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UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C. 20549
FORM 20-F
Registration statement pursuant to Section 12(b) or (g) of
the Securities Exchange Act of 1934
OR
X Annual Report pursuant to Section 13 or 15(d) of the
Securities Exchange Act of 1934
For the fiscal year ended December 31, 1999
OR
Transition Report pursuant to Section 13 or 15(d) of the
Securities Exchange Act of 1934
Commission File number: 33-79220
33-56377
Calpetro Tankers (IOM) Limited
(Exact name of Registrant as specified in its charter)
Douglas, Isle of Man
(Jurisdiction of incorporation or organization)
Ragnall House, 18 Peel Road,
Douglas, Isle of Man
(Address or principal executive offices)
Securities registered or to be registered pursuant to Section
12(b) of the Act.
Title of each class Name of each exchange on which registered
None Not applicable
Securities for which there is a reporting obligation pursuant to
Section 15(d) of the Act.
Serial First Preferred Mortgage Notes
maturing serially from 1996 to 2006.
8.52% First Preferred Mortgage Notes Due 2015.
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Indicate by check mark whether the registrant (1) has filed
all reports required to be filed by Section 13 or 15(d) of the
Securities Exchange Act of 1934 during the preceding 12 months
(or for such shorter period that the registrant was required to
file such reports), and (2) has been subject to such filing
requirements for the past 90 days.
Yes X No
Indicate by check mark which financial statement item the
registrant has elected to follow.
Item 17 Item 18 X
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TABLE OF CONTENTS
PART I
Item 1. Description of Business............................1
The Company ...................................1
Overview of Operations ........................1
The Management.................................2
The International Tanker Market ...............2
Environmental and Other Regulations............3
Risk of Loss and Liability; Insurance .........4
Item 2. Description of Property............................5
Item 3. Legal Proceedings..................................5
Item 4. Control of Registrant..............................5
The Company....................................5
Item 5. Nature of Trading Market ..................... ....5
Item 6. Exchange Controls and Other Limitations Affecting
Security-Holders...................................5
Item 7. Taxation...........................................5
Item 8. Selected Financial Data............................6
Item 9. Management's Discussion and Analysis of Financial
Condition and Results of Operations ...............6
Item 9 (A) Quantitative and Qualitative disclosure about
Market Risk........................................8
Item 10 Directors and Officers of Registrant ..............9
Item 11. Compensation of Directors and Officers ............9
Item 12. Options to Purchase Securities from Registrant
or Subsidiaries ...................................9
Item 13. Interest of Management in Certain Transactions.....9
PART II
Item 14 Inapplicable
PART III
Item 15. Defaults Upon Senior Securities ..................10
Item 16. Changes in Securities and Changes in Security
for Registered Securities and Use of Proceeds.....10
PART IV
Item 17 Inapplicable
Item 18. Financial Statements..............................10
Item 19. Financial Statements and Exhibits.................10
Signatures........................................11
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PART I
ITEM 1. DESCRIPTION OF BUSINESS
THE COMPANY
CalPetro Tankers (IOM) Limited ("CalPetro IOM" or the "Company")
was incorporated in the Isle of Man on May 13, 1994 together with
three other companies: CalPetro Tankers (Bahamas I) Limited,
CalPetro Tankers (Bahamas II) Limited and CalPetro Tankers
(Bahamas III) Limited, each of which is incorporated in the
Bahamas (together the "Companies"). Each of the Companies was
organized as a special purpose company for the purpose of
acquiring one of four oil tankers (each a "Vessel", together the
"Vessels") from Chevron Transport Corporation. California
Petroleum Transport Corporation, a Delaware corporation, acting
as agent on behalf of the Companies, issued as full recourse
obligations $167,500,000 Serial First Preferred Mortgage Notes
and $117,900,000 8.52% First Preferred Mortgage Notes due 2015
(together the "Notes"). The proceeds from the sale of the Notes
were applied by way of long-term loans, being Serial Loans in
respect of the Serial First Preferred Mortgage Notes and Term
Loans in respect of the First Preferred Mortgage Notes due 2015,
to the Companies to fund the acquisition of the Vessels from the
Chevron Transport Corporation. The Company was allocated
$51,830,000 of the Serial Loans and $29,842,000 of the Term Loans
and acquired its Vessel, the CHEVRON MARINER, as described below.
The Company will engage in no business other than the ownership
and chartering of its Vessel and activities resulting from or
incidental to such ownership and chartering.
The Company is wholly-owned by California Tankers Investments
Limited, a company organized under the laws of the Bahamas, which
is in turn a wholly-owned subsidiary of CalPetro Holdings
Limited, an Isle of Man company.
On May 12, 1998, ownership of CalPetro Holdings Limited was
transferred to Independent Tankers Corporation, a Cayman Islands
company ("ITC"). On the same date, all of the issued and
outstanding shares of ITC were sold to Frontline Ltd.
