED MARCH 31, ENDED
----------------------------------------------------- MARCH 31,
1998 1997 1996 1995 1994(1)
----------- ---------- ---------- ---------- ----------
(IN THOUSANDS, EXCEPT PER SHARE AND PER DAY DATA)
<S> <C> <C> <C> <C> <C>
INCOME STATEMENT DATA:
Voyage revenues............................ $ 406,036 $ 382,249 $ 336,320 $ 319,966 $ 317,742
Voyage expenses............................ 100,776 102,037 90,575 84,957 81,052
---------- ---------- ---------- ---------- ----------
Net voyage revenues........................ 305,260 280,212 245,745 235,009 236,690
Operating expenses:
Vessel operating expense(2).............. 70,510 72,586 67,841 72,723 73,597
Time charter hire expense................ 10,627 3,461 2,503 -- --
Depreciation and amortization expense.... 94,941 90,698 82,372 94,452 88,253
General and administrative expense....... 21,542 19,209 16,750 15,018 14,063
---------- ---------- ---------- ---------- ----------
Total operating expenses................... 197,620 185,954 165,466 182,193 175,013
---------- ---------- ---------- ---------- ----------
Income from vessel operations.............. 107,640 94,258 76,279 52,816 60,777
Interest expense........................... (56,269) (60,810) (62,910) (66,304) (49,713)
Interest income............................ 7,897 6,358 6,471 5,904 2,904
Other income............................... 11,236 2,824 9,230 12,839 10,245
---------- ---------- ---------- ---------- ----------
Net income from continuing operations...... 70,504 42,630 29,070 5,255 24,213
Net income from discontinued operations.... -- -- -- -- 5,945
Cumulative effect of change in accounting
for marketable securities................ -- -- -- 1,113 --
---------- ---------- ---------- ---------- ----------
Net income(3).............................. $ 70,504 $ 42,630 $ 29,070 $ 6,368 $ 30,158
========== ========== ========== ========== ==========
PER SHARE DATA:
Net income from continuing operations...... $ 2.46 $ 1.52 $ 1.17 $ 0.29 $ 1.35
Cumulative effect of change in accounting
for marketable securities................ -- -- -- 0.06 --
Net income
-- basic................................. 2.46 1.52 1.17 0.35 1.68
-- diluted............................... 2.44 1.50 1.17 0.35 1.68
Pro forma net income(2)
-- basic................................. 2.47 -- -- -- --
-- diluted............................... 2.46 -- -- -- --
Cash earnings -- basic(3)(4)............... 5.78 4.75 4.51 5.48 6.33
Cash dividends declared.................... 0.86 0.86 0.48 -- --
BALANCE SHEET DATA (AT END OF PERIOD):
Cash and marketable securities............. $ 115,254 $ 117,523 $ 101,780 $ 85,739 $ 107,246
Total assets............................... 1,460,183 1,372,838 1,355,301 1,306,474 1,405,147
Total debt................................. 725,369 699,726 725,842 842,874 945,611
Total stockholders' equity................. 689,455 629,815 599,395 439,066 433,180
OTHER FINANCIAL DATA:
EBITDA(5).................................. $ 209,582 $ 191,632 $ 166,233 $ 146,756 $ 151,364
Cash earnings(3)(4)........................ 165,575 133,554 112,107 98,716 113,998
Capital expenditures:
Vessel purchases, gross.................. 197,199 65,227 123,843 7,465 163,509
Drydocking (accrual basis)............... 12,409 23,124 11,641 11,917 13,296
FLEET DATA:
Average number of ships(6)................. 43 41 39 42 45
Average age of Company's Aframax fleet (in
years)(7)................................ 7.6 7.9 6.8 7.3 7.5
TCE per ship per day(6)(8)(9).............. $ 21,373 $ 20,356 $ 18,438 $ 16,552 $ 17,431
Vessel operating expenses per ship per
day(2)(9)................................ 4,554 4,922 4,787 4,748 4,879
Operating cash flow per ship per
day(9)(10)............................... 12,664 11,819 10,613 8,944 9,133
</TABLE>
(Footnotes on following page)
22
<PAGE> 28
(Footnotes for previous page)
(1) For the 12 months ended March 31, 1994, voyage revenues were $345.0
million; income from vessel operations was $64.4 million; net income was
$32.0 million; cash earnings were $121.6 million; and EBITDA was $162.3
million.
(2) Vessel operating expenses consist of all expenses relating to the operation
of vessels (other than voyage expenses), including crewing, repairs and
maintenance, insurance, stores and lubes, and miscellaneous expenses
including communications. Ship days are calculated on the basis of a
365-day year multiplied by the average number of vessels in the Company's
fleet for the respective year. Vessel operating expenses excludes vessels
time-chartered-in.
(3) Pro forma net income and pro forma cash earnings give effect to the
application of the estimated net proceeds to the Company of the Offering at
the beginning of fiscal 1998 to redeem a portion of the Company's 9 5/8%
First Preferred Ship Mortgage Notes due 2003, excluding the effect of a
non-recurring charge of $5.0 million related to the redemption of such
notes. Giving effect to the same pro forma adjustment, interest expenses,
net income and cash earnings for fiscal 1998 would have been $49.0 million,
$77.8 million and $172.9 million, respectively.
(4) Cash earnings represents income from continuing operations before foreign
exchange gains (losses) and before depreciation and amortization expense.
Cash earnings is included because it is used by certain investors to
measure a company's financial performance as compared to other companies in
the shipping industry. Cash earnings is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
(5) EBITDA represents net income from continuing operations before interest
expense, income tax expense, depreciation and amortization expense,
minority interest, and gains or losses arising from prepayment of debt,
foreign exchange translation and disposal of assets. EBITDA is included
because such data is used by certain investors to measure a company's
financial performance. EBITDA is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
(6) Includes vessels time-chartered-in, but excludes vessels of discontinued
operations and a former joint venture.
(7) Average age of Company's Aframax fleet is the average age, at the end of
the relevant period, of all the vessels owned, leased or time-chartered-in
by the Company, excluding vessels of discontinued operations and of a
former joint venture.
(8) TCE (or "time charter equivalent") is a measure of the revenue performance
of a vessel, which, on a per voyage basis, is generally determined by
Clarkson and other industry data sources by subtracting voyage expenses
(except commissions) which are incurred in transporting cargo from gross
revenue per voyage and dividing the remaining revenue by the total number
of days required for the round-trip voyage. Voyage expenses comprise all
expenses relating to particular voyages, including bunker fuel expense,
port fees and canal tolls. For purposes of calculating the Company's
average TCE for the year, TCE has been calculated consistent with
Clarkson's method, by deducting total voyage expenses (except commissions)
from total voyage revenues and dividing the remaining sum by the Company's
total voyage days in the year. See "Exhibit A--Definitions of Shipping
Terms."
(9) To facilitate comparison to prior years' results, excludes the results from
the Company's Australian-crewed vessels, which comprised four of the
Company's vessels during the fourth quarter of fiscal 1998. Vessel
operating expenses for the Australian-crewed vessels are substantially
higher than those for the rest of the Company's fleet on a per ship basis,
primarily as a result of higher crew costs, with correspondingly higher
charter rates, associated with the charter arrangements for those vessels.
See "Management's Discussion and Analysis of Results of Operations and
Financial Condition--General" and "Business--Crewing and Staff."
(10) Operating cash flow represents income from vessel operations plus
depreciation and amortization expense (other than drydock amortization
expense). Ship days are calculated on the basis of a 365-day fiscal year
multiplied by the average number of vessels in the Company's fleet for the
respective year. Operating cash flow is not required by generally accepted
accounting principles and should not be considered as an alternative to net
income or any other indicator of the Company's performance required by
generally accepted accounting principles.
23
<PAGE> 29
MANAGEMENT'S DISCUSSION AND ANALYSIS OF RESULTS OF
OPERATIONS AND FINANCIAL CONDITION
GENERAL
The Company is a leading provider of international crude oil and petroleum
product transportation services through its fleet of predominantly Aframax
tankers. The charter rates that the Company is able to obtain for these services
are determined in a highly competitive global tanker charter market.
Historically, the tanker industry has been cyclical, experiencing volatility in
profitability and asset values resulting from changes in the supply of, and
demand for, vessel capacity. The Company's future operating results will be
subject to a number of uncertainties, many of which reflect the cyclical nature
of the tanker industry.
The Company's current operating fleet consists of 46 vessels, including 42
Aframax oil tankers (including three vessels time-chartered-in) and O/B/O
carriers, three smaller oil tankers, and one VLCC, for a total cargo-carrying
capacity of approximately 4.6 million tonnes.
During fiscal 1998, approximately 66% of the Company's net voyage revenue
was derived from spot voyages. The balance of the Company's revenue is generated
primarily by two other modes of employment: time charters, whereby vessels are
chartered to customers for a fixed period; and contracts of affreightment
("COAs"), whereby the Company carries an agreed quantity of cargo for a customer
over a specified trade route over a given period of time. In fiscal 1998, 18% of
net voyage revenues was generated by time charters and COAs priced on a spot
market basis. In the aggregate, approximately 84% of the Company's net voyage
revenue during fiscal 1998 was derived from spot voyages or time charters and
COAs priced on a spot market basis, with the remaining 16% being derived from
fixed-rate time-charters and COAs. This dependence on the spot market, which is
within industry norms, contributes to the volatility of the Company's revenues,
cash flow from operations, and net income.
Tanker charter markets have been affected historically by changes in the
supply of, and demand for, tanker capacity. Following a strong charter market in
the early 1990s, the tanker charter market experienced a decline in early 1992
as a result of the expansion in tanker supply during the previous four years, as
well as the impact of the global recession on demand and pricing. Tanker charter
rates increased gradually from 1995 to 1997 as tanker demand grew while tanker
supply was relatively unchanged, as the scrapping of older tankers offset
newbuilding deliveries. In the latter part of 1997 and into 1998, newbuilding
ordering activity increased significantly as a result of stronger charter rates
and in anticipation of the eventual scrapping of older tonnage. Stronger charter
rates have led to a decrease in scrapping levels in 1997 and into 1998 by making
the operation of older vessels more profitable.
The Company operates its tankers in markets that have historically
exhibited seasonal variations in demand and, therefore, charter rates. Tanker
markets are typically stronger in the winter months as a result of increased oil
consumption in the northern hemisphere. In addition, unpredictable weather
patterns in the winter months tend to disrupt vessel scheduling. The oil price
volatility resulting from these factors has historically led to increased oil
trading activities. As a result, revenues have historically been strongest for
the Company in its third and fourth fiscal quarters.
Over the past seven years, certain countries have developed environmental
protection laws and regulations affecting the tanker industry. These
requirements, in particular OPA 90 in the United States and the IMO, have
imposed higher operating standards, greater potential liability, and a variety
of higher costs upon tanker owners and operators. One costly requirement of OPA
90 is that all tankers ordered after June 1990 which call at U.S. ports must be
constructed with double-hulls. The IMO regulations impose certain restrictions
on vessels trading beyond 25 years of age. See "Business--Regulation." As a
result, the Company's new vessels are of double-hull construction and the
Company plans to replace its older single-hull vessels with double-hull vessels.
In December 1997, the Company acquired two vessels and related shore
support services from an Australian affiliate of Caltex Petroleum. These two
tankers, together with one of the Company's existing Aframax tankers, have been
time chartered to the Caltex affiliate in connection with the Company's
provision of Caltex's oil transportation requirements formerly provided by that
affiliate. The Company has
24
<PAGE> 30
converted one of its existing vessels to a floating storage and off-loading
vessel, which is sharing crews with the vessels employed in the Caltex
arrangement (together with the other three vessels involved in this arrangement,
the "Australian Vessels"). Vessel operating expenses for the Australian Vessels
are substantially higher than those for the rest of the Company's fleet,
primarily as a result of higher costs associated with employing an Australian
crew. The time-charter rates for the Australian Vessels are correspondingly
higher to compensate for these increased costs. During fiscal 1998, the
Australian Vessels earned net voyage revenues and an average TCE rate of $8.4
million and $25,347, respectively, and incurred vessel operating expenses of
$3.2 million, or $10,276 on a per ship per day basis. The results of the
Australian Vessels are included in the Company's consolidated financial
statements included herein.
RESULTS OF OPERATIONS
Bulk shipping industry freight rates are commonly measured at the net
voyage revenue level in terms of "time charter equivalent" (or "TCE") rates,
defined as voyage revenues less voyage expenses (excluding commissions), divided
by voyage ship-days for the round-trip voyage. Voyage revenues and voyage
expenses are a function of the type of charter, either spot charter or time
charter, and port, canal and fuel costs depending on the trade route upon which
a vessel is sailing, in addition to being a function of the level of shipping
freight rates. For this reason, shipowners base economic decisions regarding the
deployment of their vessels upon anticipated TCE rates, and industry analysts
typically measure bulk shipping freight rates in terms of TCE rates. Therefore,
the discussion of revenue below focuses on net voyage revenue and TCE rates.
FISCAL 1998, FISCAL 1997, AND FISCAL 1996
Operating results for the past three years reflect the improvement in
average TCE rates experienced by the Company's fleet during this period, as well
as the increase in the size of the Company fleet. The Company sold a total of
seven of its older Aframax tankers during the three fiscal years ended March 31,
1998, and acquired a total of twelve newer Aframax tankers (including two
time-chartered-in vessels) and two modern product tankers during the same
period. As a result, the Company's average fleet size increased by two vessels,
or 4.9%, in fiscal 1998 compared to fiscal 1997, following an earlier increase
of two vessels, or 4.6%, in fiscal 1997 compared to fiscal 1996.
Net voyage revenues increased 8.9% to $305.3 million in fiscal 1998 from
$280.2 million in fiscal 1997, and increased 14.0% in fiscal 1997 from $245.7
million in fiscal 1996, reflecting a combination of improvement in TCE rates and
an increase in the Company's fleet size. The Company's average TCE rate in
fiscal 1998, excluding the Australian Vessels, was up 5.0% to $21,373 from
$20,356 in fiscal 1997, and up 10.4% in fiscal 1997 from $18,438 in fiscal 1996,
in part due to lower bunker fuel prices.
In spite of the increase in fleet size, vessel operating expenses decreased
2.9% to $70.5 million in fiscal 1998 from $72.6 million in fiscal 1997,
primarily as a result of a reduction in insurance premiums as well as more
favorable foreign exchange rates between the U.S. Dollar and certain Asian
currencies, particularly the Japanese Yen and the Korean Won, for spare parts
and supplies purchased during the latter half of fiscal 1998. In fiscal 1997,
vessel operating expenses increased 7.0%, from $67.8 million in fiscal 1996,
primarily as a result of the increase in the size of the Company's owned fleet.
As a result of a more competitive market for qualified sea-going personnel,
adjustments were made to crew wage rates and salaries effective April 1, 1998,
which will increase vessel operating expenses by approximately $300 per ship per
day, or $4.3 million per year in aggregate, commencing in fiscal 1999.
Time-charter hire expense was $10.6 million in fiscal 1998, up from $3.5
million in fiscal 1997 and $2.5 million in fiscal 1996, as a result of two
vessels time-chartered-in by the Company during fiscal 1998 as compared to only
one vessel time-chartered-in during the latter part of fiscal 1996 and part of
fiscal 1997.
25
<PAGE> 31
Depreciation and amortization expense increased by 4.6% to $94.9 million in
fiscal 1998 from $90.7 million in fiscal 1997, and increased by 10.1% in fiscal
1997 from $82.4 million in fiscal 1996, as a result of the increase in the
average size of the Company's owned fleet, an increase in the average cost base
of the fleet resulting from the replacement of some of the Company's older
vessels with newer vessels, and a larger than usual number of scheduled
drydockings during the past two fiscal years. Depreciation and amortization
expense included amortization of drydocking costs of $11.7 million, $10.9
million, and $8.6 million in fiscal years 1998, 1997, and 1996, respectively.
General and administrative expenses rose 12.1% to $21.5 million in fiscal
1998 from $19.2 million in fiscal 1997, and increased 14.7% in fiscal 1997 from
$16.8 million in fiscal 1996, primarily as a result of the cost of compliance
with increasingly stringent tanker industry regulations, increases in senior
management compensation, and the start-up cost and additional ongoing personnel
and facility costs associated with expanding the Company's Australian office in
December 1997. Management anticipates hiring additional senior management and
staff personnel in connection with the further expansion of the Company's
operations.
Income from vessel operations increased 14.2% to $107.6 million in fiscal
1998 from $94.3 million in fiscal 1997, and increased 23.6% in fiscal 1997 from
$76.3 million in fiscal 1996, due to improved TCE rates and relatively stable
costs.
Interest expense decreased by 7.4% to $56.3 million in fiscal 1998 from
$60.8 million in fiscal 1997, following a 3.3% decrease in fiscal 1997 from
$62.9 million in fiscal 1996, reflecting the reduction in the Company's average
debt balance and a lower average interest rate on debt borrowings, in each case
compared to the prior fiscal year. The Company anticipates using the net
proceeds it receives from the Offering to redeem a portion of its 9 5/8% First
Preferred Ship Mortgage Notes due 2003. See "Use of Proceeds." Interest income
of $7.9 million in fiscal 1998, $6.4 million in fiscal 1997, and $6.5 million in
fiscal 1996, largely reflected increasing cash balances, offset in fiscal 1997
by lower interest rates.
Other income of $11.2 million in fiscal 1998 consisted primarily of $14.4
million in gains on the sale of three vessels, offset partially by $3.5 million
in losses related to the prepayment of debt. Other income of $2.8 million in
fiscal 1997 and $9.2 million in fiscal 1996 consisted primarily of gains on the
sale of vessels.
As a result of the foregoing factors, the Company's net income was $70.5
million in fiscal 1998, which included $14.4 million in gains on asset sales. In
comparison, the Company's net income was $42.6 million in fiscal 1997, which
included $2.7 million in gains on assets sales, and $29.1 million in fiscal
1996, which included $8.8 million in gains on asset sales.
26
<PAGE> 32
The following table illustrates the relationship between fleet size
(measured in ship-days), TCE performance, and operating results per calendar
ship-day. To facilitate comparison to the prior years' results, the figures in
the table below exclude the results from the Company's Australian Vessels.
<TABLE>
<CAPTION>
YEAR ENDED MARCH 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Average number of ships............................ 42 41 39
Total calendar ship-days........................... 15,341 14,937 14,310
-------- -------- --------
Voyage days (A).................................... 14,229 14,071 13,612
-------- -------- --------
Net voyage revenue before commissions (B) (000s)... $304,115 $286,429 $250,981
-------- -------- --------
TCE (B/A).......................................... $ 21,373 $ 20,356 $ 18,438
-------- -------- --------
Operating results per calendar ship-day:
Net voyage revenue............................... $ 19,358 $ 18,760 $ 17,173
Vessel operating expense......................... 4,554 4,922 4,787
General and administrative expense............... 1,375 1,286 1,171
Drydocking expense............................... 765 733 602
-------- -------- --------
Operating cash flow per calendar ship-day.......... $ 12,664 $ 11,819 $ 10,613
======== ======== ========
</TABLE>
LIQUIDITY AND CAPITAL RESOURCES
Liquidity requirements of the Company relate to servicing its debt, funding
capital expenditures and working capital and maintaining cash reserves against
fluctuations in operating cash flow. Net cash flow generated by operations is
the main source of liquidity for the Company. Additional sources of liquidity
include proceeds from asset sales and refinancings.
The Company operates in a capital-intensive industry requiring extensive
investment in revenue-producing assets. Funds invested are raised mainly from
borrowings and the Company's internally generated liquidity. The Company is
required to expend substantial sums in connection with the construction of a
newbuilding, with 10% to 20% of the purchase price typically paid upon order of
the vessel and the remainder paid as progress payments prior to delivery one to
three years later. The purchase price of second-hand vessels is typically paid
in two installments, with 10% paid upon signing of the acquisition agreement and
the remainder paid upon delivery of the vessel.
Net cash flow from operating activities was $161.1 million in fiscal 1998,
compared to $139.2 million and $98.4 million in fiscal years 1997 and 1996,
respectively, reflecting an improvement in tanker charter market conditions
accompanied by a relatively stable cost environment, the increase in the size of
the Company's fleet, and a reduction in interest expense.
In January 1998, the Company replaced its existing revolving credit
facility with a new revolving credit facility (the "Revolver") providing for
borrowing of up to $200.0 million. The amount available under the Revolver
reduces by $10.0 million semi-annually commencing in July 1999, with a final
balloon reduction in January 2006. Interest payments are based on LIBOR plus a
margin depending on the financial leverage of the Company; at March 31, 1998 the
margin was +0.50%. During fiscal 1998, $129.0 million of the Revolver was drawn
to refinance existing floating rate debt and for vessel purchases. In addition
to borrowings under the Revolver, the Company incurred $79.6 million of
long-term debt in connection with the purchase of three other vessels. Proceeds
from long-term debt were $240.0 million in fiscal 1997, mainly as a result of
the $210.0 million term loan refinancing completed in October 1996, and were
$448.0 million in fiscal 1996 as a result of the issuance of $225.0 million of
the Company's 8.32% First Preferred Ship Mortgage Notes due 2008 (the "8.32%
Notes") and borrowings under a $223.0 million revolving credit facility.
Scheduled debt repayments were $33.9 million during fiscal 1998, compared
to $16.0 million in fiscal 1997 and $57.9 million in fiscal 1996. In addition to
scheduled debt repayments, the Company
27
<PAGE> 33
prepaid long-term debt of $150.7 million in fiscal 1998, primarily representing
prepayments out of the proceeds of the Revolver and repurchases of $26.3 million
of its 9 5/8% First Preferred Ship Mortgage Notes due 2003 (the "9 5/8% Notes").
Total prepayments of long-term debt were $250.1 million in fiscal 1997 and
$506.0 million in fiscal 1996, primarily reflecting the refinancing of existing
debt.
Capitalized loan costs were approximately $994,000 in fiscal 1998 and $1.1
million in fiscal 1997, compared to $6.0 million in fiscal 1996. The high level
of capitalized loan costs in fiscal 1996 resulted primarily from capitalization
of costs incurred on the issuance of the 8.32% Notes.
Three vessels were sold in fiscal 1998, resulting in net proceeds of $33.9
million. Subsequent to March 31, 1998, the Company sold an additional vessel for
net proceeds of approximately $10.5 million. In fiscal 1997, the Company sold
its remaining 50%-owned vessel, resulting in net proceeds of $6.4 million which
the Company received in the early part of fiscal 1998. Proceeds from
dispositions of vessels totalled $28.4 million in fiscal 1996 as a result of the
sale of four older vessels.
During fiscal 1998, the Company incurred capital expenditures for vessels
and equipment of $197.2 million, primarily as a result of taking delivery of two
newbuilding double-hull Aframax tankers, two modern second-hand Aframax tankers,
and two modern second-hand product tankers. Capital expenditures for vessels and
equipment were $65.1 million in fiscal 1997, primarily as a result of the
acquisition of two Aframax tankers, and $79.3 million in fiscal 1996, primarily
as a result of the acquisition of three Aframax tankers and a 50% interest in a
fourth Aframax tanker. Capital expenditures for drydocking were $18.4 million in
fiscal 1998, $16.6 million in fiscal 1997, and $7.4 million in fiscal 1996,
reflecting a larger than usual number of scheduled drydockings during the last
two fiscal years. Subsequent to March 31, 1998, the Company entered into an
agreement for the construction of two newbuilding double-hull Aframax tankers,
with deliveries scheduled for July and September 1999, with the option to
purchase further newbuildings under similar terms. The agreement is subject to
certain conditions that must be satisfied by the tankers' builder. The estimated
delivered price for each vessel, including all related charges, is approximately
$38.0 million. The Company intends to pay for these purchases by using existing
cash balances, borrowings under the Revolver or other debt financing.
As part of its growth strategy, the Company will continue to consider
strategic opportunities, including the acquisition of additional vessels and the
expansion into new markets. The Company may choose to pursue such opportunities
through internal growth or through joint ventures or business acquisitions.
Actual acquisition of additional vessels will be subject to a number of factors,
including the Company's expectations for future market rates and the Company's
ability to obtain financing upon favorable terms. The Company intends to finance
future acquisitions through various sources of capital, including internally
generated cash flow, existing credit lines, additional debt borrowings, and the
issuance of additional shares of capital stock.
Commencing with the fiscal quarter ended September 30, 1995, Teekay has
declared and paid quarterly cash dividends in the amount of $0.215 per share on
its Common Stock. Subject to financial results and declaration by the Board of
Directors, Teekay currently intends to continue to declare and pay a regular
quarterly dividend in such amount per share on its Common Stock. Pursuant to
Teekay's dividend reinvestment program, holders of Common Stock are permitted to
choose, in lieu of receiving cash dividends, to reinvest any dividends in
additional shares of Common Stock at then prevailing market prices, but without
brokerage commissions or service charges. Dividends declared during fiscal 1998
were $24.6 million, or $0.86 per share, of which $16.0 million was paid in cash
and $8.6 million was paid in the form of shares of Common Stock issued under the
Company's dividend reinvestment plan. Dividends declared in fiscal 1997 were
$24.1 million ($13.5 million paid in cash) and were $11.9 million in fiscal 1996
($7.1 million paid in cash).
The Company's total liquidity, including cash, marketable securities and
undrawn long-term lines of credit, was $186.3 million as at March 31, 1998, down
from $258.6 million as at March 31, 1997, and $197.3 million as at March 31,
1996. The Company's total liquidity had been increasing as a result of
internally generated cash and debt refinancings, but declined during the fourth
quarter of fiscal 1998 due to the purchase of two vessels which were paid for
using existing cash balances and the Revolver.
28
<PAGE> 34
BUSINESS
The Company is a leading provider of international crude oil and petroleum
product transportation services through the world's largest fleet of medium-size
oil tankers. The Company's modern fleet consists of 46 vessels: 42 Aframax oil
tankers (including three vessels time-chartered-in) and oil/bulk/ore carriers,
three smaller oil tankers, and one VLCC. The Company's fleet has a total cargo
capacity of approximately 4.6 million tonnes and its Aframax vessels represent
approximately 7.8% of the total tonnage of the world Aframax fleet. The Company
owns a modern fleet, with an average age of approximately 7.8 years, compared to
an average age for the world oil tanker fleet, including Aframax tankers, of
approximately 13.7 years and for the world Aframax tanker fleet of approximately
12.2 years.
The Teekay organization was founded in 1973 to manage and operate oil
tankers. Prior to 1985, the Company chartered-in most of the tonnage that it
subsequently provided to its transportation customers. As the availability of
acceptable chartered-in tonnage declined, management began an expansion of its
owned fleet. Since 1985, the Company has significantly expanded and modernized
its owned fleet by taking delivery of 40 new vessels and acquiring 31 vessels in
the second-hand market, as well as disposing of 12 older tankers over the past
four years.
Teekay is incorporated under the laws of the Republic of Liberia and
maintains its principal executive headquarters at the 4th Floor, Euro Canadian
Centre, Marlborough Street & Navy Lion Road, P.O. Box SS 6293, Nassau,
Commonwealth of the Bahamas. Its telephone number at such address is (242) 322-
8020. The Company's principal operating offices are located at Suite 1400, One
Bentall Centre, 505 Burrard Street, Vancouver, British Columbia, Canada, V7X
1M5. Its telephone number at such address is (604) 683-3529.
THE INTERNATIONAL TANKER MARKET
OVERVIEW
International seaborne crude oil and other petroleum products
transportation services are provided by two main types of operators: captive
fleets of major oil companies (both private and state-owned) and independent
ship owner fleets. Both types of operators transport oil under short-term
contracts (including single-voyage "spot charters") and long-term time charters
with oil companies, oil traders, large oil consumers, petroleum product
producers and government agencies. The oil companies own, or control through
long-term time charters, less than one-fifth of the current world tanker
capacity, while independent companies own or control the balance of the fleet.
The oil companies' fleets transport their own oil, as well as oil for third
party charterers in direct competition with independent owners and operators.
Management believes that the seaborne oil transportation business is
decentralized. According to industry data, as of March 1997 the largest owner by
tonnage, Bergesen d.y. A/S, controlled 3.3% of the total world tanker fleet and
the top 10 participants controlled approximately 21% of the world tanker fleet,
in each case as measured by deadweight tonnage.
A significant and ongoing shift toward quality in vessels and tanker
operations has been taking place in the tanker industry over the past several
years as charterers and regulators increasingly focus on safety and protection
of the environment. The oil transportation industry has historically been
subject to regulation by national authorities and through international
conventions. Since 1990, there has been an ever-increasing emphasis on
environmental protection through legislation and regulations such as OPA 90, IMO
protocols, and Classification Society procedures, demanding higher quality
tanker construction, maintenance, repair, management and operations. In
addition, oil companies acting as charterers, terminal operators, shippers and
receivers are becoming increasingly selective in their acceptance of tankers,
inspecting and vetting both vessels and companies on a periodic basis, and often
excluding tankers on the basis of age alone. In calendar 1997, the Company's
vessels were inspected 420 times by oil companies and port states, as compared
to 335 and 285 times in 1996 and 1995, respectively. Management believes that
the increasingly stringent regulatory environment and emphasis on quality
relating to environmental protection will accelerate the obsolescence of older,
poor-quality
29
<PAGE> 35
tankers, and provide a competitive advantage to modern tankers with high quality
management. See "--The Company's Fleet," "--Crewing and Staff" and
"--Regulation."
Pricing of oil transportation services occurs in a highly competitive and
efficient global tanker charter market. While some business is conducted
directly between ship owners and charterers, typically between one and three
brokers act as intermediaries in most transactions. Tanker chartering is
executed around the clock in several shipping centers, including London, New
York, Tokyo, Singapore and Oslo. Business is transacted regionally according to
the location of the charterer or ship owner, rather than the cargo's origin or
destination. Time charters, as well as vessel sale and purchase transactions,
are negotiated through brokers in the same centers in a similar pattern.
In order to benefit from economies of scale, tanker charterers will
typically charter the largest possible vessel to transport oil or other
petroleum products, consistent with port and canal dimensional restrictions and
optimal cargo lot sizes. The oil tanker fleet is generally divided into the
following six major types of vessels, based on vessel carrying capacity: (i)
Ultra Large Crude Carriers ("ULCCs") of approximately 320,000 dwt or more; (ii)
Very Large Crude Carriers ("VLCCs") of approximately 200,000 to 320,000 dwt;
(iii) Suezmax size range of approximately 115,000 to 200,000 dwt; (iv) Aframax
size range of approximately 75,000 to 115,000 dwt; (v) Panamax size range of
approximately 50,000 to 75,000 dwt; and (vi) small tankers of less than
approximately 50,000 dwt. ULCCs and VLCCs typically transport crude oil in
long-haul trades, such as from the Arabian Gulf to Rotterdam via the Cape of
Good Hope. Because of the size of VLCCs and ULCCs and their predominance in the
long-haul trades, more than 42% of the world's seaborne oil transportation is
conducted by these vessels. While the ULCC/VLCC market differs in several
respects from smaller size tanker markets, VLCCs and ULCCs have a significant
influence on the tanker charter market in general. Suezmax size tankers also
engage in long-haul crude oil trades as well as in medium-haul crude oil trades,
such as from West Africa to the U.S. East Coast. Aframax size vessels generally
engage in both medium- and short-haul trades of less than 1,500 miles and carry
crude oil or petroleum products. Panamax size tankers and smaller tankers mostly
transport petroleum products in short-haul to medium-haul trades.
In addition to the six foregoing types of tankers, oil/bulk/ore carriers or
"O/B/Os" are typically considered part of the world tanker fleet in industry
statistics. O/B/Os represent approximately 5.3% of the world tanker fleet based
on total cargo capacity. O/B/Os are of various sizes and are capable of carrying
oil or dry bulk cargoes. According to industry data, as of March 31, 1998, 57%
of all O/B/Os were trading in oil.
According to industry data, at March 31, 1998, the world fleet of Aframax
tankers and O/B/Os (excluding an estimated 60 O/B/Os trading dry) consisted of
527 vessels comprising 45.9 million dwt, constituting approximately 15% of the
vessels in the world tanker and O/B/O fleet. By virtue of their size, Aframax
vessels are large enough to benefit from economies of scale yet have access to a
wide range of ports, and are particularly well-suited for trading in regional
markets, including the Mediterranean, the Caribbean, the Northwestern European
area and the Indo-Pacific Basin.
Management estimates that in 1997, approximately 24% of the world's Aframax
tankers were trading in the Company's main trading region, the Indo-Pacific
Basin. The Company estimates that it has approximately a one-quarter share of
the Indo-Pacific Basin Aframax market based on voyages in the region. This area
contains a large number of loading and discharging points capable of receiving
Aframax size vessels. Aframax tankers in the Indo-Pacific Basin (i) transport
crude oil from three primary production locations--the Arabian Gulf, Australia
and Southeast Asia--to refineries and storage points located short to medium
distances away, (ii) transport petroleum products in medium-and long-haul
trades, and (iii) engage in some inter-regional trades.
30
<PAGE> 36
INDUSTRY FUNDAMENTALS
Tanker charter rates are strongly influenced by the demand for, and supply
of, tanker capacity because of the highly competitive nature of the tanker
charter market. Small changes in tanker utilization have historically led to
relatively large changes in tanker charter rates.
DEMAND. Tanker demand is expressed in "ton-miles" and is measured as the
product of (a) the amount of oil transported in tankers, multiplied by (b) the
distance over which this oil is transported. Tonnage of oil shipped is primarily
a function of global oil consumption, which is driven by economic activity as
well as the long-term impact of oil prices on the location and related volume of
oil production. Tonnage of oil shipped is also influenced by transportation
alternatives such as pipelines.
The distance over which oil is transported is the more variable element of
the ton-mile demand equation. It is determined by seaborne trading and
distribution patterns, which are principally influenced by the locations of
production and the optimal economic distribution of such production to
destinations for refining and consumption. Seaborne trading patterns are also
periodically influenced by geo-political events which divert tankers from normal
trading patterns, as well as by inter-regional oil trading activity created by
oil supply/demand imbalances. Tankers, particularly older tonnage, are also
increasingly used as "floating storage" by oil companies and oil traders,
particularly during times of supply uncertainty.
Two different trends in the oil market over the last few years have
strongly affected the development of the tanker market. The first important
trend has been the overall increase in world oil demand over the past five
years. According to the International Energy Agency ("IEA"), between 1993 and
1997, world oil consumption increased at a compounded annual growth rate of
2.2%. The IEA reported a 2.9% increase in world oil consumption in 1997 and
forecasts that world oil consumption will grow by 2.0% in 1998.
The table set forth below indicates the geographic breakdown of world oil
demand.
WORLD OIL DEMAND (MILLIONS OF BARRELS PER DAY)(1)
<TABLE>
<CAPTION>
1993 1994 1995 1996 1997 CAGR(3)
---- ---- ---- ---- ---- -------
<S> <C> <C> <C> <C> <C> <C>
North America...................................... 19.2 19.8 19.8 20.3 20.7 1.9%
Pacific(2)......................................... 6.3 6.6 6.7 6.7 6.7 1.6
Asia............................................... 9.9 10.4 11.2 12.1 12.9 6.8
Other World........................................ 32.2 31.7 32.3 32.6 33.5 1.0
---- ---- ---- ---- ---- ----
Total Demand..................................... 67.6 68.5 70.0 71.7 73.8 2.2%
==== ==== ==== ==== ==== ====
</TABLE>
- ---------------
(1) Information based on International Energy Agency -- Monthly Oil Report.
(2) Includes Australia, New Zealand and Japan.
(3) Compounded annual growth rate.
The second trend affecting the tanker market relates to the location of oil
supply relative to major discharge points, which affects the average length of
voyages. Total world oil supply increased by 3.6% in 1997. While much of the
world's increased supply during 1993 through 1996 came from the North Sea and
Caribbean regions, most of the increase in 1997 was provided by Arabian Gulf
OPEC supply. Arabian Gulf OPEC supply increased by 6.6% in 1997 as compared to
virtually no change in the North Sea during the same time period.
Incremental supply from the Arabian Gulf results in a more significant
increase in demand for tanker services than incremental supply from the North
Sea and the Caribbean, because of the greater distance from the Arabian Gulf to
discharge points and the associated longer average length of voyage for oil
tankers. For example, the tanker tonnage required to ship the incremental supply
of one million barrels per day from the Arabian Gulf to the United States is
approximately 13 million dwt as compared to approximately 5 million dwt of
tanker tonnage required to ship the incremental supply of one million barrels
per day from the North Sea to the United States. Management believes that the
recent trend
31
<PAGE> 37
toward an increased share of world oil supply originating from Arabian Gulf OPEC
producers has positively affected tanker demand.
The table set forth below indicates the geographic breakdown of world oil
supply.
WORLD OIL SUPPLY (MILLIONS OF BARRELS PER DAY)(1)
<TABLE>
<CAPTION>
1993 1994 1995 1996 1997 CAGR(4)
---- ---- ---- ---- ---- -------
<S> <C> <C> <C> <C> <C> <C>
North Sea(2)....................................... 4.7 5.6 5.9 6.2 6.3 7.6%
Other non-OPEC..................................... 36.1 35.8 36.5 37.4 38.1 1.4
---- ---- ---- ---- ---- ----
Total non-OPEC................................... 40.8 41.4 42.4 43.6 44.4 2.1
Arabian Gulf OPEC(3)............................... 18.9 19.0 19.1 19.6 20.9 2.5
Other OPEC......................................... 7.7 7.8 8.1 8.6 9.1 4.3
---- ---- ---- ---- ---- ----
Total OPEC....................................... 26.6 26.8 27.2 28.2 30.0 3.1
---- ---- ---- ---- ---- ----
Total Supply..................................... 67.4 68.2 69.6 71.8 74.4 2.5%
==== ==== ==== ==== ==== ====
</TABLE>
- ---------------
(1) Information based on International Energy Agency -- Monthly Oil Report and
Middle East Economic Survey.
(2) Includes Norway, United Kingdom and Denmark.
(3) Includes Iran, Iraq, Kuwait, Qatar, Saudi Arabia, UAE and total OPEC natural
gas liquids supply.
(4) Compounded annual growth rate.
SUPPLY. The supply of tankers is a function of new vessel deliveries and
the scrapping, conversion and loss of tonnage. Since 1993, the world Aframax
fleet has been relatively stable at approximately 53.3 million dwt.
Scrapping generally involves older tankers; the average age of Aframax
vessels scrapped in 1997 was approximately 23 years. Aging vessels typically
require substantial repairs and maintenance to conform to industry standards,
including repairs made in connection with Special Surveys which involve periodic
thorough inspections. Insurance companies and customers rely to some degree on
the survey and classification regime to provide reasonable assurance of a
vessel's seaworthiness and vessels must be certified as "in-class" in order to
continue to trade. In addition, the IMO regulations impose certain restrictions
on vessels trading beyond 25 years of age. See "-- Regulation." Because the
costs of maintaining a vessel in-class rise substantially as the age of the
vessel increases, vessel owners often conclude that it is more economical to
scrap a vessel that has exhausted its anticipated useful life than to upgrade it
to maintain it in class. In addition, the economics of operating older vessels
are adversely affected by customer demand for the safety and reliability
associated with more modern vessels, coupled with the higher rates and operating
cost efficiencies available to newer vessels. Approximately 23% of the vessels
in the current world Aframax fleet are 20 years of age or older.
At any point in time, the level of scrapping activity is a function
primarily of current and prospective charter market conditions, as well as
factors which are heavily influenced by the age of the relevant vessel such as
second-hand vessel values in relation to scrap prices, current and anticipated
operating costs, and expected repair and survey costs. According to industry
data, scrapping of Aframax tankers and O/B/Os occurred at an average of
approximately 28 vessels per year for the period 1992 to 1995; 23 scrappings
occurred in 1996, 14 in 1997, and four in the first three months of 1998.
Management believes that, while the level of scrapping activity has recently
declined due to a favorable charter rate environment, the age profile of the
worldwide Aframax fleet will eventually cause increased scrapping activity.
Newbuilding deliveries of Aframax tankers and O/B/Os, which were limited
during the depressed market conditions of the early to mid-1980s, increased
after 1987 with improved market conditions and in anticipation of the
replacement of an aging fleet. Newbuilding deliveries of Aframax tankers
occurred at an annual average rate of 22 vessels for the period 1988 through
1991 and 30 vessels per year for the
32
<PAGE> 38
period 1992 through 1995, 19 deliveries occurred in 1996, 21 deliveries took
place during 1997, and five during the first three months of 1998.
At March 31, 1998, the Aframax newbuilding orderbook contained orders for
94 vessels, equivalent to 16.0% of the existing fleet (including O/B/Os). Orders
for 61 vessels were placed in 1997, and orders for 12 vessels were placed in the
first three months of 1998. Typically, delivery of a vessel occurs within 18 to
36 months after ordering. The correlation between the Aframax newbuilding
orderbook and deliveries, and additional supply of tonnage competing in the
world tanker market is not precise, since some of the newbuild vessels are
expected to be employed in the offshore oil production industry or as coated
product tankers, that do not compete directly for crude oil shipping business.
While the newbuilding orderbook has recently risen due to the favorable
charter rate environment, it represents a meaningfully smaller percentage of the
worldwide Aframax tanker fleet than do the vessels 20 years and older which are
destined to be scrapped within the next several years.
As an illustration of the aging Aframax fleet and the number of vessels on
order that are available to replace the aging tankers, the following chart
shows, on a calendar year-end basis, the historical development of the
proportion of the Aframax tanker fleet that is 20 years or older, and the
Aframax tanker orderbook:
HISTORICAL DEVELOPMENT OF AFRAMAX FLEET
FIGURE
<TABLE>
<CAPTION>
VESSELS 18 YEARS
AND OLDER
YEAR AFRAMAX ORDERBOOK (PERCENTAGE OF
(AS OF DECEMBER 31) (# OF SHIPS) AFRAMAX FLEET
- --------- -------------------- -----------------------
<S> <C> <C>
1986 33 1%
1987 40 4%
1988 45 6%
1989 81 8%
1990 83 10%
1991 99 12%
1992 73 11%
1993 47 10%
1994 42 11%
1995 44 13%
1996 52 18%
1997 89 22%
1998 93 23%
</TABLE>
- ------------
Information based on industry data.
COMPETITIVE STRENGTHS
The Company pursues an intensively customer- and operations-focused
business strategy to achieve superior operating results. The Company's business
strategy is based on the following five key competitive strengths:
- MARKET CONCENTRATION: Scale and scope within a given market of the
shipping industry are critical for efficient operation. By focusing on
the Indo-Pacific Basin, the Company has been able, with a relatively
small share of the world Aframax fleet (approximately 7.8% of total
tonnage), to develop a significant presence in this region with
charterers of medium-size tankers, facilitating comprehensive coverage of
charterers' requirements and providing a base for efficient operation
33
<PAGE> 39
and a high degree of capacity utilization. The Company estimates that it
has a market share of approximately 25% in this region, with its
principal trading routes involving Australia, Japan and the United
States.
- OPERATIONAL CONTROL AND EXPERIENCED MANAGEMENT: The Company services
substantially all of its needs in-house, without having to rely on
outside ship managers or crewing agencies. The Company has experienced
management in all functions critical to its operations, which affords a
focused marketing effort, tight quality and cost controls, improved
capacity utilization and effective operations and safety monitoring.
- MODERN, HIGH-QUALITY TONNAGE: The Company's modern, high-quality fleet
operates with high fuel efficiency and low maintenance and operating
costs compared to the world Aframax fleet, 23% of which are 20 years of
age or older. Only three of the Company's vessels are more than 15 years
old and none is more than 18 years old. In an environment of increasingly
stringent operating and safety standards, the age profile and quality of
the Company's fleet has translated into a high level of acceptance by
charterers.
- LARGE FLEET OF UNIFORM-SIZED VESSELS: The Company's large fleet of
Aframax tankers, many of which are in sister vessel series (substantially
identical vessels), facilitates scheduling flexibility due to vessel
substitution opportunities, permitting greater responsiveness to customer
demands and enhanced capacity utilization. The scale of the Company's
operations and resultant purchasing power, combined with the uniformity
of its vessels, results in lower operating expenses than those
experienced by smaller operators.
- STRONG NETWORK OF CUSTOMER RELATIONSHIPS: The Company's intensively
customer-oriented focus, combined with its other competitive strengths,
have enabled it to establish a strong network of customer relationships
and a reputation for transportation excellence among quality-sensitive
customers.
34
<PAGE> 40
The Company's competitive strengths have resulted in TCE rates and
operating costs that are superior to averages indicated by industry data. As a
result, the Company has achieved consistently higher operating cash flow per
vessel as compared to an average of certain other publicly traded bulk shipping
companies, which is illustrated in the graph below.
OPERATING CASH FLOW PER SHIP PER DAY
(Calendar Year Basis)
FIGURE
<TABLE>
<CAPTION>
DOLLARS PER DAY
-------------------------------------------------------
*AVERAGE OF OTHER
YEARS TEEKAY FLEET AVERAGE BULK SHIPPING COMPANIES
- --------- -------------------- -----------------------
<S> <C> <C>
1990 11,014 8,190
1991 11,048 9,389
1992 7,393 4,947
1993 8,426 5,034
1994 9,033 4,020
1995 10,183 4,478
1996 11,432 6,409
1997 12,565 7,874
</TABLE>
- ------------
Information based upon respective company financial data.
* Vessel weighted average of the following companies: Bergesen d.y. A/S, Bona
Shipholding Ltd., London & Overseas Freighters Limited, OMI Corp., and
Overseas Shipholding Group.
GROWTH STRATEGY
The Company's growth strategy is to leverage its existing competitive
strengths to continue to expand its business and increase shareholder value.
- MAINTAIN AND EXPAND AFRAMAX FRANCHISE IN INDO-PACIFIC BASIN. The
Company anticipates that the continued upgrade and expansion of its
Aframax tanker business in the Indo-Pacific Basin will continue to be a
key component of its strategy. Over the past three fiscal years, the
Company has increased its Aframax fleet by acquiring 12 vessels, while
disposing of seven older Aframax tankers. With the largest concentration
of Aframax tankers in the Indo-Pacific Basin, management believes the
Company is able to provide the most comprehensive service to its
customers thereby generating superior operating results. For example, the
Company's size and scope of services has enabled it to enter into
contracts of affreightment to provide large oil-company customers with
ongoing services and which also grant the Company preferential rights on
certain voyages, resulting in significant fleet utilization benefits and
increased market share on strategically important routes.
- LEVERAGE THE FRANCHISE TO PROVIDE VALUE-ADDED SERVICES. The Company's
full-service marine operations capabilities, reputation for safety and
quality, and strong customer orientation provide it with the opportunity
to expand its business by providing additional value-added and innovative
services, in many cases to existing customers. Examples of such services
include the Company's recently-executed eight-year contract to provide
Apache Energy Ltd. with an Aframax floating storage and off-loading
vessel, and its outsourcing arrangement with Caltex Petroleum's
Australian affiliate under which Teekay has acquired the entire tanker
operation of
35
<PAGE> 41
the Australian affiliate and will service Caltex's oil transportation
requirements formerly provided by that affiliate. By providing its
customers with these value-added services, management believes that it
will strengthen its franchise and further improve its financial
performance. The Company expects that its participation in these types of
activities will increase during the next several years.
- SELECTIVELY EXPAND INTO RELATED MARKETS AND SERVICES. Management
intends to seek to identify expansion opportunities in new tanker market
segments, geographic areas and services to which the Company's
competitive strengths are well suited and which could enhance shareholder
value. The Company may choose to pursue such opportunities through
internal growth, joint ventures or business acquisitions.
36
<PAGE> 42
THE COMPANY'S FLEET
The following list provides information with respect to the Company's
vessels.
<TABLE>
<CAPTION>
YEAR
SERIES/YARD BUILT TYPE DWT-MT FLAG
----------- ----- ---- ------ ----
<S> <C> <C> <C> <C> <C>
AFRAMAX TANKERS (42)
HAMANE SPIRIT.............................. Onomichi 1997 DH 105,300 Bahamian
POUL SPIRIT................................ Onomichi 1995 DH 105,300 Liberian
TORBEN SPIRIT.............................. Onomichi 1994 DH 98,600 Bahamian
SAMAR SPIRIT............................... Onomichi 1992 DH 98,600 Bahamian
LEYTE SPIRIT............................... Onomichi 1992 DH 98,600 Bahamian
LUZON SPIRIT............................... Onomichi 1992 DH 98,600 Bahamian
MAYON SPIRIT............................... Onomichi 1992 DH 98,600 Bahamian
TEEKAY SPIRIT.............................. Onomichi 1991 SH 100,200 Bahamian
PALMSTAR LOTUS............................. Onomichi 1991 SH 100,200 Bahamian
PALMSTAR THISTLE........................... Onomichi 1991 SH 100,200 Bahamian
PALMSTAR ROSE.............................. Onomichi 1990 SH 100,200 Bahamian
PALMSTAR POPPY............................. Onomichi 1990 SH 100,200 Bahamian
ONOZO SPIRIT............................... Onomichi 1990 SH 100,200 Bahamian
PALMSTAR CHERRY............................ Onomichi 1990 SH 100,200 Bahamian
PALMSTAR ORCHID............................ Onomichi 1989 SH 100,200 Bahamian
VICTORIA SPIRIT (OBO)...................... Hyundai 1993 DH 103,200 Bahamian
VANCOUVER SPIRIT (OBO)..................... Hyundai 1992 DH 103,200 Bahamian
SHILLA SPIRIT.............................. Hyundai 1990 SH 106,700 Liberian
ULSAN SPIRIT............................... Hyundai 1990 SH 106,700 Liberian
NAMSAN SPIRIT.............................. Hyundai 1988 SH 106,700 Liberian
PACIFIC SPIRIT............................. Hyundai 1988 SH 106,700 Liberian
PIONEER SPIRIT............................. Hyundai 1988 SH 106,700 Liberian
DAMPIER SPIRIT (FSO)....................... Hyundai 1988 SH 106,700 Liberian
NASSAU SPIRIT.............................. Imabari 1998 DH 107,000 Bahamian
SENANG SPIRIT.............................. Imabari 1994 DH 95,700 Bahamian
SEBAROK SPIRIT............................. Imabari 1993 DH 95,700 Liberian
SELETAR SPIRIT............................. Imabari 1988 DS 97,300 Bahamian
SERAYA SPIRIT.............................. Imabari 1992 DS 97,300 Bahamian
SENTOSA SPIRIT............................. Imabari 1989 DS 97,300 Liberian
ALLIANCE SPIRIT............................ Imabari 1989 DS 97,300 Bahamian
SEMAKAU SPIRIT............................. Imabari 1988 DS 97,300 Liberian
SINGAPORE SPIRIT........................... Imabari 1988 DS 97,300 Liberian
SUDONG SPIRIT.............................. Imabari 1987 DS 97,300 Liberian
KYUSHU SPIRIT.............................. Mitsubishi 1991 DS 95,600 Bahamian
KOYAGI SPIRIT.............................. Mitsubishi 1989 SH 96,000 Liberian
SEABRIDGE*................................. Namura 1996 DH 105,200 Liberian
SEAMASTER*................................. Namura 1990 SH 101,000 Liberian
TORRES SPIRIT.............................. Namura 1990 SH 96,000 Bahamian
HAKUYOU MARU*.............................. Namura 1987 SH 93,000 Singaporean
MENDANA SPIRIT............................. Namura 1980 SH 81,700 Bahamian
MAGELLAN SPIRIT............................ Hitachi 1985 DS 95,000 Liberian
PALM MONARCH............................... Mitsui 1981 SH 89,900 Liberian
OTHER TANKERS (4)
MUSASHI SPIRIT (VLCC)...................... Sasebo 1993 SH 280,700 Bahamian
SCOTLAND................................... Mitsubishi 1982 DS 40,800 Bahamian
BARRINGTON................................. Samsung 1989 DH 33,300 Australian
PALMERSTON................................. Halla 1990 DB 36,700 Australian
---------
4,576,200
=========
</TABLE>
- ------------
DH Double-hull tanker
DS Double-sided tanker
DB Double-bottom tanker
FSO Floating storage and off-loading vessel
OBO Oil/Bulk/Ore carrier
SH Single-hull tanker
VLCC Very Large Crude Carrier
* Time-chartered-in
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<PAGE> 43
Many of the Company's vessels have been designed and constructed as
substantially identical sister ships. Such vessels can, in many situations, be
interchanged, providing scheduling flexibility and greater capacity utilization.
In addition, spare parts and technical knowledge can be applied to all the
vessels in the particular series, thereby generating operating efficiencies.
The Company has disposed of several vessels as part of its ongoing fleet
modernization program. The Company sold a total of seven of its older Aframax
tankers during the three fiscal years ended March 31, 1998, and acquired a total
of twelve newer Aframax tankers (including two time-chartered-in vessels) and
two modern product tankers during the same period. As a result, the Company's
average fleet size increased by two vessels, or 4.9%, in fiscal 1998 compared to
fiscal 1997, following an earlier increase of two vessels, or 4.6%, in fiscal
1997 compared to fiscal 1996. The Company currently has two double-hull
newbuildings on order (subject to certain conditions to be satisfied by the
builder), with deliveries scheduled for July and September 1999. The estimated
delivered price for each vessel, including all related charges, is approximately
$38.0 million. The Company has the option to purchase further newbuildings under
similar terms.
The Company's fleet is one of the most modern fleets in the world, having
an average age of approximately 7.8 years, compared to an average age for the
world oil tanker fleet of approximately 13.7 years and for the world Aframax
tanker fleet of approximately 12.2 years. The following chart compares the age
profiles of the Company's Aframax Fleet, the world Aframax tanker fleet
(excluding the Company's vessels) and the world tanker fleet, as of March 31,
1998.
COMPARISON OF FLEET AGE PROFILES
FIGURE
<TABLE>
<CAPTION>
Percentage of Fleet
--------------------------------------------------------
0-9 Years 10-14 Years 15-19 Years 20 Years & Older
--------- ----------- ----------- ----------------
<S> <C> <C> <C> <C>
Teekay Aframax Tanker Fleet 72% 24% 4% 0%
World Aframax Tanker Fleet 41% 16% 20% 23%
World Tanker Fleet 37% 11% 13% 39%
</TABLE>
- ---------------
Information based on industry data
CLASSIFICATION AND INSPECTION
All of the Company's vessels have been certified as being "in class" by
their respective classification societies: Nippon Kaiji Kyokai, Lloyds Register,
Det Norske Veritas or American Bureau of Shipping. Every commercial vessel's
hull and machinery is "classed" 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 such classification
society and complies with applicable rules and regulations of the country of
registry of the vessel and the international conventions of which that country
is a member. Each vessel is inspected by a surveyor of the classification
society every year ("Annual Survey"), every two to three years ("Intermediate
Survey") and every four to five years
38
<PAGE> 44
("Special Survey"). Vessels also may be required, as part of the Intermediate
Survey process, to be dry-docked every 24 to 30 months for inspection of the
underwater parts of the vessel and for necessary repair related to such
inspection. Many of the Company's vessels have qualified with their respective
classification societies for drydocking every five years in connection with the
Special Survey and are no longer subject to the Intermediate Survey drydocking
process. To so qualify, the Company was required to enhance the resiliency of
the underwater coatings of each such vessel as well as to install apparatus on
each vessel to accommodate thorough underwater inspection by divers.
In addition to the classification inspections, many of the Company's
customers, including the major oil companies, regularly inspect the Company's
vessels as a precondition to chartering voyages on such vessels. In each of the
last eight years, Tanker Advisory Center, Inc. (New York) has rated the
Company's fleet a "meritorious tanker fleet," a designation which, in the latest
publication (January 1998), placed it in the top 5% of all fleets containing
five or more tankers. Management believes that the Company's well-maintained,
high quality tonnage should provide it with a competitive advantage in the
current environment of increasing regulation and customer emphasis on quality of
service.
The Company has obtained through Det Norske Veritas, the Norwegian
classification society, a document of compliance with the ISO 9000 standards of
total quality management. ISO 9000 is a series of international standards for
quality systems which includes ISO 9002, the standard most commonly used in the
shipping industry. The Company has also completed the implementation of the
International Safety Management (ISM) code. The Document of Compliance (DOC) for
offices and Safety Management Certificates (SMC) were obtained prior to March
31, 1998 for all of the Company's applicable vessels, as required by the IMO
prior to July 1, 1998 for tankers generally.
OPERATIONS AND SHIP MANAGEMENT
The Company has experienced management in all functions critical to its
operations, which affords a focused marketing effort, tight quality and cost
controls, improved capacity utilization and effective operations and safety
monitoring. Through wholly owned subsidiaries located worldwide, the Company
provides substantially all of the operations, ship maintenance, crewing,
technical support, shipyard supervision, insurance and financial management
services necessary to support its fleet.
The Company has a worldwide chartering staff located in Vancouver, Tokyo,
London and Singapore. Each office serves the Company's clients headquartered in
such office's region. Fleet operations, vessel positions and charter market
rates are monitored around the clock. Management believes that monitoring such
information is critical to making informed bids on competitive brokered
business. During fiscal 1998, approximately 84% of the Company's net voyage
revenues were derived from spot voyages or time charters and COAs priced on a
spot market basis.
Company employees perform much of the necessary ordinary course maintenance
and regularly inspect all of the Company's vessels, both at sea and while the
vessels are in port. The Company inspects its vessels two to four times per year
using predetermined and rigorous criteria. Each vessel is examined and specific
notations are made, and recommendations are given for improvements to the
overall condition of the vessel, maintenance, safety and crew welfare. While
certain ship management and commercial operations services are contracted out,
the Company believes that it could obtain a replacement provider of these
services, or could provide these services internally, without any negative
impact on its operations.
CREWING AND STAFF
The Company employs approximately 300 captains, chief engineers, chief
officers and first engineers, approximately 1,450 additional personnel at sea
and approximately 200 personnel ashore. Management anticipates hiring senior
management and staff personnel in connection with the further expansion of its
operations.
39
<PAGE> 45
The Company places great emphasis on attracting, through its recruiting
offices in Manila, Glasgow, Sydney and Mumbai, qualified crew members for
employment on the Company's tankers. Recruiting has become an increasingly
difficult task for operators in the tanker industry. The Company pays
competitive salaries and provides competitive benefits to its personnel and
tries to promote, when possible, from within their ranks. Management believes
that the well maintained quarters and equipment on the Company's vessels help to
attract and retain motivated and qualified seamen and officers. During fiscal
1996, the Company entered into a Collective Bargaining Agreement with the
Philippine Seafarers' Union (PSU), an affiliate of the International Transport
Workers' Federation (ITF), and a Special Agreement with ITF London, which covers
substantially all of the Company's junior officers and seamen. The Collective
Bargaining Agreement and the Special Agreement did not result in any significant
increase in the levels of wages paid or benefits provided to members of the
vessel crews. The Company is also a party to Enterprise Bargaining Agreements
with three Australian maritime unions, covering officers and seamen. The time
charters covering the Australian vessels provide that increases in wages or
benefits for the Company's Australian-crewed vessels will be passed on to the
customer. See "Risk Factors--Competition."
The Company has a cadet training program, the purpose of which is to
develop a cadre of future senior officers for the Company, with one specially
equipped vessel staffed with an instructor and trainees. In addition to the
basic training that all seamen are required to undergo to achieve certification,
the Company provides additional training of as much as one month for all newly
hired seamen and junior officers at training facilities in the Philippines.
Safety procedures are a critical element of this training and continue to be
emphasized through the Company's onboard training program. Management believes
that high quality manning and training policies will play an increasingly
important role in distinguishing larger independent tanker companies which have
in-house (or affiliate) capabilities, from smaller companies that must rely on
outside ship managers and crewing agents.
CUSTOMERS
Customers of the Company include major oil companies, major oil traders,
large oil consumers and petroleum product producers, government agencies, and
various other entities dependent upon the tanker transportation trade. During
fiscal 1998, one customer (an international oil company) accounted for $56.5
million, or approximately 14%, of the Company's consolidated voyage revenues for
such period. Another customer, also an international oil company, accounted for
$48.7 million, or approximately 13%, of the Company's fiscal 1997 voyage
revenues. No more than one customer has accounted for more than 10% of the
Company's consolidated voyage revenues in any of the three fiscal years ended
March 31, 1998.
COMPETITION
International seaborne oil and other petroleum products transportation
services are provided by two main types of operators: captive fleets of major
oil companies (both private and state-owned) and independent ship owner fleets.
Many major oil companies and other oil trading companies, the primary charterers
of the vessels owned or controlled by the Company, also operate their own
vessels and transport their own oil as well as oil for third party charterers in
direct competition with independent owners and operators. Competition for
charters is intense and is based upon price, location, the size, age, condition
and acceptability of the vessel, and the vessel's manager. Competition in the
Aframax segment is also affected by the availability of other size vessels that
compete in the Company's markets. Suezmax size vessels and Panamax size vessels
can compete for many of the same charters for which the Company competes.
Because of their large size, ULCCs and VLCCs rarely compete directly with
Aframax tankers for specific charters; however, because ULCCs and VLCCs comprise
a substantial portion of the total capacity of the market, movements by such
vessels into Suezmax trades and of Suezmax vessels into Aframax trades would
heighten the already intense competition. See "--The International Tanker
Market--Industry Fundamentals--Demand" and "Risk Factors--Competition."
40
<PAGE> 46
The Company competes principally with other Aframax owners through the
global tanker charter market, comprised of tanker broker companies which
represent both charterers and ship owners in chartering transactions. Within
this market, some transactions, referred to as "market cargoes," are offered by
charterers through two or more brokers simultaneously and shown to the widest
possible range of owners; other transactions, referred to as "private cargoes,"
are given by the charterer to only one broker and shown selectively to a limited
number of owners whose tankers are most likely to be acceptable to the charterer
and are in position to undertake the voyage. Management estimates that the
Company transacts approximately one-third of its spot voyages from market
cargoes, the remainder being either private cargoes or direct cargoes transacted
directly with charterers outside this market.
Other large operators of Aframax tonnage include Shell International
Marine, a subsidiary of Royal Dutch/Shell Petroleum Corporation, with
approximately 21 vessels trading globally (11 of which are on charter), Neptune
Orient Lines Ltd. (owned partially by the Singapore government), with
approximately 16 vessels, and Bona Shipholding Limited, which controls 15
vessels; each of the latter two fleets trade exclusively in the Atlantic Basin.
Management believes that it has significant competitive advantages in the
Aframax tanker market as a result of the age, quality, type and dimensions of
its vessels and its large market share in the Indo-Pacific Basin. See "--Growth
Strategy."
As part of its growth strategy, the Company will continue to consider
strategic opportunities, including business acquisitions. To the extent the
Company enters new geographic areas or tanker market segments, there can be no
assurance that the Company will be able to compete successfully therein. New
markets may involve competitive factors which differ from those of the Aframax
market segment in the Indo-Pacific Basin and may include participants which have
greater financial strength and capital resources than the Company.
RISK OF LOSS AND INSURANCE
The operation of any ocean-going vessel carries an inherent risk of
catastrophic marine disasters and property losses caused by adverse weather
conditions, mechanical failures, human error, war, terrorism, piracy and other
circumstances or events. In addition, the transportation of crude oil is subject
to the risk of crude oil spills, and business interruptions due to political
circumstances in foreign countries, hostilities, labor strikes, and boycotts.
The Company carries insurance to protect against most of the
accident-related risks involved in the conduct of its business and it maintains
environmental damage and pollution insurance coverage. The Company does not
carry insurance covering the loss of revenue resulting from vessel off-hire
time. The Company believes that its current insurance coverage is adequate to
protect against most of the accident-related risks involved in the conduct of
its business and that it maintains appropriate levels of environmental damage
and pollution insurance coverage. Currently, the available amount of coverage
for pollution is $700 million per vessel per incident. However, there can be no
assurance that all covered risks are adequately insured against, that any
particular claim will be paid or that the Company will be able to procure
adequate insurance coverage at commercially reasonable rates in the future. See
"Risk Factors--Risk of Loss and Insurance."
LEGAL PROCEEDINGS
From time to time the Company has been, and expects to continue to be,
subject to legal proceedings and claims in the ordinary course of its business,
principally personal injury and property casualty claims. Such claims, even if
lacking merit, could result in the expenditure of significant financial and
managerial resources. The Company is not aware of any legal proceedings or
claims that it believes will have, individually or in the aggregate, a material
adverse effect on the Company or on its financial condition or results of
operations.
41
<PAGE> 47
REGULATION
The business of the Company and the operation of its vessels are materially
affected by government regulation in the form of international conventions,
national, state and local laws and regulations in force in the jurisdictions in
which the vessels operate, as well as in the country or countries of their
registration. Because such conventions, laws, and regulations are often revised,
the Company cannot predict the ultimate cost of complying with such conventions,
laws and regulations or the impact thereof on the resale price or useful life of
its vessels. The Company is required by various governmental and quasi-
governmental agencies to obtain certain permits, licenses and certificates with
respect to its operations. Subject to the discussion below and to the fact that
the kinds of permits, licenses and certificates required for the operations of
the vessels owned by the Company will depend upon a number of factors, the
Company believes that it has been and will be able to obtain all permits,
licenses and certificates material to the conduct of its operations.
The Company believes that the heightened environmental and quality concerns
of insurance underwriters, regulators and charterers will impose greater
inspection and safety requirements on all vessels in the tanker market and will
accelerate the scrapping of older vessels throughout the industry.
ENVIRONMENTAL REGULATION--IMO. On March 6, 1992, the IMO adopted
regulations which set forth new and upgraded requirements for pollution
prevention for tankers. These regulations, which went into effect on July 6,
1995 in many jurisdictions in which the Company's tanker fleet operates, provide
that (i) tankers between 25 and 30 years old must be of double-hull construction
or of a mid-deck design with double side construction, unless they have wing
tanks or double-bottom spaces, not used for the carriage of oil, which cover at
least 30% of the length of the cargo tank section of the hull or are capable of
hydrostatically balanced loading which ensures at least the same level of
protection against oil spills in the event of collision or stranding, (ii)
tankers 30 years old or older must be of double-hull construction or mid-deck
design with double-side construction, and (iii) all tankers will be subject to
enhanced inspections. Also, under IMO regulations, a tanker must be of
double-hull construction or a mid-deck design with double side construction or
be of another approved design ensuring the same level of protection against oil
pollution in the event that such tanker (i) is the subject of a contract for a
major conversion or original construction on or after July 6, 1993, (ii)
commences a major conversion or has its keel laid on or after January 6, 1994,
or (iii) completes a major conversion or is a newbuilding delivered on or after
July 6, 1996.
Under the current regulations, the vessels of the Company's existing fleet
will be able to operate for substantially all of their respective economic lives
before being required to have double-hulls. Although three of the Company's
vessels are 15 years or older, the oldest of such vessels is only 18 years old
and, therefore, the requirements currently in effect regarding 25 and 30
year-old tankers will not affect the Company's fleet in the near future.
However, compliance with the new regulations regarding inspections of all
vessels may adversely affect the Company's operations. The Company cannot at the
present time evaluate the likelihood or magnitude of any such adverse effect on
the Company's operations due to uncertainty of interpretation of the IMO
regulations.
The operation of the Company's vessels is also affected by the recently
adopted requirements set forth in the IMO's International Management Code for
the Safe Operation of Ships and Pollution Prevention (the "ISM Code"). The ISM
Code requires shipowners and bareboat charterers to develop and maintain an
extensive "Safety Management System" that includes the adoption of a safety and
environmental protection policy setting forth instructions and procedures for
safe operation and describing procedures for dealing with emergencies. The
failure of a shipowner or bareboat charterer to comply with the ISM Code may
subject such party to increased liability, may decrease available insurance
coverage for the affected vessels, and may result in a denial of access to, or
detention in, certain ports. Currently, each of the Company's applicable vessels
is ISM code-certified. However, there can be no assurance that such
certification will be maintained indefinitely.
ENVIRONMENTAL REGULATIONS--OPA 90. OPA 90 establishes an extensive
regulatory and liability regime for the protection and cleanup of the
environment from oil spills. OPA 90 affects all owners and
42
<PAGE> 48
operators whose vessels trade to the United States or its territories or
possessions or whose vessels operate in United States waters, which include the
United States' territorial sea and its two hundred nautical mile exclusive
economic zone.
Under OPA 90, vessel owners, operators and bareboat (or "demise")
charterers are "responsible parties" and are jointly, severally and strictly
liable (unless the spill results solely from the act or omission of a third
party, an act of God or an act of war) for all containment and clean-up costs
and other damages arising from discharges or threatened discharges of oil from
their vessels. These other damages are defined broadly to include (i) natural
resources damages and the costs of assessment thereof, (ii) real and personal
property damages, (iii) net loss of taxes, royalties, rents, fees and other lost
revenues, (iv) lost profits or impairment of earning capacity due to property or
natural resources damage, (v) net cost of public services necessitated by a
spill response, such as protection from fire, safety or health hazards, and (vi)
loss of subsistence use of natural resources. OPA 90 limits the liability of
responsible parties to the greater of $1,200 per gross ton or $10 million per
tanker that is over 3,000 gross tons (subject to possible adjustment for
inflation). These limits of liability would not apply if the incident was
proximately caused by violation of applicable United States federal safety,
construction or operating regulations or by the responsible party's gross
negligence or willful misconduct, or if the responsible party fails or refuses
to report the incident or to cooperate and assist in connection with the oil
removal activities. The Company currently plans to continue to maintain for each
of its vessels pollution liability coverage in the amount of $700 million per
incident. A catastrophic spill could exceed the insurance coverage available, in
which event there could be a material adverse effect on the Company.
Under OPA 90, with certain limited exceptions, all newly built or converted
tankers operating in United States waters must be built with double-hulls, and
existing vessels which do not comply with the double-hull requirement must be
phased out over a 25-year period (1990-2015) based on size, age and hull
construction. Notwithstanding the phase-out period, OPA 90 currently permits
existing single-hull tankers to operate until the year 2015 if their operations
within United States waters are limited to discharging at the Louisiana
Off-Shore Oil Platform, or off-loading by means of lightering activities within
authorized lightering zones more than 60 miles off-shore.
OPA 90 requires owners and operators of vessels to establish and maintain
with the United States Coast Guard (the "Coast Guard") evidence of financial
responsibility sufficient to meet their potential liabilities under OPA 90. In
December 1994, the Coast Guard implemented regulations requiring evidence of
financial responsibility in the amount of $1,500 per gross ton for tankers,
coupling the OPA limitation on liability of $1,200 per gross ton with the
Comprehensive Environmental Response, Compensation, and Liability Act liability
limit of $300 per gross ton. Under the regulations, such evidence of financial
responsibility may be demonstrated by insurance, surety bond, self-insurance, or
guaranty. Under OPA 90, an owner or operator of a fleet of tankers is required
only to demonstrate evidence of financial responsibility in an amount sufficient
to cover the tanker in the fleet having the greatest maximum liability under OPA
90.
The Coast Guard's regulations concerning certificates of financial
responsibility provide, in accordance with OPA 90, that claimants may bring suit
directly against an insurer or guarantor that furnishes certificates of
financial responsibility; and, in the event that such insurer or guarantor is
sued directly, it is prohibited from asserting any contractual defense that it
may have had against the responsible party and is limited to asserting those
defenses available to the responsible party and the defense that the incident
was caused by the willful misconduct of the responsible party. Certain
organizations, which had typically provided certificates of financial
responsibility under pre-OPA 90 laws, including the major protection and
indemnity organizations, declined to furnish evidence of insurance for vessel
owners and operators if they are subject to direct actions or required to waive
insurance policy defenses.
The Coast Guard's regulations may also be satisfied by evidence of surety
bond, guaranty or by self-insurance. Under the self-insurance provisions, the
ship owner or operator must have a net worth and working capital, measured in
assets located in the United States against liabilities located anywhere in
43
<PAGE> 49
the world, that exceeds the applicable amount of financial responsibility. The
Company has complied with the Coast Guard regulations by providing a financial
guaranty from a related company evidencing sufficient self-insurance.
OPA 90 specifically permits individual states to impose their own liability
regimes with regard to oil pollution incidents occurring within their
boundaries, and some states have enacted legislation providing for unlimited
liability for oil spills. In some cases, states which have enacted such
legislation have not yet issued implementing regulations defining tanker owners'
responsibilities under these laws. The Company intends to comply with all
applicable state regulations in the ports where the Company's vessels call.
Owners or operators of tankers operating in United States waters are
required to file vessel response plans with the Coast Guard, and their tankers
are required to operate in compliance with their Coast Guard approved plans.
Such response plans must, among other things, (i) address a "worst case"
scenario and identify and ensure, through contract or other approved means, the
availability of necessary private response resources to respond to a "worst case
discharge," (ii) describe crew training and drills, and (iii) identify a
qualified individual with full authority to implement removal actions. The
Company has filed vessel response plans with the Coast Guard for the tankers
owned by the Company and has received approval of such plans for all vessels in
its fleet to operate in United States waters.
ENVIRONMENTAL REGULATION--OTHER ENVIRONMENTAL INITIATIVES. The European
Union is considering legislation that will affect the operation of tankers and
the liability of owners for oil pollution. It is impossible to predict what
legislation, if any, may be promulgated by the European Union or any other
country or authority.
Although the United States is not a party thereto, many countries have
ratified and follow the liability scheme adopted by the IMO and set out in the
International Convention on Civil Liability for Oil Pollution Damage, 1969, as
amended (the "CLC"), and the Convention for the Establishment of an
International Fund for Oil Pollution of 1971, as amended. Under these
conventions, a vessel's registered owner is strictly liable for pollution damage
caused on the territorial waters of a contracting state by discharge of
persistent oil, subject to certain complete defenses. Approximately one-quarter
of the countries that have ratified the CLC have increased the liability limits
through a 1992 Protocol to the CLC which has recently become effective. The
liability limits in the countries that have ratified this Protocol are currently
approximately $4.0 million plus approximately $566.0 per gross registered tonne
above 5,000 gross tonnes with an approximate maximum of $80.5 million, with the
exact amount tied to a unit of account which varies according to a basket of
currencies. The right to limit liability is forfeited under the CLC where the
spill is caused by the owner's actual fault or privity and, under the 1992
Protocol, where the spill is caused by the owner's intentional or reckless
conduct. Vessels trading to contracting states must provide evidence of
insurance covering the limited liability of the owner. In jurisdictions where
the CLC has not been adopted, various legislative schemes or common law govern,
and liability is imposed either on the basis of fault or in a manner similar to
the CLC.
TAXATION OF THE COMPANY
The following discussion is a summary of the principal Liberian tax laws,
Bahamian tax laws and U.S. federal income tax laws applicable to the Company.
The following discussion of tax matters, as well as the conclusions regarding
certain issues of tax law that are reflected in such discussion are based on
current law and upon the advice received by the Company from its counsel. Such
advice is based, in part, on representations made by officers of the Company,
some of which relate to anticipated future factual matters and circumstances. No
assurance can be given that changes in or interpretation of existing laws will
not occur or will not be retroactive or that anticipated future factual matters
and circumstances will in fact occur. The views of the Company and its counsels
have no binding effect or official status of any kind, and no assurance can be
given that the conclusions discussed below would be sustained if challenged by
taxing authorities.
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<PAGE> 50
UNITED STATES TAXATION
The following discussion is based on the advice of Watson, Farley &
Williams, special United States tax counsel to the Company. The following
discussion is based upon the provisions of the U.S. Internal Revenue Code of
1986, as amended (the "Code"), existing and proposed U.S. Treasury Department
regulations, administrative rulings and court decisions, all as of the date
hereof.
It is anticipated that substantially all of the gross income of the Company
will be derived from and attributable to the ownership, use and operation of
vessels in international commerce by Teekay's wholly-owned subsidiaries
(collectively, the "Subsidiaries" and individually, a "Subsidiary") and that
such income will principally consist of freights from the transportation of
cargoes and hire or lease from time or voyage charters and from the performance
of services directly related to the ownership, use and operation of such vessels
("Shipping Income"). Unless exempt from U.S. taxation under Section 883 of the
Code, the Subsidiaries' Shipping Income will be subject to U.S. federal income
taxation (in the manner discussed below) to the extent that such Shipping Income
is derived from sources within the United States.
Shipping Income that is attributable to transportation that begins or ends
(but that does not both begin and end) in the United States will be considered
to be 50% derived from sources within the United States. Shipping Income
attributable to transportation that begins and ends in the United States
("coastwise trade") will be considered to be 100% derived from sources within
the United States. The Subsidiaries will not generate 100% U.S. source Shipping
Income since their vessels are prohibited by law from engaging in coastwise
trade. All Shipping Income attributable to transportation exclusively between
non-U.S. ports will be considered to be 100% derived from sources outside the
United States. Shipping Income derived by the Subsidiaries from sources outside
the United States will not be subject to U.S. federal income tax.
Based upon the anticipated shipping operations of the Subsidiaries, their
vessels will be operated in various parts of the world, including to or from
U.S. ports. On average, in fiscal years 1998, 1997 and 1996, approximately 37%
of the Subsidiaries' gross revenues was attributable to the transportation of
cargoes to or from U.S. ports. Therefore, based on past experience, the Company
currently expects that on average, only 19% of the Subsidiaries Shipping Income
would be treated as derived from U.S. sources.
Management estimates that, should the Subsidiaries not qualify for the
Section 883 exemption described below, the Company's tax liability for fiscal
year 1998 would not be material.
THE CODE SECTION 883 EXEMPTION
The Company believes that both before as well as after the Offering, the
U.S. source Shipping Income derived by the Subsidiaries qualifies for exemption
from U.S. federal income tax under Section 883 of the Code.
A Subsidiary will qualify for the exemption under Code Section 883 if, in
relevant part, (i) it is organized in a foreign country that grants an
equivalent exemption from tax to corporations organized in the United States
("the country of organization requirement"), and (ii) more than 50% of the value
of its shares is treated as owned, directly or indirectly, by individuals who
are "residents" of such country or of another foreign country that grants an
equivalent exemption to corporations organized in the United States (the
"ownership requirement").
The U.S. Treasury Department has recognized Liberia, The Bahamas, Panama
and Australia as foreign countries that grant an equivalent exemption to U.S.
corporations. Since each of the Subsidiaries are incorporated or organized in
either Liberia, The Bahamas, Panama or Australia, each of the Subsidiaries
satisfies the country of organization requirement. Therefore, qualification for
exemption under Section 883 will depend solely upon whether the ownership
requirement is met.
The Company believes that the Subsidiaries can claim the benefit of the
special publicly traded rule of Section 883(c) to satisfy the ownership
requirement both before and after the Offering.
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<PAGE> 51
Under this rule, the capital stock of each Subsidiary will be deemed to be
owned by individual residents of Liberia (a qualifying foreign country as
described above) if Teekay's Common Stock is considered to be "primarily and
regularly traded on an established securities market" in the United States
("publicly traded test").
At present, there are no regulations promulgated under Section 883 that
define the term "primarily and regularly treated on an established securities
market." The U.S. Internal Revenue Service (the "IRS") has taken the position in
a technical advice memorandum that regulations issued under Code Section 884,
which contains a publicly-traded exception similar to that contained in Code
Section 883, should apply for purposes of determining whether the stock of a
corporation is "primarily and regularly traded on an established securities
market" under Code Section 883. The IRS, however, is not bound by, and taxpayers
cannot rely on, conclusions reached in a technical advice memorandum, although a
technical advice memorandum can indicate the current position of the IRS on the
legal issues addressed therein. For purposes of the discussion below, it is
assumed that principles similar to those contained in Section 884 regulations
will be applied under Section 883.
The Section 884 regulations provide in pertinent part, that stock of a
foreign corporation will be considered to be "primarily traded" on an
established securities market if the number of shares that are traded during any
taxable year on that market exceeds the number of shares traded during that year
on any other established securities market. Stock will be considered to be
"regularly traded" on such market if (i) stock representing 80% or more of the
issuer's outstanding shares (by voting power and value) is listed on such market
(the "80%" test); (ii) stock is traded on such market, other than in de minimus
quantities, on at least 60 days during the taxable year (the "trading frequency
threshold"); and (iii) the aggregate number of shares of stock traded is at
least 10% of the average number of shares outstanding during such year (the
"trading volume threshold"). The trading frequency threshold and the trading
volume threshold will be deemed satisfied if, as is the case here, stock is
traded on an established securities market in the United States and such stock
is regularly quoted by brokers and dealers making a market in the stock ("U.S.
securities market exception").
At present, the sole class of Teekay's stock that is issued and outstanding
is the Common Stock and the Common Stock is listed on the New York Stock
Exchange, which is an established securities market in the United States. Since
the Common Stock is not be listed or quoted on any other securities market, the
Common Stock must be considered to be "primarily" traded on such market. The
Common Stock should also be considered to be "regularly traded" on the New York
Stock Exchange since the 80% test is satisfied by virtue of 100% of the Common
Stock being listed on such Exchange and the trading frequency threshold and
tradiing volume threshold tests will be deemed satisfied as a result of the
applicability of the U.S. securities market exception.
Notwithstanding the foregoing, the Section 884 regulations provide, in
pertinent part, that stock will not be considered to be regularly traded on an
established securities market for any taxable year in which 50% or more of the
outstanding shares of such stock are owned (within the meaning of the
regulations) for more than 30 days during such taxable year by persons who each
own 5% or more of the value of the outstanding shares of such stock and who are
not "qualifying shareholders" for purposes of Section 884 (the "5% Override
Rule").
The Company believes, however, that the Subsidiaries' satisfaction of the
foregoing publicly traded test is not vitiated by the 5% Override Rule. This is
because each of the Cirrus Trust and the JTK Trust, which in the view of the
Company are "qualifying shareholders" for purposes of the Section 884
regulations, beneficially own, in the aggregate, more than 50% of the Common
Stock before the Offering and while, after the Offering, such ownership is
expected to drop to slightly below 50% on a fully-diluted basis, only one other
person is expected to own 5% or more and this person will own less than 10% in
total, of Teekay's Common Stock after the Offering. This, in and of itself in
each case, automatically precludes non-qualifying shareholders from owning 50%
or more of the Common Stock either before or after the Offering and thereby
triggering the 5% Override Rule.
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<PAGE> 52
Future regulations promulgated under Section 883, however, might adopt an
interpretation of the term "primarily and regularly traded on an established
securities market" that is inconsistent with the approach adopted by the
regulations under Section 884 or an interpretation of the term "qualifying
shareholder" for purposes of Section 883 that differs from the interpretation
set out immediately above. In either case, the Subsidiaries could thereby fail
to satisfy the ownership requirement.
Furthermore, while the Company is not aware of any plan by the Cirrus Trust
(other than this Offering) or the JTK Trust to dispose of any Common Stock, it
can give no assurance that the Cirrus Trust or JTK Trust may not do so in the
future and thereby make it possible for one or more persons that are not
qualifying shareholders for purposes of Section 884 to acquire sufficient
beneficial ownership of the outstanding shares of Common Stock to trigger the 5%
Override Rule and thereby preclude the Subsidiaries from satisfying the
ownership requirement of Section 883. The Subsidiaries' eligibility to satisfy
the ownership requirement could also be adversely affected by Teekay's issuance
of additional shares of Common Stock or other changes in its capitalization.
To the extent the Subsidiaries are unable to qualify for exemption from tax
under Section 883, their U.S. source Shipping Income will become subject to the
4% gross basis tax regime or, alternatively, to the net basis and branch tax
regime described below.
TAXATION IN ABSENCE OF CODE SECTION 883 EXEMPTION
4% GROSS BASIS TAX REGIME. To the extent the benefits of Section 883 are
unavailable, the U.S. source Shipping Income of the Subsidiaries, which is not
considered to be "effectively connected" with the conduct of a U.S. trade or
business (as discussed below), would be subject to a 4% tax imposed by Section
887 of the Code on a gross basis (without benefit of deductions). As discussed
above, the Company expects that substantially less than half of the
subsidiaries' gross Shipping Income will be considered U.S. source Shipping
Income. Therefore, the Company believes that the maximum effective rate of U.S.
federal income tax on the subsidiaries' gross Shipping Income would not exceed
2%. The Company does not expect that any potential liability it may have with
respect to its U.S. source Shipping Income for prior years would be material in
amount.
NET BASIS AND BRANCH TAX REGIME. To the extent the benefits of the Section
883 exemption are unavailable and the U.S. source Shipping Income of the
Subsidiaries is considered to be "effectively connected" with the conduct of a
U.S. trade or business (as described below), any such "effectively connect" U.S.
source Shipping Income, net of applicable deductions would be subject to the
U.S. federal corporate income tax currently imposed at rates of up to 35%. The
U.S. source Shipping Income of the Subsidiaries would be considered "effectively
connected" with the conduct of a U.S. trade or business only if: (i) the
Subsidiaries have (or are considered to have) a fixed place of business in the
United States involved in the earning of Shipping Income and (ii) substantially
all of the U.S. source Shipping Income of the Subsidiaries is attributable to
regularly scheduled transportation, such as the operation of a vessel that
follows a published schedule with repeated sailings at regular intervals between
the same points for voyages that begin or end in the United States. In addition
to the general corporate tax, the Subsidiaries may be subject to the 30%
"branch-level" taxes on earnings effectively connected with the conduct of such
trade or business, as determined after allowance for certain adjustments, and on
certain interest paid or deemed paid attributable to the conduct of their U.S.
trade or business.
The Company does not intend to have (or permit circumstances which would
result in it having) any of the Subsidiaries' vessels operating to the United
States on a regularly scheduled basis or having (or being considered to have) an
office or other fixed place of business in the United States involved in the
earning of Shipping Income. Based on the foregoing and on the expected mode of
the Company's shipping operations and other activities as described in this
Prospectus, it is U.S. counsel's opinion that none of the U.S. source Shipping
Income of the Company will be "effectively connected" with the conduct of a U.S.
trade or business.
GAIN ON SALE OF VESSELS. To the extent the vessel of any Subsidiary makes
more than an occasional voyage to U.S. ports, that Subsidiary may be considered
to be engaged in the conduct of a
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<PAGE> 53
U.S. trade or business. As a result, except to the extent such gain falls within
the scope of the Section 883 exemption, any U.S. source gain on the sale of a
Subsidiary's vessel may be partly or wholly subject to U.S. federal income tax
as "effectively connected" income (determined under rules different from those
discussed above) under the above described net basis and branch tax regime.
However, the Company intends to structure sales of Subsidiary vessels in such a
manner, including but limited to effecting the sale and delivery of vessels
outside of the United States, as to not give rise to U.S. source gain.
LIBERIAN TAXATION
Based on the advice of Watson, Farley & Williams, Liberian tax counsel to
the Company, because Teekay does not expect that it and its subsidiaries will
conduct business or operations in the Republic of Liberia, Teekay and its
subsidiaries will not be subject to taxation under the laws of the Republic of
Liberia, and distributions by its subsidiaries to Teekay will not be subject to
Liberian tax.
BAHAMIAN TAXATION
Based on the advice of Graham, Thompson & Co., Bahamian counsel to the
Company, Teekay and its subsidiaries will not be subject to taxation under the
laws of The Bahamas, and distributions by its subsidiaries to Teekay also will
not be subject to any Bahamian tax.
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<PAGE> 54
MANAGEMENT
The directors, executive officers and senior management of the Company are
listed below:
<TABLE>
<CAPTION>
NAME AGE POSITION
---- --- --------
<S> <C> <C>
Karlshoej, Axel 57 Director and Chairman of the Board
Moller, Bjorn 40 Director, President and Chief Executive Officer
Coady, Arthur F. 64 Director, EVP and General Counsel
Dingman, Michael D. 66 Director
Feder, Morris L. 81 Director
Hsu, Steve G. K. 64 Director
Hsu, Thomas Kuo-Yuen 51 Director
Adams, John 42 Managing Director (Glasgow)
Alsleben, Veronica A. E. 47 Managing Director (London)
Antturi, Peter S. 39 VP, Treasurer and Chief Financial Officer (Vancouver)
Bendy, Paul 44 Managing Director (Australia)
Blair, Esther E. 43 Secretary (Nassau)
Chad, Greg 46 VP, Corporate Services (Vancouver)
Glendinning, David 44 VP, Marine and Commercial Operations (Vancouver)
Lok, Vincent C. 30 Controller (Vancouver)
Meldgaard, Mads T. 33 VP, Chartering (Vancouver)*
Murphy, Justin 37 Managing Director (Singapore)**
Nagao, Yoshio 51 Managing Director (Tokyo)
Patwardhan, Vinay S. 56 President, Marine Operations (Vancouver)
</TABLE>
- ------------
* Promotion to indicated position to become effective July 1998.
** Promotion to indicated position to become effective August 1998.
Certain biographical information about each of these individuals is set
forth below:
JOHN ADAMS joined the Company in April 1998 as Managing Director of the
newly established Glasgow Office, where Mr. Adams heads the Company's crewing
and crew training activities. Prior to joining Teekay, Mr. Adams served for nine
years as Managing Director of Teekay Norbulk, a joint venture between the
Company and Norbulk Agencies. Mr. Adams has over 22 years' experience in the
crewing and ship management business.
VERONICA A. E. ALSLEBEN has been employed in ship chartering since 1973.
She joined the Company in 1989 as chartering manager and was subsequently
promoted to her current position as Managing Director (London). Prior to joining
the Company, Ms. Alsleben served as Vice President of a chartering office of an
international tanker company in New York City for five years.
PETER S. ANTTURI joined the Company in September 1991 as Manager,
Accounting and was promoted to the position of Controller in March 1992, and to
his current position of Vice President, Treasurer and Chief Financial Officer in
October 1997. Prior to joining the Company, Mr. Antturi held various accounting
and finance roles in the shipping industry since 1985.
PAUL BENDY joined the Company in December 1997 as Managing Director of the
Australia office in connection with the acquisition by the Company of an
Australian affiliate of Caltex Petroleum. From 1993 to December 1997, Mr. Bendy
held a variety of senior management positions within the Caltex Petroleum
organization, including in shipping operations management. Prior to 1993, Mr.
Bendy served for 13 years as a Marine Engineer for Caltex.
ESTHER E. BLAIR joined the Company in June 1988. In 1991, she was appointed
to the position of Secretary.
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<PAGE> 55
GREG CHAD joined the Company in August 1991 as Manager, Personnel. He was
promoted in June 1993 to Director, Personnel and in March 1995 to his current
position of Vice President, Corporate Services. Mr. Chad has held a number of
senior human resources and administration roles in the transportation and
communication industries since 1976.
ARTHUR F. COADY is an Executive Vice President and the General Counsel of
the Company. He has served as a Director of Teekay since 1989. He joined the
Company after 30 years in private law practice in Canada, having specialized in
corporate and commercial law. In July 1995, Mr. Coady was appointed as a
Director of the Bahamas Maritime Authority.
MICHAEL D. DINGMAN is a private investor, industrial company executive and
corporate director. He has served as a Director of Teekay since May 1995. He is
Chairman and Chief Executive Officer of The Shipston Group Limited, a
diversified international holding company, and a Director of Fisher Scientific
International Inc. and of Ford Motor Company. Mr. Dingman also serves as
Director/Executive to a number of other industrial concerns.
MORRIS L. FEDER is President of Worldwide Cargo Inc., a New York based
chartering firm. Mr. Feder has been employed in the shipping industry in excess
of 48 years, of which 43 were spent with Maritime Overseas Corporation, from
which he retired as Executive Vice President and Director in December 1991. He
has also served as Senior Vice President and Director of Overseas Shipholding
Group Inc. and was a member of the Finance and Development Committee of the
Board of Directors of such company. He has served as a Director of Teekay since
June 1993. Mr. Feder is a member of the American Bureau of Shipping, the
Connecticut Maritime Association and the Association of Shipbrokers and Agents
USA Inc., as well as being a member of the Board of Directors of American Marine
Advisors, Inc.
CAPTAIN DAVID GLENDINNING joined the Chartering Department of the Company's
London office in January 1987. Since then, he has worked in a number of senior
positions within the organization, including Vice President, Commercial
Operations, a position he held for two years prior to his January 1995 promotion
to the position of Vice President, Marine and Commercial Operations. Captain
Glendinning has 18 years' sea service on oil tankers of various types and sizes
and is a Master Mariner with British Class 1 Foreign Going Certificate of
Competency.
STEVE G. K. HSU is Chairman of Oak Maritime (H.K.) Inc., Limited, a ship
management company based in Hong Kong. Mr. Hsu is a Standing Supervisor of the
National Association of Chinese Shipowners, Taiwan, a member of the American
Bureau of Shipping, and a council member of the International General Committee
of Bureau Veritas. He has served as a Director of Teekay since June 1993.
THOMAS KUO-YUEN HSU has served 26 years with, and is presently Executive
Director of, Expedo & Company (London) Ltd., which is part of the Expedo Group
of Companies that manages a fleet of seven vessels, ranging in size from 30,000
dwt to 280,000 dwt. He has been a Committee Director of the Britannia Steam Ship
Insurance Association Limited since 1988, and a Lloyd's Underwriting Member
since 1983. He has served as a Director of Teekay since June 1993.
AXEL KARLSHOEJ is President of Nordic Industries, a California general
construction firm with whom he has served for the past 25 years. He is the older
brother of the late J. Torben Karlshoej, the founder of the Company. He has
served as a Director and Chairman of the Board of Teekay since June 1993.
VINCENT C. LOK joined the Company in June 1993 as a financial analyst and
was promoted to the position of Assistant Controller in July 1995, and to his
current position of Controller in October 1997. Prior to joining the Company,
Mr. Lok worked in the audit practice of Deloitte & Touche, Chartered
Accountants, for four years.
MADS T. MELDGAARD joined the Company's Chartering Department in January
1986 and served in the European and Singapore offices until December 1991, when
he was appointed Chartering Manager in the Vancouver office. In January 1994, he
was promoted to the position of General Manager, Chartering, and
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<PAGE> 56
then to Managing Director (Singapore) in September 1995. Effective July 1998,
Mr. Meldgaard will become Vice President, Chartering, based in Vancouver.
BJORN MOLLER succeeded Captain James Hood as President and Chief Executive
Officer in April 1998. Mr. Moller has over 20 years experience in shipping and
has served in senior management positions with the Company for more than 10
years. He has headed the Company's overall operations since January 1997,
following his promotion to the position of Chief Operating Officer. Prior to
this, Mr. Moller headed the Company's global chartering operations and business
development activities.
JUSTIN MURPHY joined the Company in October 1990 and has held various
positions in the Company's operations and chartering departments. Mr. Murphy is
currently serving as General Manager of Business Development at the Company's
Vancouver office and, in August 1998, he will assume the position of Managing
Director of the Company's Singapore office. Mr. Murphy has been employed in the
chartering business for the past 20 years and is a Member of the Institute of
Chartered Shipbrokers (MICS).
YOSHIO NAGAO has been employed in the shipping industry for the past 31
years and is qualified as a Chief Engineer. He joined the Company from Sanko
Steamship Co. Ltd., a Japanese ship owning company, where he served as Manager
of their Technical Department. Mr. Nagao has served as Managing Director (Tokyo)
since joining the Company in 1985.
CAPTAIN VINAY S. PATWARDHAN has held senior positions with the Company
since joining the organization in 1981, including Vice President, Ship
Management, a position he held from January 1986 through January 1995, when he
was promoted to his current position of President, Marine Operations. Captain
Patwardhan has been employed in the shipping industry for the past 37 years,
having experience in crude tanker, product carrier, O/B/O, ore oiler, container,
general cargo and bulk carrier operations, with 11 years of command experience.
Captain Patwardhan is a Master Mariner with Foreign Going Certificate of
Competency.
EXECUTIVE COMPENSATION
The aggregate annual compensation paid to the 14 executive officers and
senior managers listed above was $2,428,797 for fiscal 1998, a portion of which
was attributable to payments made pursuant to bonus plans of the Company, which
consider both Company and individual performance for a given period. Currently,
the non-employee directors of Teekay receive, in the aggregate, approximately
$100,000 for their services and reimbursement of their out-of-pocket expenses in
each fiscal year during which they are directors of Teekay. In fiscal 1998, the
Company contributed an aggregate amount of $155,130 to provide pension and
similar benefits for the 14 executive officers and senior managers listed above.
Teekay's 1995 Stock Option Plan (the "Plan") entitles certain eligible
officers, key employees (including senior sea staff), and directors of the
Company to receive options to acquire Common Stock of Teekay. As of April 30,
1998, a total of 1,843,135 shares of Common Stock had been reserved for issuance
under the Plan. As of such date, options to purchase a total of 1,160,251 shares
of Common Stock were outstanding, with options to purchase a total of 564,267
shares then exercisable and with the directors and the 14 executive officers and
senior managers listed above holding options to purchase a total of 554,375
shares, of which 325,375 are exercisable. The outstanding options are
exercisable at prices ranging from $21.50 to $33.50 per share, with a weighted
average exercise price of $26.67 per share, and expire between July 19, 2005 and
June 13, 2007, ten years after the date of grant.
51
<PAGE> 57
PRINCIPAL AND SELLING STOCKHOLDER
The following table sets forth certain information regarding ownership of
Teekay's Common Stock as of May 11, 1998 and as adjusted to give effect to the
Offering by (i) the Selling Stockholder, (ii) each owner of 10% or more of the
Common Stock and (iii) all officers and directors of Teekay as a group:
<TABLE>
<CAPTION>
COMMON STOCK OWNED PRIOR NUMBER OF COMMON STOCK OWNED AFTER
TO THE OFFERING SHARES TO BE THE OFFERING
------------------------- SOLD IN --------------------------
IDENTITY OF PERSON OR GROUP NUMBER PERCENTAGE THE OFFERING NUMBER PERCENTAGE(2)
- --------------------------- ----------- ----------- ------------ ---------- -------------
<S> <C> <C> <C> <C> <C>
Cirrus Trust............... 18,627,397 64.6% 4,200,000 14,427,397 45.6%
JTK Trust.................. 2,888,293 10.0% -- 2,888,293 9.1%
All officers and directors
as a group (19
persons)(1).............. * * -- * *
</TABLE>
- ------------
(1) Excludes outstanding options to purchase up to 554,375 shares of Common
Stock.
(2) On a fully diluted basis after giving effect to the Offering, Cirrus Trust
and JTK Trust will own approximately 44.0% and 8.8%, respectively; Cirrus
Trust will own approximately 40.8% if the Underwriters' overallotment option
is exercised in full.
* Less than one percent of outstanding shares.
The activities of Cirrus Trust and JTK Trust are under the common
supervision of Messrs. Coady, Karlsboej and Thomas Hsu, directors of Teekay, and
Mr. Shigeru Matsui, President of Matsui & Company, a Tokyo based ship brokerage
firm. The beneficiaries of such trusts include charitable institutions and
affiliated trusts.
DESCRIPTION OF CERTAIN INDEBTEDNESS
The following is a summary of certain indebtedness of the Company. Such
summary is qualified in its entirety by reference to the full text of the
documents which govern the transactions so summarized.
As of March 31, 1998, the subsidiaries of Teekay had obligations for
outstanding indebtedness for borrowed money under existing credit agreements in
the aggregate principal amount of $376.7 million, all of which is guaranteed by
Teekay. In addition, Teekay had indebtedness of $123.7 million of its 9 5/8%
Notes and $225.0 million of its 8.32% Notes. After giving effect to the Offering
and the application of the estimated net proceeds to the Company therefrom, the
Company's indebtedness, on a consolidated basis, would be approximately $652.7
million. See "Use of Proceeds." The following chart indicates, on a consolidated
basis after giving effect to the Offering and the application of the proceeds to
the Company therefrom, the aggregate principal amount of indebtedness that will
be due and payable in upcoming fiscal years of the Company.
<TABLE>
<CAPTION>
FISCAL YEAR AMOUNT FISCAL YEAR AMOUNT
----------- ------ ----------- ------
<S> <C> <C> <C>
1999 $27.9 million 2004 $135.6 million
2000 $28.1 million 2005 $ 72.5 million
2001 $30.5 million 2006 $121.5 million
2002 $62.3 million 2007 $ 48.5 million
2003 $72.2 million 2008 and thereafter $ 53.6 million
</TABLE>
Credit agreements, and guarantees executed by Teekay in connection
therewith, contain various covenants which restrict the operations of the
obligors and Teekay. Such credit agreements and guarantees contain covenants
which require the obligors thereunder or Teekay, as the case may be, to conduct
their operations, including, for such obligors, the operations of their
respective vessels, in accordance with certain standards set forth in such
credit agreements or guarantees, as the case may be. The Company's Revolver
(discussed below) contains a "hull covenant" which requires the obligors to
deliver additional collateral to the lenders under such credit agreement, or
prepay a certain amount of
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<PAGE> 58
the indebtedness under such credit agreement, in the event that the value of the
subject vessels falls below a fixed percentage of the amount of the indebtedness
under such credit agreement then outstanding. The percentage at which the
combined value of the subject vessels must remain is 120% of the outstanding
indebtedness under the Revolver, with the percentage increasing to 130% over the
term of the Revolver. The Company believes that as of March 31, 1998 it was in
compliance with all of the covenants in effect at that time.
In addition to the hull covenants, certain of the credit agreements
prohibit the payment of dividends by, or the making of distributions from, the
respective obligors during the time in which any of the indebtedness thereunder
remains outstanding.
In July 1993, Teekay issued $175.0 million of its 9 5/8% Notes in a private
placement. In December 1993, Teekay completed, pursuant to a registration rights
agreement, an exchange offer whereby such privately-placed Notes were, at the
option of each holder, exchanged for Notes registered under the Securities Act.
The 9 5/8% Notes are collateralized by first preferred mortgages granted on six
of the Company's Aframax tankers, together with certain other related
collateral, and are guaranteed by the subsidiaries of Teekay that own the six
mortgaged vessels. The 9 5/8% Notes are subject to a sinking fund, which since
July 15, 1997 retires $25.0 million principal amount of the 9 5/8% Notes on each
July 15. The 9 5/8% Notes are not listed for trading on any foreign or United
States exchange and there is currently no regular trading market for such Notes.
The Company intends to use the net proceeds it receives from the Offering,
together with cash on hand, to redeem all of the outstanding the 9 5/8% Notes
pursuant to the terms thereof.
In January 1996, Teekay issued $225.0 million of its 8.32% Notes in a
public offering registered under the Securities Act. The 8.32% Notes currently
are collateralized by first preferred mortgages granted on seven of the
Company's Aframax tankers, together with certain other related collateral, and
are guaranteed by the subsidiaries of Teekay that own the seven mortgaged
vessels. The 8.32% Notes are subject to a sinking fund, which will retire $45.0
million principal amount of the 8.32% Notes on each February 1, commencing
February 1, 2004. The 8.32% Notes are listed for trading on the New York Stock
Exchange.
In January 1998, the Company negotiated a reducing revolving credit
facility (the "Revolver") with nine commercial banks providing for borrowings of
up to $200.0 million in order to refinance certain indebtedness of the Company
and to provide working capital. The Revolver is secured by first priority
mortgages granted on eight of the Company's Aframax tankers, together with
certain other related collateral, and a guarantee from Teekay for all amounts
outstanding under the Revolver. The original commitment amount will be reduced
in 16 semiannual instalments commencing July 1998. A final balloon payment is
due coincident with the final semi-annual reduction. Interest payments are based
on LIBOR plus a specified margin which is dependent on the capital structure of
the Company, as calculated on a quarterly basis.
CERTAIN TRANSACTIONS WITH RELATED PARTIES
Prior to the Offering, approximately 74.6% of the issued and outstanding
shares of Teekay voting common stock has been owned by the Selling Stockholder
and an affiliated trust which are under the common supervision of Messrs. Coady,
Karlshoej, and Thomas Hsu, directors of Teekay, and Mr. Shigeru Matsui,
President of Matsui & Company, a Tokyo based ship brokerage firm. Upon
consummation of the Offering, the Selling Stockholder and the affiliated trust
will own approximately 54.7% (approximately 51.4% if the Underwriters'
over-allotment option is exercised in full) of the issued and outstanding shares
of Teekay voting common stock.
In April 1993, Teekay acquired all of the issued and outstanding shares of
common stock of Palm Shipping Inc. from an affiliate of Teekay for a nominal
purchase price, plus an amount to be paid at a later date (up to a maximum of
$5.0 million plus accrued interest), contingent upon certain future events. The
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payment of such purchase price by Teekay shall not occur until after the 9 5/8%
Notes have been paid in full.
SHARES ELIGIBLE FOR FUTURE SALE
As of April 30, 1998, 28,833,765 shares of Common Stock were outstanding
15,042,000 shares (16,092,000 shares if the Underwriters' over-allotment option
is exercised in full) of which have been, or in connection with the Offering
will be, registered under the Securities Act and are, or after the Offering will
be, freely transferable without restriction under the Securities Act, except for
any such shares which may be held by an "affiliate" of the Company, as that term
is defined under Rule 144 of the Securities Act. Substantially all of the
remaining shares of Common Stock outstanding are eligible for sale in the United
States pursuant to Rule 144 (subject generally to volume and other restrictions
set forth therein) under the Securities Act or outside the United States under
Regulation S under the Securities Act, subject to the agreement with
representatives of the Underwriters described below with respect to shares held
by the Selling Stockholder or an affiliated trust.
In general, under Rule 144 as currently in effect, a person (or persons
whose shares are aggregated), including an affiliate, who has beneficially owned
"restricted securities" (i.e., shares issued in private transactions not
involving a public offering) for at least one year will be entitled to sell,
within any three-month period, a number of shares that does not exceed the
greater of (i) 1% of the then outstanding shares of Teekay's Common Stock
(approximately 316,328 immediately after the Offering) or (ii) an amount equal
to the average weekly reported volume of trading in such shares on all national
securities exchanges and/or reported through the automated quotation system of
registered securities associations during the four calendar weeks preceding the
date on which notice of the sale is filed with the Commission. Sales pursuant to
Rule 144 are also subject to certain other requirements regarding the manner of
sale, notice and availability of current public information about Teekay. A
person (or persons whose shares are aggregated) who is not deemed to have been
an affiliate of Teekay at any time during the three months immediately preceding
the sale is entitled to sell restricted securities pursuant to Rule 144(k)
without regard to the limitations described above, provided that two years have
expired since the later of the date on which such restricted securities were
acquired from Teekay or the date they were acquired from an affiliate of Teekay.
As defined in Rule 144, an "affiliate" of an issuer is a person that directly,
or indirectly through one or more intermediaries, controls, or is controlled by,
or is under common control with, such issuer.
All of the 1,843,135 shares reserved for issuance under the Company's 1995
Stock Option Plan have been registered under the Securities Act on a Form S-8
Registration Statement. Accordingly, the shares issued upon exercise of options
granted under the 1995 Stock Option Plan will be freely transferable unless held
by an affiliate of the Company. As of April 30, 1998, a total of 1,160,251
shares were subject to outstanding options with a weighted average exercise
price of $26.67 per share. See "Management--Executive Compensation." An
additional 2,000,000 shares have been registered for issuance under the
Company's Dividend Reinvestment Plan, 837,634 shares of which had been issued as
of April 30, 1998.
Teekay has granted the Selling Stockholder and an affiliated trust
(collectively, the "Trusts") certain registration rights with respect to the
Common Stock owned by them. Pursuant to the registration rights agreement, the
Trusts have the right, subject to certain terms and conditions, to require
Teekay, on up to two separate occasions in addition to the Offering, to register
under the Securities Act shares of Common Stock held by them for offer and sale
to the public (including by way of underwritten public offering) and to join in
any registration of Common Stock of Teekay. Exercise by the Trusts of their
rights under such agreement could result in the distribution of substantial
amounts of Common Stock, including distributions in underwritten public
offerings.
Teekay and the Trusts have agreed that during the period beginning from the
date of this Prospectus and continuing to and including the date 180 days after
the date of the Prospectus, not to offer, sell, contract to sell or otherwise
dispose of any securities of the Company (other than pursuant to employee
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stock option plans existing on the date of this Prospectus) which are
substantially similar to the shares of the Common Stock or which are convertible
or exchangeable into securities which are substantially similar to the shares of
the Common Stock without the prior written consent of Goldman, Sachs & Co.,
except for the shares of Common Stock offered in connection with the concurrent
U.S. and international offerings.
No prediction can be made as to the effect, if any, that future sales of
Common Stock or the availability of shares for sale will have on the market
price of the Common Stock prevailing from time to time. Nevertheless, sales of
substantial amounts of the Common Stock in the public market (including shares
issued upon the exercise of stock options), or the perception that such sales
may occur, could adversely affect prevailing market prices for the Common Stock.
DESCRIPTION OF CAPITAL STOCK
Under the Articles of Incorporation of Teekay, as amended (the "Articles"),
the authorized capital stock of Teekay consists of 125 million shares of Common
Stock, no par value per share, of which 28,833,765 shares were issued and
outstanding as of April 30, 1998, and 25 million shares of undesignated
preferred stock (the "Preferred Stock"), of which no shares are issued and
outstanding. Assuming no stock options are exercised after April 30, 1998, upon
consummation of the Offering, 31,633,765 shares of Common Stock will be issued
and outstanding.
COMMON STOCK
Each outstanding share of Common Stock entitles the holder thereof to one
vote on all matters submitted to a vote of stockholders. Subject to preferences
that may be applicable to any outstanding shares of Preferred Stock, holders of
Common Stock are entitled to receive ratably such dividends, if any, as may be
declared from time to time by the Board of Directors out of funds legally
available therefor. See "Dividend Policy." Holders of Common Stock generally do
not have conversion, redemption or preemptive rights to subscribe to any
securities of Teekay. All outstanding shares of Common Stock are, and the shares
to be sold in this Offering when issued and paid for will be, fully paid and
nonassessable. The rights, preferences and privileges of holders of Common Stock
are subject to the rights of the holders of any shares of Preferred Stock which
Teekay may issue in the future.
OTHER MATTERS
SALES OF ASSETS, MERGERS AND DISSOLUTION. Under the Liberian Business
Corporation Act, the sale of all or substantially all of Teekay's assets not
made in the usual or regular course of Teekay's business or the non-judicial
dissolution and liquidation of Teekay are required to be approved by the holders
of 66 2/3% of the outstanding shares of Common Stock. Holders of one-half of the
outstanding shares of Common Stock may institute judicial dissolution
proceedings in accordance with the Liberian Business Corporation Act. In the
event of the dissolution of Teekay, the holders of the Common Stock will be
entitled to share pro rata in the net assets of Teekay available for
distribution to them, after payment to all creditors and the liquidation
preferences of any outstanding preferred stock of Teekay. Under the Liberian
Business Corporation Act, a merger or consolidation involving Teekay (other than
with subsidiaries at least 90% of whose shares are owned by Teekay) is required
to be approved by the holders of a majority of the outstanding shares of Common
Stock.
Under the Liberian Business Corporation Act, amendments to the articles of
incorporation of a Liberian company may be authorized by vote of the holders of
a majority of all outstanding shares. However, in the case of provisions in
articles of incorporation requiring the approval of a super-majority of the
members of the board of directors or outstanding shares of Common Stock as a
condition to the taking of specified corporate actions, the Liberian Business
Corporation Act requires the approval of holders of 66 2/3% of the outstanding
shares of Common Stock entitled to vote thereon, or of such greater proportion
of shares, or class or series of shares, as may be provided specifically in the
Articles of Incorporation for the addition, deletion or amendment of any of such
provisions.
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DIRECTORS. Pursuant to Teekay's Bylaws, directors of Teekay are elected
annually by a majority of the votes cast by shareholders entitled to vote, and
cumulative voting is not permitted. Teekay has an audit committee composed of
Messrs. Michael Dingman, Morris Feder, Steve Hsu and Thomas Hsu, all of whom are
non-employee directors of Teekay.
DISSENTERS' RIGHTS OF APPRAISAL AND PAYMENT. Under the Liberian Business
Corporation Act, shareholders of Teekay have the right to dissent from various
corporate actions, including any merger or sale of all or substantially all of
the assets of Teekay not made in the usual course of its business, and receive
payment of the fair value of their shares. In the event of any further amendment
of the Articles, a shareholder also has the right to dissent and receive payment
for his or her shares if the amendment alters certain rights in respect of those
shares. A condition for such payment is that the dissenting shareholders follow
the procedures set forth in the Liberian Business Corporation Act. In the event
that Teekay and any dissenting shareholders fail to agree on a price for the
shares, such procedures involve, among other things, the institution of
proceedings in the circuit court in the judicial circuit in Liberia in which
Teekay's Liberian office is situated. The value of the shares of the dissenting
shareholder is fixed by the court after reference, if the court so elects, to
the recommendations of a court-appointed appraiser.
SHAREHOLDERS' DERIVATIVE ACTIONS. Under the Liberian Business Corporation
Act, any shareholder of Teekay may bring action in the name of Teekay to procure
a judgment in its favor (a "derivative action"), provided that such shareholder
is a holder of Common Stock both at the time the derivative action is commenced
and at the time of the transaction to which the action relates.
REGISTRAR AND TRANSFER AGENT
The Registrar and Transfer Agent for the Common Stock is The Bank of New
York.
PREFERRED STOCK
Teekay's Board of Directors may, without further action by Teekay's
stockholders, from time to time, direct the issuance of shares of Preferred
Stock in series and may, at the time of issuance, determine the rights,
preference, and limitations of each such series. Satisfaction of any dividend
preferences of outstanding shares of Preferred Stock would reduce the amount of
funds available for the payment of dividends on shares of Common Stock. Holders
of shares of Preferred Stock may be entitled to receive a preference payment in
the event of any liquidation, dissolution or winding-up of Teekay before any
payment is made to the holders of shares of Common Stock. Under certain
circumstances, the issuance of shares of Preferred Stock may render more
difficult or tend to discourage a merger, tender offer, proxy contest, the
assumption of control by a holder of a large block of Teekay's securities or the
removal of incumbent management. The Board of Directors of Teekay, without
stockholder approval, may issue shares of Preferred Stock with voting and
conversion rights which could adversely affect the holders of shares of Common
Stock. Upon completion of the Offering, there will be no shares of Preferred
Stock outstanding, and Teekay has no current intention to issue any shares of
Preferred Stock.
TAX CONSIDERATIONS
UNITED STATES TAX CONSIDERATIONS
In the opinion of Perkins Coie, special U.S. tax counsel to the Company,
the summary below of U.S. federal income tax considerations describes the
material U.S. federal income tax matters expected to be relevant to U.S. Holders
(as defined below) who hold the Common Stock as a capital asset. The following
discussion of U.S. federal income tax matters, and the conclusions regarding
certain issues of U.S. federal income tax law that are reflected in that
discussion, are based upon the United States Internal Revenue Code of 1986, as
amended (the "Code"), existing and proposed regulations thereunder, and
administrative and judicial interpretation thereof, all as at the date hereof,
and upon certain representations made by officers of the Company, some of which
relate to anticipated future
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factual matters and circumstances. No assurance can be given that changes in
existing laws or regulations or their interpretation will not occur, or that
such changes will not be retroactive, or that anticipated factual matters and
circumstances will in fact occur. The Company's and special U.S. tax counsel's
views have no binding effect or official status of any kind, and no assurance
can be given that the conclusions discussed below would be sustained by a court
if challenged by the Internal Revenue Service. In addition, as indicated below,
special U.S. tax counsel is unable to opine as to certain issues due to
substantial legal or factual uncertainties.
As used herein, the term "U.S. Holder" means a beneficial owner of Common
Stock who or that is for U.S. federal income tax purposes (i) a citizen or
individual resident of the United States, (ii) a corporation or partnership
created or organized in or under the laws of the United States or any political
subdivision thereof, (iii) an estate, the income of which is subject to U.S.
federal income taxation regardless of its source, or (iv) a trust, if both (A) a
U.S. court is able to exercise primary supervision over the administration of
the trust, and (B) one or more of U.S. persons have the authority to control all
substantial decisions of the trust.
Purchasers of the Common Stock offered hereby may be required to pay stamp
taxes and other charges, if any, in accordance with the laws and practices of
the locality of purchase in addition to the initial public offering price of the
Common Stock set forth on the cover page hereof.
THE DISCUSSION BELOW IS A SUMMARY FOR GENERAL INFORMATION ONLY AND DOES NOT
ADDRESS POTENTIAL TAX EFFECTS RELEVANT TO THE COMPANY OR THOSE TAX
CONSIDERATIONS THAT DEPEND UPON CIRCUMSTANCES SPECIFIC TO EACH INVESTOR. IN
ADDITION, THIS DISCUSSION DOES NOT ADDRESS THE TAX CONSEQUENCES THAT MAY BE
RELEVANT TO PARTICULAR INVESTORS SUBJECT TO SPECIAL TREATMENT UNDER CERTAIN U.S.
FEDERAL INCOME TAX LAWS, SUCH AS ANY U.S. HOLDER WHO OWNS, DIRECTLY OR
INDIRECTLY, 10% OR MORE OF THE COMBINED VOTING POWER OF ALL CLASSES OF STOCK OF
THE COMPANY, CERTAIN U.S. EXPATRIATES, HOLDERS WHO DO NOT HOLD THE COMMON STOCK
AS A CAPITAL ASSET, U.S. HOLDERS WHOSE FUNCTIONAL CURRENCY IS NOT THE U.S.
DOLLAR, DEALERS IN SECURITIES, TAX-EXEMPT ENTITIES, BANKS, INSURANCE COMPANIES
AND NON-U.S. HOLDERS. PURCHASERS OF THE COMMON STOCK SHOULD THEREFORE SATISFY
THEMSELVES AS TO THE OVERALL TAX CONSEQUENCES OF THEIR OWNERSHIP OF THE COMMON
STOCK, INCLUDING THE STATE, LOCAL AND FOREIGN TAX CONSEQUENCES THEREOF (WHICH
ARE NOT REVIEWED HEREIN), AND SHOULD CONSULT THEIR OWN TAX ADVISORS WITH RESPECT
TO THEIR PARTICULAR CIRCUMSTANCES.
U.S. TAXATION OF U.S. HOLDERS OF COMMON STOCK
General
Subject to the discussion under "Special Tax Provisions" below, dividends
paid by Teekay on the Common Stock will be taxable to U.S. Holders of Common
Stock as ordinary income to the extent such dividends are paid out of the
current or accumulated earnings and profits of Teekay (as determined for U.S.
federal income tax purposes). Any distribution by Teekay in excess of the
current and accumulated earnings and profits of Teekay will be treated first as
a return of capital which will reduce the U.S. Holder's adjusted basis in the
Common Stock (but not below zero). To the extent such a distribution exceeds the
U.S. Holder's adjusted basis in the Common Stock, the distribution will
constitute capital gain from the sale or exchange of property. Dividends
received on the Common Stock from Teekay by a corporate holder will generally
not be eligible for the dividends received deduction.
A U.S. Holder may be subject to backup withholding at the rate of 31% with
respect to certain payments to such holder, such as proceeds of a sale,
redemption or other disposition of Common Stock (and in certain situations,
dividends thereon), unless such holder (i) is a corporation or comes within
certain other exempt categories and, when required, demonstrates that fact or
(ii) provides a correct taxpayer identification number, certifies as to no loss
of exemption from backup withholding and otherwise complies with applicable
requirements of the rules. In addition, such payments, including
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dividends, may be subject to information reporting. A U.S. Holder who does not
provide the Company with the holder's correct taxpayer identification number may
be subject to penalties. Any amount of backup withholding may be credited
against the holder's U.S. federal income tax liability and may entitle such
holder to a refund, provided that the required information is furnished to the
Internal Revenue Service.
Generally, subject to the discussion of "Special Tax Provisions"
immediately below, any gain or loss on the sale or exchange of the Common Stock
(which generally would include the receipt of property in a liquidating
distribution) will be treated as capital gain or loss. Under recently enacted
legislation, an individual U.S. Holder generally will be subject to tax on the
net amount of his or her capital gain realized on the sale or exchange of the
Common Stock at a maximum rate of (i) 28% for Common Stock held for more than
one year but not more than eighteen months, (ii) 20% for Common Stock held for
more than eighteen months, and (iii) provided that the holding period for such
shares begins after December 31, 2000, 18% for Common Stock held for more than
five years. Special rules (and generally lower maximum rates) apply for
individuals whose taxable income is below certain levels. Gain realized by a
U.S. Holder on the sale or other disposition of the Common Stock generally will
be treated as income from sources within the United States for purposes of
applicable foreign tax credit limitations, unless the gain is attributable to an
office or fixed place of business maintained by the holder outside the United
States and certain other conditions are met.
Capital loss realized by a noncorporate U.S. Holder will be allowed as an
offset against capital gain and up to $3,000 of ordinary income. Capital loss
realized by a corporate U.S. Holder is allowable as an offset only against
capital gain. Capital loss not utilized in any taxable year by a noncorporate
U.S. Holder may be carried forward indefinitely and used to offset capital gain
and up to $3,000 of ordinary income in any future taxable year; capital loss not
utilized by a corporation must first be carried back and applied against gain in
the three years preceding the year of the sale giving rise to the loss, and then
may be carried forward to the five taxable years subsequent to the year of such
sale. The amount that a corporation generally may carry back is limited,
however, to an amount which does not increase or produce a net operating loss in
the carryback year.
Special Tax Provisions
Certain provisions of the Code deal specifically with the tax treatment of
investments by U.S. persons in non-U.S. corporations and may alter the tax
treatment of income, gains, and losses described above or propose special rules
for foreign tax credits.
PASSIVE FOREIGN INVESTMENT COMPANY. U.S. persons owning shares of a
"passive foreign investment company" ("PFIC") are subject to a special U.S.
federal income tax regime with respect to certain distributions received from
the PFIC and with respect to gain from the sale or disposition of PFIC stock. A
PFIC is any non-U.S. corporation if (i) at least 75% of its gross income is
"passive income" or (ii) at least 50% of the average value of its assets is
attributable to assets that produce "passive income" or that are held for the
production of "passive income." Passive income for this purpose generally
includes dividends, interest, royalties, rents, and gains from commodities and
securities transactions. If Teekay is treated as a PFIC, U.S. Holders may be
subject to increased tax liability upon the disposition of Common Stock
(including a pledge of Common Stock) or upon the receipt of certain
distributions, unless such holder makes one of two elections. The elections
generally have the effect of requiring the holder to currently include in income
either the holder's pro rata portion of Teekay's income, whether or not such
income is distributed in the form of dividends or otherwise, or the value of
Common Stock held in excess of the holder's basis in those shares, whether or
not such excess has been realized.
The Company expects that neither Teekay nor any of its subsidiaries will
constitute a PFIC for any taxable year in which more than 25% of the gross
income of Teekay (under applicable "look through" rules) and of each of the
subsidiaries consists of income from time and voyage chartering, or from the
sale or other disposition of vessels, and the average percentage of the assets
that produce such income for such taxable year is not less than 50% of all
assets of the Company and each of the respective
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subsidiaries. Although the Company expects that Teekay, together with its
subsidiaries, will not be treated as a PFIC for any year, the determination of
whether a corporation is a PFIC is made on an annual basis and operations and
business plans of the Company may change. Therefore, no assurance can be given
that they will not be treated as a PFIC. Due to the factual nature of the
matter, special U.S. tax counsel to the Company is unable to render an opinion
in this regard. If the Company determines that it has become a PFIC, within two
months after the end of each of its taxable years it will supply all information
and statements that a U.S. Holder making a qualified electing fund election is
required to obtain for U.S. federal income tax purposes and will take any other
reasonable steps necessary to facilitate such election.
CONTROLLED FOREIGN CORPORATION AND FOREIGN PERSONAL HOLDING COMPANY. U.S.
persons owning (directly or indirectly) on the last day of the corporation's tax
year shares representing 10% or more of the voting power of the shares of a
"controlled foreign corporation" ("CFC") are required to include in gross income
their pro rata share of certain items of income (including certain Shipping
Income) derived by the CFC (as well as certain income of its subsidiaries),
whether or not such amounts actually are distributed, and are subject to special
rules in respect to gain realized upon a disposition of the shares of the CFC.
U.S. shareholders of a CFC who are required to include in gross income their
share of certain items of income in years in which such income is not
distributed would not be subject to tax with regard to such income when such
income is distributed. Special foreign tax credit limitation rules apply to such
U.S. shareholders. A foreign corporation is a CFC if more than 50% of its stock
(by vote or value) is owned (directly, indirectly, or by attribution) by U.S.
persons who each own (directly, indirectly, or by attribution) 10% or more of
the total combined voting power of its shares. Based on the expected size and
distribution of Common Stock in the Offering and among current holders, the
Company does not expect to be a CFC immediately after the Offering, but future
changes of ownership could cause the Company to become a CFC.
Similarly, U.S. persons who own (directly or indirectly) on the last day of
the non-U.S. corporation's taxable year shares of a non-U.S. corporation that is
a "foreign personal holding company" ("FPHC") are required to include in their
gross income a pro rata share of the FPHC's "foreign personal holding company
income" that has not been distributed by the corporation to its shareholders
during its taxable year. A foreign corporation will constitute a FPHC if more
than 50% of its stock (by vote or value) is owned (directly or indirectly) by
five or fewer individuals who are U.S. citizens or residents and at least 60%
(50% in certain years following the year in which the corporation becomes a
FPHC) of its gross income consists of "foreign personal holding company income."
"Foreign personal holding company income" includes interest, dividends,
royalties, certain rents, and gain from the sale of stock or securities. Based
upon the expected size and distribution of Common Stock in the Offering and
among current holders, Teekay does not expect to meet the FPHC stock ownership
test immediately after the Offering and, therefore, will not be an FPHC at such
time. However, future changes of ownership could cause Teekay to become an FPHC.
PROSPECTIVE INVESTORS ARE URGED TO CONSULT THEIR OWN TAX ADVISORS AS TO THE
FEDERAL, STATE AND OTHER TAX CONSEQUENCES OF INVESTING IN TEEKAY. THE STATEMENTS
OF UNITED STATES AND FOREIGN LAWS SET OUT ABOVE ARE BASED UPON THE LAWS IN FORCE
AS OF THE DATE OF THIS PROSPECTUS, AND ARE SUBJECT TO ANY CHANGES IN SUCH LAWS
OCCURRING AFTER SUCH DATE.
LIBERIAN TAX CONSIDERATIONS
Based on the advice of Watson, Farley & Williams, Liberian tax counsel to
the Company, since (i) the Company is and intends to maintain its status as a
"nonresident Liberian entity" under the Liberian Internal Revenue Code, (ii) the
Company is not now carrying on, and in the future does not expect to carry on,
any operations within the Republic of Liberia, and (iii) all documentation
related to the Offering will be executed outside the Republic of Liberia, under
current Liberian law no taxes or withholding will be imposed by the Republic of
Liberia on distributions made in respect of the Common Stock to holders of the
Common Stock who neither reside in, maintain offices in, nor engage in business
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in, the Republic of Liberia. Furthermore, no stamp, capital gains, or other
taxes will be imposed by the Republic of Liberia on the ownership or disposition
of the Common Stock by such persons. In addition, such persons will not be
required by the Republic of Liberia to file a tax return in connection with the
ownership or disposition of the Common Stock, or the receipt of any
distributions made in respect of the Common Stock.
BAHAMIAN TAX CONSIDERATION
Based on the advice of Graham, Thompson & Co., Bahamian counsel to the
Company, under current Bahamian law no taxes or withholdings will be imposed by
the Commonwealth of the Bahamas on distributions made in respect of the Common
Stock, and no stamp, capital gains or other taxes will be imposed by the
Commonwealth of the Bahamas on the ownership or disposition of the Common Stock,
as there are no personal income or corporation taxes, capital gains taxes or
death duties in the Commonwealth of the Bahamas. In addition, holders of Common
Stock will not be required by the Commonwealth of the Bahamas to file a tax
return in connection with the ownership or disposition of the Common Stock, or
the receipt of any distributions made in respect of the Common Stock.
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LEGAL MATTERS
The validity under Liberian law of the shares of Common Stock offered
hereby and certain legal matters of United States law will be passed upon for
Teekay by Watson, Farley & Williams, New York, New York, and certain legal
matters will be passed upon for Teekay by Perkins Coie, Portland, Oregon, with
respect to matters of United States law, and by Graham, Thompson & Co., Nassau,
The Bahamas, with respect to matters of Bahamian law. Certain legal matters will
be passed upon for the Underwriters by Shearman & Sterling, Toronto, Ontario and
New York, New York, with respect to matters of United States law.
EXPERTS
The consolidated financial statements of Teekay and its subsidiaries as of
March 31, 1998 and 1997, and for the fiscal years ended March 31, 1998, 1997 and
1996, included herein and elsewhere in the Registration Statement have been
audited by Ernst & Young, independent chartered accountants, as set forth in
their report appearing elsewhere herein and in the Registration Statement and
are included in reliance upon such report given upon the authority of such firm
as experts in accounting and auditing. The consolidated financial statements and
schedule of Teekay and its subsidiaries incorporated in this Prospectus by
reference to the Annual Report of Teekay on Form 20-F for the fiscal year ended
March 31, 1997, have been audited by Ernst & Young, independent chartered
accountants, as indicated on their report with respect thereto, and have been so
incorporated in reliance upon such report given upon the authority of such firm
as experts in accounting and auditing.
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TEEKAY SHIPPING CORPORATION
INDEX TO CONSOLIDATED FINANCIAL STATEMENTS
<TABLE>
<CAPTION>
PAGE
----
<S> <C>
Auditors' Report............................................ F-2
Consolidated Statements of Income and Retained Earnings for
the fiscal years ended March 31, 1998, 1997 and 1996...... F-3
Consolidated Balance Sheets at March 31, 1998 and 1997...... F-4
Consolidated Statements of Cash Flows for the fiscal years
ended March 31, 1998, 1997 and 1996....................... F-5
Notes to the Consolidated Financial Statements.............. F-6
</TABLE>
F-1
<PAGE> 68
AUDITORS' REPORT
To the Board of Directors
TEEKAY SHIPPING CORPORATION
We have audited the accompanying consolidated balance sheets of TEEKAY
SHIPPING CORPORATION and subsidiaries as of March 31, 1998 and 1997, and the
related consolidated statements of income and retained earnings and cash flows
for each of the three years in the period ended March 31, 1998. These financial
statements are the responsibility of the Company's management. Our
responsibility is to express an opinion on these financial statements based on
our audits.
We conducted our audits in accordance with auditing standards generally
accepted in the United States. Those standards require that we plan and perform
the audit to obtain reasonable assurance about whether the financial statements
are free of material misstatement. An audit includes examining, on a test basis,
evidence supporting the amounts and disclosures in the financial statements. An
audit also includes assessing the accounting principles used and significant
estimates made by management, as well as evaluating the overall financial
statement presentation. We believe that our audits provide a reasonable basis
for our opinion.
In our opinion, the consolidated financial statements referred to above
present fairly, in all material respects, the consolidated financial position of
Teekay Shipping Corporation and subsidiaries as at March 31, 1998 and 1997, and
the consolidated results of their operations and their cash flows for each of
the three years in the period ended March 31, 1998 in conformity with accounting
principles generally accepted in the United States.
Nassau, Bahamas,
May 11, 1998 /s/ ERNST & YOUNG
Chartered Accountants
F-2
<PAGE> 69
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF INCOME AND RETAINED EARNINGS
(IN THOUSANDS OF U.S. DOLLARS, EXCEPT PER SHARE AMOUNTS)
<TABLE>
<CAPTION>
YEAR ENDED MARCH 31,
--------------------------------
1998 1997 1996
-------- -------- --------
<S> <C> <C> <C>
NET VOYAGE REVENUES
Voyage revenues...................................... $406,036 $382,249 $336,320
Voyage expenses...................................... 100,776 102,037 90,575
-------- -------- --------
Net voyage revenues 305,260 280,212 245,745
-------- -------- --------
OPERATING EXPENSES
Vessel operating expenses............................ 70,510 72,586 67,841
Time charter hire expense............................ 10,627 3,461 2,503
Depreciation and amortization........................ 94,941 90,698 82,372
General and administrative........................... 21,542 19,209 16,750
-------- -------- --------
197,620 185,954 169,466
-------- -------- --------
Income from vessel operations........................ 107,640 94,258 76,279
-------- -------- --------
Other items
Interest expense..................................... (56,269) (60,810) (62,910)
Interest income...................................... 7,897 6,358 6,471
Other income (note 10)............................... 11,236 2,824 9,230
-------- -------- --------
(37,136) (51,628) (47,209)
-------- -------- --------
Net income........................................... 70,504 42,630 29,070
Retained earnings, beginning of the year............. 382,178 363,690 406,547
-------- -------- --------
452,682 406,320 435,617
Exchange of redeemable preferred stock (note 8)...... (60,000)
Dividends declared and paid.......................... (24,580) (24,142) (11,927)
-------- -------- --------
Retained earnings, end of the year................... $428,102 $382,178 $363,690
======== ======== ========
Earnings per common share (notes 1 and 8)
- - basic.............................................. $ 2.46 $ 1.52 $ 1.17
- - diluted............................................ $ 2.44 $ 1.50 $ 1.17
</TABLE>
The accompanying notes are an integral part of the consolidated financial
statements.
F-3
<PAGE> 70
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
CONSOLIDATED BALANCE SHEETS
(IN THOUSANDS OF U.S. DOLLARS)
<TABLE>
<CAPTION>
AS AT MARCH 31,
------------------------
1998 1997
---------- ----------
<S> <C> <C>
ASSETS
CURRENT
Cash and cash equivalents................................... $ 87,953 $ 117,523
Marketable securities (notes 3)............................. 13,448
Accounts receivable
- -- trade.................................................... 23,092 25,745
- -- other.................................................... 1,235 1,066
Prepaid expenses and other assets........................... 13,786 14,666
---------- ----------
Total current assets................................. 139,514 159,000
---------- ----------
Marketable securities (note 3).............................. 13,853
----------
Vessels and equipment (notes 1,5 and 9)
At cost, less accumulated depreciation of $500,779 (1997 --
$457,779)................................................. 1,297,883 1,187,399
Advances on vessels......................................... 8,938
---------- ----------
Total vessels and equipment.......................... 1,297,883 1,196,337
---------- ----------
Investment.................................................. 6,335
Other assets................................................ 8,933 11,166
---------- ----------
$1,460,183 $1,372,838
========== ==========
LIABILITIES AND STOCKHOLDERS' EQUITY
CURRENT
Accounts payable............................................ $ 16,164 $ 16,315
Accrued liabilities (note 4)................................ 29,195 26,982
Current portion of long-term debt (note 5).................. 52,932 36,283
---------- ----------
Total current liabilities............................ 98,291 79,580
---------- ----------
Long-term debt (note 5)..................................... 672,437 663,443
---------- ----------
Total liabilities.................................... 770,728 743,023
---------- ----------
STOCKHOLDERS' EQUITY
Capital stock (note 8)...................................... 261,353 247,637
Retained earnings........................................... 428,102 382,178
---------- ----------
Total stockholders' equity........................... 689,455 629,815
---------- ----------
$1,460,183 $1,372,838
========== ==========
</TABLE>
Commitments and contingencies (notes 5, 6, and 9)
The accompanying notes are an integral part of the consolidated financial
statements.
F-4
<PAGE> 71
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF CASH FLOWS
(IN THOUSANDS OF U.S. DOLLARS)
<TABLE>
<CAPTION>
YEAR ENDED YEAR ENDED YEAR ENDED
MARCH 31, MARCH 31, MARCH 31,
1998 1997 1996
----------------- ----------------- -----------------
<S> <C> <C> <C>
Cash and cash equivalents provided by (used for)
OPERATING ACTIVITIES
Net income.............................................. $ 70,504 $ 42,630 $ 29,070
Add (deduct) charges to operations not requiring a
payment of cash and cash equivalents:
Depreciation and amortization........................... 94,941 90,698 82,372
Gain on disposition of assets........................... (14,392) (8,784)
Loss on repurchase of 9 5/8% Notes...................... 2,175
Equity income (net of dividend received: March 31,
1997--$282)........................................... (45) (2,414) (1,139)
Other--net.............................................. 2,735 2,785 2,452
Change in non-cash working capital items related to
operating activities (note 11)........................ 5,201 5,459 (5,556)
----------------- ----------------- -----------------
Net cash flow from operating activities................. 161,119 139,158 98,415
----------------- ----------------- -----------------
FINANCING ACTIVITIES
Proceeds from long-term debt............................ 208,600 240,000 448,000
Scheduled repayments of long-term debt.................. (33,876) (16,038) (57,850)
Prepayments of long-term debt........................... (150,655) (250,078) (505,962)
Scheduled payments on capital lease obligations......... (1,527)
Prepayments of capital lease obligations................ (43,023)
Net proceeds from issuance of Common Stock.............. 5,126 1,283 137,872
Cash dividends paid..................................... (15,990) (13,493) (7,094)
Capitalized loan costs.................................. (994) (1,130) (5,965)
----------------- ----------------- -----------------
Net cash flow from financing activities................. 12,211 (39,456) (35,549)
----------------- ----------------- -----------------
INVESTING ACTIVITIES
Expenditures for vessels and equipment (net of
capital lease financing of: (1998--$NIL;
1997--$NIL; 1996--$44,550)............................ (197,199) (65,104) (79,293)
Expenditures for drydocking............................. (18,376) (16,559) (7,405)
Proceeds from disposition of assets..................... 33,863 28,428
Net cash flow from investment........................... 6,380 (2,296) 3,273
Proceeds on sale of available-for-sale securities....... 14,854 111,770
Purchases of available-for-sale securities.............. (42,154) (41,993)
Other................................................... (268)
----------------- ----------------- -----------------
Net cash flow from investing activities................. (202,900) (83,959) 14,780
----------------- ----------------- -----------------
(Decrease) increase in cash and cash equivalents........ (29,570) 15,743 77,646
Cash and cash equivalents, beginning of the year........ 117,523 101,780 24,134
----------------- ----------------- -----------------
Cash and cash equivalents, end of the year.............. $ 87,953 $ 117,523 $ 101,780
================= ================= =================
</TABLE>
The accompanying notes are an integral part of the consolidated financial
statements.
F-5
<PAGE> 72
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
1. SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES
Basis of presentation
The consolidated financial statements are prepared in accordance with
accounting principles generally accepted in the United States. They include the
accounts of Teekay Shipping Corporation ("Teekay"), which is incorporated under
the laws of Liberia, and its wholly owned or controlled subsidiaries (the
"Company"). Significant intercompany items and transactions have been eliminated
upon consolidation.
The preparation of financial statements in conformity with generally
accepted accounting principles requires management to make estimates and
assumptions that affect the amounts reported in the financial statements and
accompanying notes. Actual results could differ from those estimates.
Certain of the comparative figures have been reclassified to conform with
the presentation adopted in the current period.
Reporting currency
The consolidated financial statements are stated in U.S. dollars because
the Company operates in international shipping markets which utilize the U.S.
dollar as the functional currency.
Investment
The Company's 50% interest in Viking Consolidated Shipping Corp. ("VCSC")
is carried at the Company's original cost plus its proportionate share of the
undistributed net income. On March 12, 1997, VCSC sold its one remaining vessel
and it is not anticipated that the operating companies of VCSC will have active
operations in the near future. The disposal of this vessel and the related gain
on sale has been reflected in these consolidated financial statements (see Note
10 -- Other Income).
Operating revenues and expenses
Voyage revenues and expenses are recognized on the percentage of completion
method of accounting. Estimated losses on voyages are provided for in full at
the time such losses become evident. The consolidated balance sheets reflect the
deferred portion of revenues and expenses applicable to subsequent periods.
Voyage expenses comprise all expenses relating to particular voyages,
including bunker fuel expenses, port fees, canal tolls, and brokerage
commissions. Vessel operating expenses comprise all expenses relating to the
operation of vessels, including crewing, repairs and maintenance, insurance,
stores and lubes, and miscellaneous expenses including communications.
Marketable securities
The Company's investments in marketable securities are classified as
available-for-sale securities and are carried at fair value. Net unrealized
gains or losses on available-for-sale securities, if material, are reported as a
separate component of stockholders' equity.
Vessels and equipment
All pre-delivery costs incurred during the construction of newbuildings,
including interest costs, and supervision and technical costs are capitalized.
The acquisition cost and all costs incurred to restore used
F-6
<PAGE> 73
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
vessel purchases to the standard required to properly service the Company's
customers are capitalized. Depreciation is calculated on a straight-line basis
over a vessel's useful life, estimated by the Company to be twenty years from
the date a vessel is initially placed in service.
Interest costs capitalized to vessels and equipment for the years ended
March 31, 1998, 1997 and 1996 aggregated $283,000, $232,000, and $106,000,
respectively.
Expenditures incurred during drydocking are capitalized and amortized on a
straight-line basis over the period until the next anticipated drydocking. When
significant drydocking expenditures recur prior to the expiry of this period,
the remaining balance of the original drydocking is expensed in the month of the
subsequent drydocking. Drydocking expenses amortized for the years ended March
31, 1998, 1997 and 1996 aggregated $11,737,000, $10,941,000, and $8,617,000
respectively.
Vessels acquired pursuant to bareboat hire purchase agreements are
capitalized as capital leases and are amortized over the estimated useful life
of the acquired vessel.
Other assets
Loan costs, including fees, commissions and legal expenses, are capitalized
and amortized over the term of the relevant loan. Amortization of loan costs is
included in interest expense.
Interest rate swap agreements
The differential to be paid or received is accrued as interest rates change
and is recognized as an adjustment to interest expenses. Premiums and receipts,
if any, are recognized as adjustments to interest expense over the lives of the
individual contracts.
Forward contracts
The Company enters into forward contracts as a hedge against changes in
foreign exchange rates. Market value gains and losses are deferred and
recognized during the period in which the hedged transaction is recorded in the
accounts.
Cash flows
Cash interest paid during the years ended March 31, 1998, 1997 and 1996
totaled $55,141,000, $57,400,000, and $59,021,000, respectively.
The Company classifies all highly liquid investments with a maturity date
of three months or less when purchased as cash and cash equivalents.
Income taxes
The legal jurisdictions of the countries in which the Company and the
majority of its subsidiaries are incorporated do not impose income taxes upon
shipping-related activities.
Earnings per share
In February 1997, the Financial Accounting Standards Board issued Statement
of Financial Accounting Standards No. 128 ("SFAS 128"), "Earnings per share".
SFAS 128 requires dual presentation of basic earnings per share ("EPS") and
diluted EPS on the face of all statements of
F-7
<PAGE> 74
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
earnings ending after December 15, 1997 for all entities with complex capital
structures. The Company's EPS for all periods presented herein are in conformity
with SFAS 128 (see Note 8--Capital Stock).
Accounting for Stock-Based Compensation
Effective April 1, 1996, the Company adopted Statement of Financial
Accounting Standards No. 123 ("SFAS 123"), "Accounting for Stock-Based
Compensation." SFAS 123 requires expanded disclosures of stock-based
compensation arrangements with employees and encourages (but does not require)
companies to record compensation costs associated with employee stock option
awards, based on estimated fair values at the grant dates. The Company has
chosen to continue to account for stock-based compensation using the intrinsic
value method prescribed in APB Opinion No. 25 (APB 25) "Accounting for Stock
Issued to Employees" and has disclosed the required pro forma effect on net
income and earning per share as if the fair value method of accounting as
prescribed in SFAS 123 had been applied (see Note 8--Capital Stock).
2. BUSINESS OPERATIONS
The Company is engaged in the ocean transportation of petroleum cargoes
worldwide through the ownership and operation of a fleet of tankers. All of the
Company's revenues are earned in international markets.
A single customer, an international oil company, accounted for
approximately 14% ($56,537,000) of the Company's consolidated voyage revenues
for fiscal 1998. Another customer, also an international oil company, accounted
for approximately 13% ($48,696,000), of consolidated voyage revenues for fiscal
1997. No more than one customer accounted for over 10% of the Company's
consolidated voyage revenues in any of the last three fiscal years.
3. INVESTMENTS IN MARKETABLE SECURITIES
<TABLE>
<CAPTION>
GROSS GROSS APPROXIMATE
UNREALIZED UNREALIZED MARKET AND
COST GAINS LOSSES CARRYING VALUE
------- ---------- ---------- --------------
<S> <C> <C> <C> <C>
March 31, 1998
Available-for-sale securities............... $27,304 $13 $(16) $27,301
</TABLE>
The cost and approximate market value of available-for-sale securities by
contractual maturity, as at March 31, 1998, are shown as follows:
<TABLE>
<CAPTION>
APPROXIMATE
MARKET AND
COST CARRYING VALUE
------- --------------
<S> <C> <C>
Less than one year.......................................... $13,456 $13,448
Due after one year through five years....................... 13,848 13,853
------- -------
$27,304 $27,301
======= =======
</TABLE>
F-8
<PAGE> 75
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
4. ACCRUED LIABILITIES
<TABLE>
<CAPTION>
MARCH 31,
------------------
1998 1997
------- -------
<S> <C> <C>
Voyage and vessel........................................... $15,845 $15,458
Interest.................................................... 9,272 9,294
Payroll and benefits........................................ 4,078 2,230
------- -------
$29,195 $26,982
======= =======
</TABLE>
5. LONG-TERM DEBT
<TABLE>
<CAPTION>
MARCH 31,
--------------------
1998 1997
-------- --------
<S> <C> <C>
Revolving Credit Facility................................... $129,000
First Preferred Ship Mortgage Notes (8.32%)
U.S. dollar debt due through 2008......................... 225,000 $225,000
First Preferred Ship Mortgage Notes (9 5/8%)
U.S. dollar debt due through 2003......................... 123,718 151,200
Floating rate (1998: LIBOR + 0.55% to 1%; 1997:
LIBOR + 0.65% to 1 1/2%) U.S. dollar debt due through
2009...................................................... 247,651 323,526
-------- --------
725,369 699,726
Less current portion........................................ 52,932 36,283
-------- --------
$672,437 $663,443
======== ========
</TABLE>
In January 1998, the Company refinanced approximately $105.0 million of its
floating rate debt and replaced the previous corporate revolving credit facility
with a new $200 million corporate revolving credit facility (the "Revolver") at
improved rates and credit terms. The amount available under the Revolver reduces
by $10.0 million semi-annually commencing in July 1999, with a final balloon
reduction in January 2006. Interest payments are based on LIBOR plus a margin
depending on the financial leverage of the Company; at March 31, 1998 the margin
was +0.50%. As at March 31, 1998, the undrawn amount available under the
Revolver was $71.0 million. The Revolver is collateralized by first priority
mortgages granted on eight of the Company's Aframax tankers, together with
certain other related collateral, and a guarantee from the Company for all
amounts outstanding under the Revolver.
The 8.32% First Preferred Ship Mortgage Notes due February 1, 2008 (the
"8.32% Notes") are collateralized by first preferred mortgages on seven of the
Company's Aframax tankers, together with certain other related collateral, and
are guaranteed by seven subsidiaries of Teekay that own the mortgaged vessels
(the "8.32% Notes Guarantor Subsidiaries") to a maximum of 95% of the fair value
of their net assets. As at March 31, 1998, the fair value of these net assets
approximated $252.0 million. The 8.32% Notes are also subject to a sinking fund,
which will retire $45.0 million principal amount of the 8.32% Notes on each
February 1, commencing 2004.
Upon the 8.32% Notes achieving Investment Grade Status and subject to
certain other conditions, the guarantees of the 8.32% Notes Guarantor
Subsidiaries will terminate, all of the collateral securing the obligations of
the Company and the 8.32% Notes Guarantor Subsidiaries under the Indenture and
the Security Documents will be released (whereupon the Notes will become general
unsecured obligations of the Company) and certain covenants under the Indenture
will no longer be applicable to the Company.
F-9
<PAGE> 76
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
The 9 5/8% First Preferred Ship Mortgage Notes due July 15, 2003 (the
"9 5/8% Notes") are collateralized by first preferred mortgages on six of the
Company's Aframax tankers, together with certain other related collateral, and
are guaranteed by six subsidiaries of Teekay that own the mortgaged vessels (the
"9 5/8% Notes Guarantor Subsidiaries") to a maximum of 95% of the fair value of
their net assets. As at March 31, 1998, the fair value of these net assets
approximated $186.0 million. The 9 5/8% Notes are also subject to a sinking
fund, which will retire $25.0 million principal amount of the 9 5/8% Notes on
each July 15, which commenced on July 15, 1997. During fiscal 1998, the Company
repurchased a principal amount of $26.3 million of the 9 5/8% Notes. During
fiscal 1996, the Company repurchased $23.8 million of these notes, which was
applied to reduce the July 15, 1997 sinking fund requirement. The 9 5/8% Notes
are redeemable at the option of the Company, in whole or in part, on or after
July 15, 1998 at the following redemption prices expressed as a percentage of
principal:
<TABLE>
<CAPTION>
JULY 15 REDEMPTION PRICE
------- ----------------
<S> <C>
1998................................................ 104.813%
1999................................................ 102.406%
2000................................................ 100.000%
</TABLE>
Upon a Change of Control, each 9 5/8% Note holder and 8.32% Note holder has
the right, unless the Company elects to redeem these Notes, to require the
Company to purchase these Notes at 101% of their principal amount plus accrued
interest.
All floating rate loans are collateralized by first preferred mortgages on
the vessels to which the loans relate, together with certain other collateral,
and guarantees from Teekay.
Among other matters, the long-term debt agreements generally provide for
such items as maintenance of certain vessel market value to loan ratios and
minimum consolidated financial covenants, prepayment privileges (in some cases
with penalties), and restrictions against the incurrence of additional debt and
new investments by the individual subsidiaries without prior lender consent. The
amount of Restricted Payments, as defined, that the Company can make, including
dividends and purchases of its own capital stock, is limited as of March 31,
1998, to $74.0 million.
As at March 31, 1998, the Company was committed to a series of interest
rate swap agreements whereby $150 million of the Company's floating rate debt
was swapped with fixed rate obligations having an average remaining term of 7.5
months. The swap agreements expire between October 1998 and December 1998. These
arrangements effectively change the Company's interest rate exposure on $150
million of debt from a floating LIBOR rate to an average fixed rate 5.86%. The
Company is exposed to credit loss in the event of non-performance by the counter
parties to the interest rate swap agreements; however, the Company does not
anticipate non-performance by any of the counter parties.
The aggregate annual long-term debt principal repayments required to be
made for the five fiscal years subsequent to March 31, 1998 are $52,932,000
(fiscal 1999), $53,058,000 (fiscal 2000), $53,191,000 (fiscal 2001), $62,332,000
(fiscal 2002), and $72,199,000 (fiscal 2003).
6. LEASES
Charters-out
Time charters to third parties of the Company's vessels are accounted for
as operating leases. The minimum future revenues to be received on time charters
currently in place are $46,222,000 (fiscal
F-10
<PAGE> 77
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
1999), $39,631,000 (fiscal 2000), $39,602,000 (fiscal 2001), $39,562,000 (fiscal
2002), $39,562,000 (fiscal 2003), and $215,533,000 thereafter.
The minimum future revenues should not be construed to reflect total
charter hire revenues for any of the years.
Charters-in
Minimum commitments under vessel operating leases are $19,681,000 (fiscal
1999), $9,445,000 (fiscal 2000), $6,844,000 (fiscal 2001), and $412,000 (fiscal
2002).
7. FAIR VALUE OF FINANCIAL INSTRUMENTS
Carrying amounts of all financial instruments approximate fair market value
except for the following:
Long-term debt -- The fair values of the Company's fixed rate long-term
debt are based on either quoted market prices or estimated using discounted cash
flow analyses, based on rates currently available for debt with similar terms
and remaining maturities.
Interest rate swap agreements -- The fair value of interest rate swaps,
used for hedging purposes, is the estimated amount that the Company would
receive or pay to terminate the agreements at the reporting date, taking into
account current interest rates and the current credit worthiness of the swap
counter parties.
The estimated fair value of the Company's financial instruments is as
follows:
<TABLE>
<CAPTION>
MARCH 31, 1998 MARCH 31, 1997
-------------------- --------------------
CARRYING FAIR CARRYING FAIR
AMOUNT VALUE AMOUNT VALUE
-------- -------- -------- --------
<S> <C> <C> <C> <C>
Cash, cash equivalents and marketable
securities............................ $115,254 $115,254 $117,523 $117,523
Long-term debt.......................... 725,369 737,785 699,726 695,265
Interest rate swap agreements -- net
receivable (payable) position......... (176) 1,154
Foreign currency contracts.............. 339 (181)
</TABLE>
The Company transacts with investment grade rated financial institutions
and requires no collateral from these institutions.
F-11
<PAGE> 78
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
8. CAPITAL STOCK
<TABLE>
<CAPTION>
AUTHORIZED
----------
<S> <C>
25,000,000 Preferred Stock with a par value of $1 per share
125,000,000 Common Stock with no par value
</TABLE>
<TABLE>
<CAPTION>
COMMON THOUSANDS PREFERRED THOUSANDS
STOCK OF SHARES STOCK OF SHARES
-------- --------- --------- ---------
<S> <C> <C> <C> <C>
Issued and outstanding
Balance March 31, 1995.................... $ 33,000 36,000 $1 600
May 15, 1995 1-for-2 Reverse Common Stock
Split................................... (18,000)
July 19, 1995 Initial Public Offering
6,900,000 shares at $21.50 per share of
Common Stock (net of share issue
costs).................................. 137,613 6,900
July 19, 1995 Exchange of Redeemable
Preferred Stock for 2,790,698 shares of
Common Stock............................ 60,000 2,791 (1) (600)
Reinvested Dividends...................... 4,833 201
Exercise of Stock Options................. 259 12
-------- ------- -- ----
Balance March 31, 1996.................... 235,705 27,904 0 0
Reinvested Dividends...................... 10,649 364
Exercise of Stock Options................. 1,283 60
-------- ------- -- ----
Balance March 31, 1997.................... 247,637 28,328 0 0
Reinvested Dividends...................... 8,590 273
Exercise of Stock Options................. 5,126 232
-------- ------- -- ----
Balance March 31, 1998.................... $261,353 28,833 $0 0
======== ======= == ====
</TABLE>
The Company has reserved 1,844,135 shares of Common Stock for issuance upon
exercise of options granted pursuant to the Company's 1995 Stock Option Plan
(the "Plan").
During fiscal 1998, 1997 and 1996, the Company granted options under the
Plan to acquire up to 359,750, 343,250 and 796,750 shares of Common Stock (the
"Grants"), respectively, to certain eligible officers, key employees (including
senior sea staff), and directors of the Company. The options have a 10-year term
and follow a graded-vesting schedule. The options granted during fiscal 1998 and
1997 vest equally over four years from the date of grant. At March 31, 1998, all
options granted during fiscal 1996 have vested.
F-12
<PAGE> 79
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
A summary of the Company's stock option activity, and related information
for the years ended March 31, follows:
<TABLE>
<CAPTION>
1998 1997 1996
-------------------------- -------------------------- --------------------------
WEIGHTED-AVERAGE WEIGHTED-AVERAGE WEIGHTED-AVERAGE
OPTIONS EXERCISE PRICE OPTIONS EXERCISE PRICE OPTIONS EXERCISE PRICE
------- ---------------- ------- ---------------- ------- ----------------
(000S) (000S) (000S)
<S> <C> <C> <C> <C> <C> <C>
Outstanding-beginning of
year....................... 1,056 $23.40 779 $21.50 0 $21.50
Granted...................... 360 33.50 343 27.38 797 21.50
Exercised.................... (232) 22.02 (60) 21.50 (12) 21.50
Forfeited.................... (23) 30.39 (6) 24.00 (6) 21.50
----- ------ ----- ------ --- ------
Outstanding-end of year...... 1,161 $26.66 1,056 $23.40 779 $21.50
===== ====== ===== ====== === ======
Exercisable at end of year... 565 $22.14 519 $21.50 383 $21.50
===== ====== ===== ====== === ======
Weighted-average fair value
of options granted during
the year (per option)...... $8.13 $6.72 $5.16
====== ====== ======
</TABLE>
Exercise prices for the options outstanding as of March 31, 1998 ranged
from $21.50 to $33.50 and have a weighted-average remaining contractual life of
8.10 years.
The Company applies APB 25, "Accounting for Stock Issued to Employees" and
related Interpretations in accounting for its employee stock options (see Note
1--Accounting for Stock-Based Compensation). Under APB 25, because the exercise
price of the Company's employee stock options equals the market price of
underlying stock on the date of grant, no compensation expense is recognized.
Had the Company recognized compensation costs for the Grants consistent
with the methods recommended by SFAS 123 (see Note 1--Accounting for Stock-Based
Compensation), the Company's net income and earnings per share for those fiscal
years would have been stated at the pro forma amounts as follows:
<TABLE>
<CAPTION>
YEAR ENDED YEAR ENDED YEAR ENDED
MARCH 31, MARCH 31, MARCH 31,
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
NET INCOME:
As reported........................................ $70,504 $42,630 $29,070
Pro forma.......................................... 69,090 40,679 26,842
BASIC EARNINGS PER COMMON SHARE:
As reported........................................ 2.46 1.52 1.17
Pro forma.......................................... 2.41 1.45 1.08
DILUTED EARNINGS PER COMMON SHARE:
As reported........................................ 2.44 1.50 1.17
Pro forma.......................................... 2.39 1.44 1.08
</TABLE>
F-13
<PAGE> 80
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
Basic earnings per share is based upon the following weighted average
number of common shares outstanding: 28,655,000 shares at March 31, 1998;
28,138,000 shares at March 31, 1997; and 24,837,000 shares at March 31, 1996.
Diluted earnings per share, which gives effect to the aforementioned stock
options, is based upon the following weighted average number of common shares
outstanding: 28,870,000 shares at March 31, 1998; 28,339,000 shares at March 31,
1997; and 24,902,000 shares at March 31, 1996.
The fair values of the Grants were estimated on the dates of grant using
the Black-Scholes option-pricing model with the following assumptions: risk-free
average interest rates of 6.29%, 6.44%, and 6.14% for fiscal 1998, fiscal 1997
and fiscal 1996, respectively; dividend yield of 3.0%; expected volatility of
25%; and expected lives of 5 years.
9. COMMITMENTS AND CONTINGENCIES
As at March 31, 1998, the Company was committed to foreign exchange
contracts for the forward purchase of approximately Japanese Yen 100 million and
Singapore dollars 15.9 million for U.S. dollars, at an average rate of Japanese
Yen 128.3 per U.S. dollar and Singapore dollar 1.68 per U.S. dollar,
respectively, for the purpose of hedging accounts payable and accrued
liabilities.
10. OTHER INCOME
<TABLE>
<CAPTION>
YEAR ENDED MARCH 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Gain on disposition of assets...................... $14,392 $8,784
Equity in results of 50% owned company............. 45 2,696 1,139
Write off of loan costs due to refinancing......... (1,308)
Loss on extinguishment of debt..................... (2,175)
Miscellaneous -- net............................... 282 128 (693)
------- ------ ------
$11,236 $2,824 $9,230
======= ====== ======
</TABLE>
For the year ended March 31, 1997, Equity in results of the 50% owned
company included a $2,732,000 gain on a vessel sale. Gross realized gains and
(losses) on sales of available-for-sale securities for the year ended March 31,
1996 aggregated $1,787,000 and ($1,732,000), respectively.
11. CHANGE IN NON-CASH WORKING CAPITAL ITEMS RELATED TO OPERATING ACTIVITIES
<TABLE>
<CAPTION>
YEAR ENDED MARCH 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Accounts receivable................................ $ 2,484 $(1,873) $(4,792)
Prepaid expenses and other assets.................. 880 665 (2,058)
Accounts payable................................... 5,814 4,554 281
Accrued liabilities................................ (3,977) 2,113 1,013
------- ------- -------
$ 5,201 $ 5,459 $(5,556)
======= ======= =======
</TABLE>
12. SUBSEQUENT EVENTS
In May 1998, the Company commenced an offering of up to 8,050,000 shares of
Common Stock, of which 2,800,000 shares are being offered by the Company and up
to 5,250,000 shares are being offered
F-14
<PAGE> 81
TEEKAY SHIPPING CORPORATION AND SUBSIDIARIES
NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS -- (CONT'D)
(ALL TABULAR AMOUNTS STATED IN THOUSANDS OF U.S. DOLLARS, OTHER THAN SHARE OR
PER SHARE DATA)
by a selling shareholder. The net proceeds to the Company of the offering will
be used to redeem a portion of the 9 5/8% Notes.
Subsequent to March 31, 1998 the Company entered into an agreement (subject
to certain conditions) for the construction of two Aframax vessels for a cost of
$76.0 million, scheduled for delivery in July and September of 1999.
F-15
<PAGE> 82
UNDERWRITING
Subject to the terms and conditions of the U.S. Underwriting Agreement,
Teekay and the Selling Stockholder have agreed to sell to each of the U.S.
Underwriters named below, and each of such U.S. Underwriters, for whom Goldman,
Sachs & Co., Donaldson, Lufkin & Jenrette Securities Corporation and Furman Selz
LLC are acting as representatives, has severally agreed to purchase from Teekay
and the Selling Stockholder, the respective number of shares of Common Stock set
forth opposite its name below:
<TABLE>
<CAPTION>
NUMBER OF
SHARES OF
COMMON
UNDERWRITER STOCK
----------- ---------
<S> <C>
Goldman, Sachs & Co....................................
Donaldson, Lufkin & Jenrette Securities Corporation....
Furman Selz LLC........................................
----------
Total................................................ 5,600,000
==========
</TABLE>
Under the terms and conditions of the U.S. Underwriting Agreement, the U.S.
Underwriters are committed to take and pay for all of the shares offered hereby,
if any are taken.
The U.S. Underwriters propose to offer the shares of Common Stock in part
directly to the public at the initial public offering price set forth on the
cover page of this Prospectus, and in part to certain securities dealers at such
price less a concession of $ per share. The U.S. Underwriters may
allow, and such dealers may reallow, a concession not in excess of $
per share to certain brokers and dealers. After the shares of Common Stock are
released for sale to the public, the offering price and other selling terms may
from time to time be varied by the representatives.
Teekay and the Selling Stockholder have entered into an underwriting
agreement (the "International Underwriting Agreement") with the underwriters of
the international offering (the "International Underwriters") providing for the
concurrent offer and sale of 1,400,000 shares of Common Stock in an
international offering outside the United States. The offering price and
aggregate underwriting discounts and commissions per share for the two offerings
are identical. The closing of the offering made hereby is a condition to the
closing of the international offering, and vice versa. The representatives of
the International Underwriters are Goldman Sachs International, Donaldson,
Lufkin & Jenrette International and Furman Selz LLC.
Pursuant to an agreement between the U.S. and International Underwriting
Syndicates (the "Agreement Between") relating to the two offerings, each of the
U.S. Underwriters named herein has agreed or will agree pursuant to the
Agreement Between that, as a part of the distribution of the shares offered
hereby and subject to certain exceptions, it will offer, sell or deliver the
shares offered hereby and other shares of Common Stock, directly or indirectly,
only in the United States of America (including the States and the District of
Columbia), its territories, its possessions and other areas subject to its
jurisdiction (the "United States") and to U.S. persons, which term shall mean,
for purposes of this paragraph: (a) any individual who is a resident of the
United States or (b) any corporation, partnership or other entity organized in
or under the laws of the United States or any political subdivision thereof and
whose office most directly involved with the purchase is located in the United
States. Each of the International Underwriters has agreed or will agree pursuant
to the Agreement Between that, as a part of the distribution of the Shares
offered as a part of the international offering, and subject to certain
U-1
<PAGE> 83
exceptions, it will (i) not, directly or indirectly, offer, sell or deliver
shares of Common Stock (a) in the United States or to any U.S. persons or (b) to
any person whom it believes intends to reoffer, resell or deliver the shares in
the United States or to any U.S. persons, and (ii) cause any dealer to whom it
may sell such shares at any concession to agree to observe a similar
restriction.
Pursuant to the Agreement Between, sales may be made between the U.S.
Underwriters and the International Underwriters of such number of shares of
Common Stock as may be mutually agreed. The price of any shares so sold shall be
the initial public offering price, less an amount not greater than the selling
concession.
The Selling Stockholder has granted the U.S. Underwriters an option
exercisable for 30 days after the date of this Prospectus to purchase up to an
aggregate of 840,000 additional shares of Common Stock to cover over-allotments,
if any, at the initial public offering price, less the underwriting discount, as
set forth in this Prospectus. If the U.S. Underwriters exercise their
over-allotment option, the U.S. Underwriters have severally agreed, subject to
certain conditions, to purchase approximately the same percentage thereof that
the number of shares to be purchased by each of them, as shown in the foregoing
table, bears to the 5,600,000 shares of Common Stock offered. The Selling
Stockholder has granted the International Underwriters a similar option to
purchase up to an aggregate of 210,000 additional shares of Common Stock.
Teekay, the Selling Stockholder and JTK Trust have agreed that during the
period beginning from the date of this Prospectus and continuing to and
including the date 180 days after the date of the Prospectus, not to offer,
sell, contract to sell or otherwise dispose of any securities of the Company
(other than pursuant to employee stock option plans existing on the date of this
Prospectus) which are substantially similar to the shares of the Common Stock or
which are convertible or exchangeable into securities which are substantially
similar to the shares of the Common Stock without the prior written consent of
Goldman, Sachs & Co., except for the shares of Common Stock offered in
connection with the concurrent U.S. and international offerings.
In connection with the Offering, the Underwriters may purchase and sell the
Common Stock in the open market. These transactions may include over-allotment
and stabilizing transactions and purchases to cover syndicate short positions
created in connection with the Offering. Stabilizing transactions consist of
certain bids or purchases for the purpose of preventing or retarding a decline
in the market price of the Common Stock; and syndicate short positions involve
the sale by the Underwriters of a greater number of shares of Common Stock than
they are required to purchase from the Company in the Offering. The Underwriters
also may impose a penalty bid, whereby selling concessions allowed to syndicate
members or other broker-dealers in respect of the securities sold in the
Offering for their account may be reclaimed by the syndicate if such securities
are repurchased by the syndicate in stabilizing or covering transactions. These
activities may stabilize, maintain or otherwise affect the market price of the
Common Stock, which may be higher than the price that might otherwise prevail in
the open market; and these activities, if commenced, may be discontinued at any
time. These transactions may be effected on the NYSE in the over-the-counter
market or otherwise.
The Company's Common Stock is traded on the NYSE under the symbol "TK."
The representatives of the Underwriters have in the past provided and may
continue to provide investment banking services to Teekay.
Teekay and the Selling Stockholder have agreed to indemnify the several
Underwriters against certain liabilities, including liabilities under the
Securities Act of 1933.
U-2
<PAGE> 84
EXHIBIT A
DEFINITIONS OF SHIPPING TERMS
The following is a set of definitions for shipping terms that are used
throughout this Prospectus:
"AFRAMAX TANKER" An oil tanker of 75,000 - 115,000 dwt. Certain external
statistical compilations define an "Aframax Tanker" slightly differently, some
going as high as 125,000 dwt and others as low as 70,000 dwt. External data used
in this prospectus has been adjusted so that the definition of "Aframax Tanker"
is consistent throughout.
"ANNUAL SURVEY" An annual inspection of a vessel by a classification
society surveyor to ensure that the vessel meets the standards of that society.
"BALLAST" A vessel is in ballast when it is steaming without cargo, and is
instead loaded down with sea water for stability. Given that oil production is
concentrated in certain parts of the world, a vessel will generally spend a
significant amount of time "ballasting" as it returns from discharge port to
load port.
"BAREBOAT CHARTER" The leasing of an empty ship for a specified period of
time for a specific fee. In this arrangement, the shipowner virtually
relinquishes all rights and responsibilities in respect of the vessel and the
charterer becomes the de facto ("disponent") owner for this period. The
charterer is generally responsible for all operating expenses including crewing
and insurance
"BUNKER" Fuel oil used to operate a vessel's engines and generators.
"CHARTER" The hiring of a vessel for either 1) a specified period of time
or 2) a specific voyage or set of voyages.
"CHARTERER" The entity hiring the vessel from the shipowner.
"CHARTER-PARTY" The contract between the owner and the charterer,
stipulating in detail each party's responsibilities in the transaction.
"CLASSIFICATION" In order for a vessel to obtain both insurance and
employment with most oil majors, the vessel must belong to a classification
society, an independent body run under the direction of various shipping
professionals. In order to maintain classification, a vessel must meet the
standards of that society and be inspected on a regular basis.
"CRUDE CARRIER" A tanker vessel designed to carry crude oil or other dirty
products.
"DEMURRAGE" Compensation paid by the charterer to the ship owner when
loading and discharging time exceed the stipulated time in the voyage
charter-party. This rate of compensation is generally explicitly stated in the
charter-party.
"DOUBLE BOTTOM OR DOUBLE HULL" Hull construction technique by which a ship
has an inner and outer bottom or hull separated by void space, usually several
feet in width.
"DWT" Deadweight ton. A unit of a vessel's capacity, for cargo, fuel oil,
stores and crew, measured in metric tons of 1,000 kg. A vessel's dwt or total
deadweight is the total weight the vessel can carry when loaded to a particular
load line.
"HEAVY PETROLEUM PRODUCTS" Certain products derived from crude oil that
crude carriers are capable of carrying.
"IDLE-TIME" or "WAITING DAYS" Period during which a vessel is able to be
employed but is not earning revenue.
"IMO" International Maritime Organization, a United Nations agency that
issues international trade standards for shipping.
"INTERMEDIATE SURVEY" The inspection of a vessel by a classification
society surveyor which takes place approximately two and a half years before and
after each Special Survey. This survey is more
A-1
<PAGE> 85
rigorous than the "Annual Survey" and is meant to ensure that the vessel meets
the standards of the classification society.
"LADEN" A vessel is laden when it is carrying cargo.
"LAY-UP" Mooring a ship at a protected anchorage, shutting down
substantially all of its operating systems and taking measures to protect
against corrosion and other deterioration. Generally, a ship enters lay-up for a
period when its owner does not consider it profitable to continue trading that
vessel for that period.
"LIGHT PETROLEUM PRODUCTS" Products of crude oil that have passed through
an extensive refining process. It is generally not possible for crude carriers
to carry these products.
"M/T" Motor Tanker. A tanker propelled by diesel engines.
"NEWBUILDING" A new vessel under construction.
"OFF-HIRE" Period during which a vessel is temporarily incapable of
trading due to drydocking, maintenance, repair or breakdown.
"OIL/BULK/ORE CARRIER" OR "O/B/O" An ocean-going vessel designed to carry
either oil or dry bulk cargoes.
"OPA 90" The United States Oil Pollution Act of 1990.
"PANAMAX TANKER" A vessel of approximately 50,000 to 75,000 dwt, of
maximum length and breadth and draught capable of passing through the Panama
Canal.
"PROTECTION AND INDEMNITY INSURANCE" Insurance obtained through a mutual
association formed by ship owners to provide protection from large financial
loss to one member by contribution towards that loss by all members.
"SCRAP" At the end of its life, a vessel is sold to a shipbreaker who
strips the ship and sells the steel. When charter rates are low, the scrap value
of the vessel may exceed the present trading value of that vessel, especially if
the vessel must incur significant costs to pass special surveys.
"SMALL TANKER" A tanker generally of less than 50,000 dwt.
"SPECIAL SURVEY" The inspection of a vessel by a classification society
surveyor which takes place every four to five years. A shipowner often must
incur a great deal of repair expense in order to pass his fourth and fifth
special survey and as a result may choose to simply scrap the vessel beforehand.
"SPOT MARKET" The market for chartering a vessel for single voyages.
"STORAGE" The use of a vessel for the storage rather than the
transportation of cargo. When spot market rates are low, a vessel can earn
comparable net cash flow from storage.
"SUEZMAX TANKER" A vessel of approximately 115,000 to 200,000 dwt of
maximum length and breadth and draught capable of passing through the Suez
Canal.
"TCE" or "TIME CHARTER EQUIVALENT" A measure of revenue performance based
on a spot market rate, measured in $/ton, adjusted to equate to a time charter
rate, measured in dollars per ship per day. TCE is calculated as gross revenue
less the voyage specific expenses that the owner would not have incurred had the
vessel been time-chartered, divided by the number of voyage days. Consistent
with industry data, such as that produced by Clarkson, the TCE rates used in
this Prospectus do not account for brokerage commissions or off-hire and idle
time.
"TANKER" Ship designed for the carriage of liquid cargoes in bulk, her
cargo space consisting of many tanks. Tankers carry a variety of products
including crude oil, refined products, liquid chemicals, liquid gas and wine.
Tankers load their cargo by gravity from the shore or by shore pumps and
discharge using their own pumps.
A-2
<PAGE> 86
"TIME CHARTER" The hire of a ship for a specified period of time. The
owner provides the ship with crew, stores and provisions, ready in all aspects
to load cargo and proceed on a voyage. The charterer pays for bunkering and all
voyage related expenses including canal tolls and port charges.
"TON-MILES" A measure of tanker demand. Tons carried by a vessel
multiplied by the distance traveled.
"ULCC" Ultra Large Crude Carrier. An ocean-going tanker vessel of more
than 320,000 dwt, designed to carry crude oil cargoes.
"VLCC" Very Large Crude Carrier. An ocean-going tanker vessel of between
200,000 and 320,000 dwt, designed to carry crude oil cargoes.
"VOYAGE CHARTER" Contract of carriage in which the charterer pays for the
use of a ship's cargo capacity for one, or sometimes more than one, voyage.
Under this type of charter, the ship owner pays all the operating costs of the
ship (including bunkers, canal and port charges, pilotage, towage and ship's
agency) while payment for cargo handling charges are subject of agreement
between the parties. Freight is generally paid per unit of cargo, such as a ton,
based on an agreed quantity, or as a lump sum irrespective of the quantity
loaded.
Shipping terms supplied by Dictionary of Shipping Terms, published by
Lloyds of London Press Limited (1985), and other sources.
A-3
<PAGE> 87
[AFRAMAX FLEET]
<PAGE> 88
[LEFT SIDE CAPACITY CHART]
<PAGE> 89
[RIGHT SIDE CAPACITY CHART]
<PAGE> 90
- --------------------------------------------------------------------
NO PERSON HAS BEEN AUTHORIZED
TO GIVE ANY INFORMATION OR TO MAKE
ANY REPRESENTATION OTHER THAN THOSE
CONTAINED IN THIS PROSPECTUS, AND,
IF GIVEN OR MADE, SUCH INFORMATION
OR REPRESENTATIONS MUST NOT BE
RELIED UPON AS HAVING BEEN
AUTHORIZED. THIS PROSPECTUS DOES NOT
CONSTITUTE AN OFFER TO SELL OR THE
SOLICITATION OF AN OFFER TO BUY ANY
SECURITIES OTHER THAN THE SECURITIES
TO WHICH IT RELATES OR AN OFFER TO
SELL OR THE SOLICITATION OF AN OFFER
TO BUY SUCH SECURITIES IN ANY
CIRCUMSTANCES IN WHICH SUCH OFFER OR
SOLICITATION IS UNLAWFUL. NEITHER
THE DELIVERY OF THIS PROSPECTUS NOR
ANY SALE MADE HEREUNDER SHALL, UNDER
ANY CIRCUMSTANCES, CREATE ANY
IMPLICATION THAT THERE HAS BEEN NO
CHANGE IN THE AFFAIRS OF THE COMPANY
SINCE THE DATE HEREOF OR THAT THE
INFORMATION CONTAINED HEREIN IS
CORRECT AS OF ANY TIME SUBSEQUENT TO
ITS DATE.
- --------------------------------------------------------------------
TABLE OF CONTENTS
<TABLE>
<CAPTION>
PAGE
----
<S> <C>
Available Information......................... 2
Incorporation of Documents by Reference....... 3
Enforceability of Civil Liabilities Under the
Federal Securities Laws..................... 3
Forward-Looking Statements.................... 4
Prospectus Summary............................ 5
Summary Consolidated Financial and Other
Data........................................ 9
Risk Factors.................................. 11
Use of Proceeds............................... 18
Dividend Policy............................... 18
Price Range of Common Stock................... 19
Capitalization................................ 20
Selected Consolidated Financial and Other
Data........................................ 21
Management's Discussion and Analysis of
Results of Operations and Financial
Condition................................... 24
Business...................................... 29
Management.................................... 49
Principal and Selling Stockholder............. 52
Description of Certain Indebtedness........... 52
Certain Transactions With Related Parties..... 53
Shares Eligible For Future Sale............... 54
Description of Capital Stock.................. 55
Tax Considerations............................ 56
Legal Matters................................. 61
Experts....................................... 61
Index to Consolidated Financial Statements.... F-1
Underwriting.................................. U-1
Definitions of Shipping Terms................. A-1
</TABLE>
7,000,000 SHARES
TEEKAY SHIPPING
CORPORATION
COMMON STOCK
(NO PAR VALUE)
--------------------------------------------------------------------
LOGO
--------------------------------------------------------------------
GOLDMAN, SACHS & CO.
DONALDSON, LUFKIN & JENRETTE
SECURITIES CORPORATION
FURMAN SELZ
REPRESENTATIVES OF THE UNDERWRITERS
<PAGE> 91
PART II
INFORMATION NOT REQUIRED IN THE PROSPECTUS
ITEM 14. OTHER EXPENSES OF ISSUANCE AND DISTRIBUTION.
Expenses in connection with the issuance and distribution of the securities
being registered, other than underwriting discounts and commissions, are
estimated as follows:
<TABLE>
<S> <C>
SEC Registration Fee........................................ $ 69,759
New York Stock Exchange Listing Fee......................... 28,175
NASD Fee.................................................... 24,147
Printing and Engraving Expenses............................. 150,000*
Legal Fees and Expenses..................................... 150,000*
Accountants' Fees and Expenses.............................. 60,000*
Miscellaneous Costs......................................... 17,919*
----------
Total..................................................... $ 500,000
==========
</TABLE>
- ------------
*Estimate.
ITEM 15. INDEMNIFICATION OF DIRECTORS AND OFFICERS.
Teekay Shipping Corporation (formerly known as Viking Star Shipping Inc.)
("Teekay") is a Liberian corporation. Section 6.13 of the Liberian Business
Corporation Act ("LBCA") provides that a Liberian corporation shall have the
power to indemnify any person who was or is a party or is threatened to be made
a party to any threatened, pending or completed action, suit or proceeding
whether civil, criminal, administrative or investigative (other than an action
by or in the right of the corporation) by reason of the fact that he is or was a
director or officer of the corporation, or is or was serving at the request of
the corporation as a director or officer of another corporation, partnership,
joint venture, trust or other enterprise, against expenses (including attorneys'
fees), judgments, fines and amounts paid in settlement actually and reasonably
incurred by him in connection with such action, suit or proceeding if he acted
in good faith and in a manner he reasonably believed to be in or not opposed to
the best interests of the corporation, and, with respect to any criminal action
or proceeding, had no reasonable cause to believe his conduct was unlawful. The
termination of any action, suit or proceeding by judgment, order, settlement,
conviction, or upon a plea of no contest, or its equivalent, shall not, of
itself, create a presumption that the person did not act in good faith and in a
manner which he reasonably believed to be in or not opposed to the best
interests of the corporation, and, with respect to any criminal action or
proceeding, had reasonable cause to believe his conduct was unlawful. A Liberian
corporation also has the power to indemnify any person who was or is a party or
is threatened to be made a party to any threatened, pending or completed action
or suit by or in the right of the corporation to procure a judgment in its favor
by reason of the fact that he is or was a director or officer of the
corporation, or is or was serving at the request of the corporation as a
director or officer of another corporation, partnership, joint venture, trust or
other enterprise against expenses (including attorneys' fees) actually and
reasonably incurred by him or in connection with the defense or settlement of
such action or suit if he acted in good faith and in a manner he reasonably
believed to be in or not opposed to the best interests of the corporation and
except that no indemnification shall be made in respect of any claim, issue or
matter as to which such person shall have been adjudged to be liable for
negligence or misconduct in the performance of his duty to the corporation
unless and only to the extent that the court in which such action or suit was
brought shall determine upon application that, despite the adjudication of
liability but in view of all the circumstances of the case, such person is
fairly and reasonably entitled to indemnity for such expenses which the court
shall deem proper.
To the extent that a director or officer of a Liberian corporation has been
successful on the merits or otherwise in defense of any action, suit or
proceeding referred to in the preceding paragraph, or in the
II-1
<PAGE> 92
defense of a claim, issue or matter therein, he shall be indemnified against
expenses (including attorneys' fees) actually and reasonably incurred by him in
connection therewith. Expenses incurred in defending a civil or criminal action,
suit or proceeding may be paid in advance of the final disposition of such
action, suit or proceeding as authorized by the board of directors in the
specific case upon receipt of an undertaking by or on behalf of the director or
officer to repay such amount unless it shall ultimately be determined that he is
entitled to be indemnified by the corporation as authorized in Section 6.13.
In addition, a Liberian corporation has the power to purchase and maintain
insurance on behalf of any person who is or was a director or officer of the
corporation or is or was serving at the request of the corporation as a director
or officer against any liability asserted against him and incurred by him in
such capacity whether or not the corporation would have the power to indemnify
him against such liability under the provisions of Section 6.13.
Section J of the Company's Articles of Incorporation, as amended, provides
that to the fullest extent permitted under the LBCA, a director of the Company
shall not be liable to the Company or its shareholders for monetary damages for
breach of fiduciary duty as a director. Section 10.00 of the Company's Bylaws
provides that any person who is made party to a proceeding by virtue of being an
officer or director of the Company or, being or having been such a director or
officer or an employee of the Company, serving at the request of the Company as
a director, officer, employee or agent of another corporation or other
enterprise, shall be indemnified and held harmless to the fullest extent
permitted by the LBCA against any and all expense, liability, loss (including
attorneys' fees, judgments, fines or penalties and amounts paid in settlement)
actually incurred or suffered by such person in connection with the proceeding.
In addition, the Company has entered into separate Indemnification
Agreements with each of the Company's officers and directors listed in the
Registration Statement which provide for indemnification of the director or
officer against all expenses, judgments, fines and amounts paid in settlement
actually and reasonably incurred by him in connection with any threatened,
pending or completed action, suit or proceeding, whether civil, criminal,
administrative or investigative except to the extent that such person is
otherwise indemnified, such action, suit or proceeding arose out of such
person's intentional misconduct, knowing violation of law or out of a
transaction in which such director or officer is finally judicially determined
to have derived an improper personal benefit or if it shall be determined by a
final judgment or other final adjudication that such indemnification was not
lawful.
ITEM 16. EXHIBITS
<TABLE>
<CAPTION>
EXHIBIT NUMBER
--------------
<C> <S>
*1.1 Form of Underwriting Agreement (U.S. Version).
*1.2 Form of Underwriting Agreement (International Version).
+4.1 Form of Teekay Common Stock Certificate.
*5.1 Opinion of Watson, Farley & Williams, Liberian counsel to
Teekay, as to the legality of the Common Stock being
registered.
8.1 Opinion of Perkins Coie, U.S. counsel to Teekay, regarding
certain U.S. tax matters.
23.1 Consent of Watson, Farley & Williams (contained in opinion
filed as Exhibit 5.1).
23.2 Consent of Perkins Coie (contained in opinion filed as
Exhibit 8.1).
</TABLE>
II-2
<PAGE> 93
<TABLE>
<CAPTION>
EXHIBIT NUMBER
--------------
<C> <S>
23.4 Consent of Ernst & Young as independent chartered
accountants (appended after the signature pages hereof at
page S-1).
24.1 Powers of Attorney for certain directors and officers of the
Company (included on page II-4).
</TABLE>
- ------------
* To be filed.
+ Incorporated by reference to the Company's Registration Statement on Form
F-1 (Registration No. 33-75734), as amended, as declared effective by the
Securities and Exchange Commission on July 19, 1995.
ITEM 17. UNDERTAKINGS.
The undersigned registrant hereby undertakes that, for purposes of
determining any liability under the Securities Act of 1933, each filing of the
registrant's annual report pursuant to section 13(a) or section 15(d) of the
Securities Exchange Act of 1934 that is incorporated by reference in the
registration statement shall be deemed to be a new registration statement
relating to the securities offered therein, and the offering of such securities
at that time shall be deemed to be the initial bona fide offering thereof.
Insofar as indemnification for liabilities arising under the Securities Act
of 1933 may be permitted to directors, officers and controlling persons of the
Registrant pursuant to the provisions described under "Item 15. Indemnification
of Directors and Officers," above, or otherwise, the Registrant has been advised
that in the opinion of the Securities and Exchange Commission such
indemnification is against public policy as expressed in the Act and is,
therefore, unenforceable. In the event that a claim for indemnification against
such liabilities (other than the payment by the Registrant of expenses incurred
or paid by a director, officer or controlling person of the Registrant in the
successful defense of any action, suit or proceeding) is asserted by such
director, officer or controlling person in connection with the securities being
registered, the Registrants will, unless in the opinion of its counsel the
matter has been settled by controlling precedent, submit to a court of
appropriate jurisdiction the question whether such indemnification by it is
against public policy as expressed in the Act and will be governed by the final
adjudication of such issue.
The undersigned Registrant hereby undertakes that:
(1) For purposes of determining any liability under the Securities Act of
1933, the information omitted from the form of prospectus filed as part of this
registration statement in reliance upon Rule 430A and contained in a form of
prospectus filed by the Registrant pursuant to Rule 424(b)(1) or (4) or 497(h)
under the Securities Act shall be deemed to be part of this registration
statement as of the time it was declared effective.
(2) For the purpose of determining any liability under the Securities Act
of 1933, each post-effective amendment that contains a form of prospectus shall
be deemed to be a new registration statement relating to the securities offered
therein, and the offering of such securities at that time shall be deemed to be
the initial bona fide offering thereof.
II-3
<PAGE> 94
SIGNATURES
Pursuant to the requirements of the Securities Act of 1933, as amended, the
registrant certifies that it has reasonable grounds to believe that it meets all
of the requirements for filing on Form F-3 and has duly caused this Registration
Statement to be signed on its behalf by the undersigned, thereunto duly
authorized, in the City of Vancouver, British Columbia, on May 12, 1998.
TEEKAY SHIPPING CORPORATION
/s/ BJORN MOLLER
By:
Bjorn Moller
President and Chief Executive
Officer
POWER OF ATTORNEY
Each person whose signature appears below constitutes and appoints Bjorn
Moller, Arthur F. Coady and Peter S. Antturi, any of whom may act without the
joinder of the other, as his true and lawful attorneys-in-fact and agents with
full power of substitution and resubstitution, for him, and in his name, place
and stead, in any and all capacities to sign any and all amendments (including
post-effective amendments) and supplements to this Registration Statement and
any registration statement for the same offering that is to be effective upon
filing pursuant to Rule 462(b) under the Securities Act of 1933, and to file the
same, with all exhibits thereto, and all other documents in connection
therewith, with the Securities and Exchange Commission, granting unto said
attorneys-in-fact and agents full power and authority to do and perform each and
every act and thing requisite and necessary to be done, as fully to all intents
and purposes as he might or could do in person, hereby ratifying and confirming
all that said attorneys-in-fact and agents or their substitute or substitutes
may lawfully do or cause to be done by virtue hereof.
Pursuant to the requirements of the Securities Act of 1933, as amended,
this Registration Statement has been signed below by the following persons in
the capacities on May 12, 1998.
<TABLE>
<CAPTION>
SIGNATURE TITLE
--------- -----
<C> <S>
/s/ BJORN MOLLER President, Chief Executive Officer
- --------------------------------------------- (Principal Executive Officer) and Director
Bjorn Moller
/s/ AXEL KARLSHOEJ Chairman of the Board, Director and Authorized
- --------------------------------------------- Representative in the United States
Axel Karlshoej
/s/ PETER S. ANTTURI Vice President, Finance and Chief Financial Officer
- --------------------------------------------- (Principal Financial and Accounting Officer)
Peter S. Antturi
/s/ ARTHUR F. COADY Director
- ---------------------------------------------
Arthur F. Coady
/s/ MICHAEL D. DINGMAN Director
- ---------------------------------------------
Michael D. Dingman
/s/ MORRIS L. FEDER Director
- ---------------------------------------------
Morris L. Feder
/s/ STEVE G. K. HSU Director
- ---------------------------------------------
Steve G. K. Hsu
/s/ THOMAS KUO-YUEN HSU Director
- ---------------------------------------------
Thomas Kuo-Yuen Hsu
</TABLE>
II-4
<PAGE> 95
CONSENT OF INDEPENDENT CHARTERED ACCOUNTANTS
We consent to the reference to our firm under the caption "Experts" and to
the use of our reports dated May 11, 1998 on the consolidated financial
statements of Teekay Shipping Corporation ("Teekay") and subsidiaries in the
Registration Statement (Form F-3) and related Prospectus of Teekay for the
registration of up to 8,050,000 shares of its Common Stock.
We also consent to the incorporation by reference therein of our report
dated May 7, 1997, with respect to the consolidated financial statements and
schedule of Teekay and its subsidiaries included in its Annual Report (Form
20-F), as amended, for the fiscal year ended March 31, 1997, filed with the
Securities and Exchange Commission.
Nassau, Bahamas /s/ ERNST & YOUNG
May 12, 1998 Chartered Accountants
S-1
<PAGE> 96
EXHIBIT INDEX
<TABLE>
<CAPTION>
EXHIBIT NO. DESCRIPTION OF EXHIBIT
----------- ----------------------
<C> <S> <C>
*1.1 Form of Underwriting Agreement (U.S. Version).
*1.2 Form of Underwriting Agreement (International Version).
+4.1 Form of Teekay Common Stock Certificate.
*5.1 Opinion of Watson, Farley & Williams, Liberian counsel to
Teekay, as to the legality of the Common Stock being
registered.
8.1 Opinion of Perkins Coie, U.S. counsel to Teekay, regarding
certain U.S. tax matters.
23.1 Consent of Watson, Farley & Williams (contained in opinion
filed as Exhibit 5.1).
23.2 Consent of Perkins Coie (contained in opinion filed as
Exhibit 8.1).
23.4 Consent of Ernst & Young as independent chartered
accountants (appended after the signature pages hereof at
page S-1).
24.1 Powers of Attorney for certain directors and officers of the
Company (included on page II-4).
</TABLE>
- ------------
* To be filed.
+ Incorporated by reference to the Company's Registration Statement on Form
F-1 (Registration No. 33-75734), as amended, as declared effective by the
Securities and Exchange Commission on July 19, 1995.
<PAGE> 1
EXHIBIT 8.1
PERKINS COIE
A LAW PARTNERSHIP INCLUDING PROFESSIONAL CORPORATIONS
1211 SOUTHWEST FIFTH AVENUE, SUITE 1500 - PORTLAND, OREGON 97204-3715
TELEPHONE: 503 727-2000 - FACSIMILE: 503 727-2222
May 13, 1998
Teekay Shipping Corporation
4th Floor, Euro Canadian Centre
Marlborough Street & Navy Lion Road
P.O. Box SS-6293
Nassau, Commonwealth of the Bahamas
RE: REGISTRATION STATEMENT ON FORM F-3
Dear Sirs:
We have acted as special United States tax counsel to Teekay Shipping
Corporation, a Liberian corporation (the "Company"), in connection with the
Registration Statement on Form F-3 (the "Registration Statement") filed by the
Company under the Securities Act of 1933, as amended (the "Securities Act"), and
the rules and regulations promulgated thereunder (the "Rules") with the
Securities and Exchange Commission today in connection with a proposed
underwritten public offering of up to 8,050,000 shares of the Company's Common
Stock. You have asked us to render our opinion as to matters hereinafter set
forth. Capitalized terms used but not defined herein shall have the same meaning
as in the Registration Statement.
In this connection, we have examined such certificates, agreements,
records, and other documents as we have deemed relevant and necessary as a basis
for this opinion. We have assumed, with your permission and without independent
investigation, (i) the genuineness of all signatures, the authenticity of all
documents submitted to us as originals, the conformity to original documents of
all documents submitted to us as photostatic or facsimile copies, and the
authenticity of the originals of such copies, (ii) the accuracy of the factual
representations made to us by officers and other representatives of the Company,
whether evidenced by certificates or otherwise, and (iii) that all actions
contemplated by the Registration Statement have been and will be carried out
only in the manner described therein.
Based on the foregoing, we are of the opinion that the summary set forth
under the heading "Tax Considerations--United States Tax Considerations" in the
Prospectus forming a part of the Registration Statement is accurate in all
material respects and describes the material United States federal income tax
consequences expected to be relevant to prospective holders of the Common Stock
who have acquired the Common Stock as a capital asset, are U.S. Holders (as
defined below) and are not among particular categories of investors subject to
special treatment under certain United States federal income tax laws. As used
herein, the terms "U.S. Holder" means a beneficial owner of Common Stock who or
that is for U.S. federal income tax purposes (i) a citizen or individual
resident of the United States, (ii) a corporation or partnership created or
organized in or under the laws of the United States or any political subdivision
thereof, (iii) an estate, the income of which is subject to U.S. federal income
taxation regardless of its source, or (iv) a trust, if both (A) a U.S. court is
able to exercise primary supervision over the administration of the trust, and
(B) one or more of U.S. persons have the authority to control all substantial
decisions of the trust.
This opinion is based on provisions of the United States Internal Revenue
Code of 1986, as
<PAGE> 2
amended, applicable United States Treasury Department Regulations thereunder and
published administrative positions and judicial decisions thereof, all as of the
date hereof.
In giving the opinion expressed herein, we express no opinion as to the
laws of any jurisdiction other than the federal income tax laws of the United
States.
We consent to the filing of this opinion as an exhibit to the Registration
Statement and to the references to our firm in the Prospectus made part of the
Registration Statement under the "Tax Considerations--United States Tax
Considerations" and "Legal Matters". In giving such consent, we do not hereby
admit that we are in the category of persons whose consent is required under
Section 7 of the Securities Act or related Rules. This Consent may be
incorporated by reference in any amendment to the Registration Statement filed
pursuant to Rule 462(b) of Regulation C under the Securities Act.
Very truly yours,
/s/ PERKINS COIE
------------------------------------
Perkins Coie
DSM:cf