("Frontline"), a publicly listed Bermuda company.
Pursuant to a share purchase agreement dated December 23, 1998,
as amended on March 4, 1999, Frontline has sold, effective as of
July 1, 1999, all of the issued and outstanding shares of ITC to
Hemen Holding Limited, a Cyprus company ("Hemen"). Hemen is the
principal shareholder of Frontline and is indirectly controlled
by Mr. John Fredriksen, the Chairman and Chief Executive Officer
of Frontline.
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OVERVIEW OF OPERATIONS
The Company owns one 150,000 deadweight tonne ("dwt") Suezmax oil
tanker, the CHEVRON MARINER, which was acquired from Chevron
Transport Corporation. Suezmax tankers are medium-sized vessels
ranging from approximately 120,000 to 200,000 dwt, and of maximum
length, breadth and draft capable of passing fully loaded through
the Suez Canal. The Vessel has been chartered back to Chevron
Transport Corporation (the "Initial Charterer" or "Chevron
Transport") on bareboat charter (the "Initial Charter"). The
Initial Charter has a term expiring on April 1, 2015, subject to
the Initial Charterer's right to terminate the Initial Charter on
certain specified dates. Chevron Transport is principally
engaged in the marine transportation of oil and refined petroleum
products. Chevron Transport's primary transportation routes are
from the Middle East, Indonesia, Mexico, West Africa and the
North Sea to ports in the United States, Europe, the United
Kingdom and Asia. Chevron Transport has advised the Company that
it expects to use the Vessel worldwide as permitted under the
Initial Charter. The obligations of the Initial Charterer under
the Initial Charter are guaranteed by Chevron Corporation
("Chevron"), a major international oil company, pursuant to a
guarantee (the "Chevron Guarantee"). Chevron Transport is an
indirect, wholly-owned subsidiary of Chevron.
The Vessel is a double-hull oil carrier of approximately 150,000
dwts and is presently registered under the Liberian flag. The
Vessel was constructed under the supervision of the Initial
Charterer and designed to the Initial Charterer's specifications
to enhance safety and reduce operating and maintenance costs,
including such features as high performance rudders, extra steel
(minimal use of high tensile steels), additional fire safety
equipment, redundant power generation equipment, extra coating
and electrolytic corrosion monitoring and protection systems,
additional crew quarters to facilitate added manning and double-
hull design patented by one of Chevron's subsidiaries. The
builder of CHEVRON MARINER was Ishikawajima do Brasil Estaleiros
S.A.
THE MANAGEMENT
The Company entered into a management agreement (the "Management
Agreement") with P.D. Gram & Co, a.s. (in such capacity, the
"Manager") to provide administrative, management and advisory
services to the Company and arrange for remarketing services, if
necessary, for the Vessel. On March 31, 1999, P.D.Gram & Co,
a.s. resigned as Manager and Barber Ship Management resigned as
Technical Advisor and on the same date each was replaced by
Frontline, pursuant to an assignment of the Management Agreement.
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The Initial Charterer may elect to terminate the Initial Charter
on specified termination dates commencing in 2003. If the
Initial Charter is terminated by the Initial Charterer, the
Manager, acting on behalf of the Company, will attempt to find an
acceptable replacement charter for the Vessel. If an acceptable
replacement charter is commercially unavailable, the Manager will
solicit bids for the sale or recharter of the Vessel. The
Manager's ability to obtain an acceptable replacement charter, to
sell the Vessel or recharter the Vessel will depend on market
rates for new and used vessels, both of which will depend on the
supply of and demand for tanker capacity for oil transportation,
and the advantages or disadvantages of the Vessel compared with
other vessels available at the time.
THE INTERNATIONAL TANKER MARKET
International seaborne oil and petroleum products transportation
services are mainly provided by two types of operator: major oil
company captive fleets (both private and state-owned) and
independent shipowner 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, approximately one third of the current
world tanker capacity, while independent companies own or control
the balance of the fleet. The oil companies use their fleets not
only to transport their own oil, but also to transport oil for
third-party charterers in direct competition with independent
owners and operators in the tanker charter market.
The oil transportation industry has historically been subject to
regulation by national authorities and through international
conventions. Over recent years, however, an environmental
protection regime has evolved which could have a significant
impact on the operations of participants in the industry in the
form of increasingly more stringent inspection requirements,
closer monitoring of pollution-related events, and generally
higher costs and potential liabilities for the owners and
operators of tankers.
In order to benefit from economies of scale, tanker charterers
will typically charter the largest possible vessel to transport
oil or products, consistent with port and canal dimensional
restrictions and optimal cargo lot sizes. The oil tanker fleet
is generally divided into the following five major types of
vessels, based on vessel carrying capacity: (i) ULCC-size range
of approximately 320,000 to 450,000 dwt; (ii) VLCC-size range of
approximately 200,000 to 320,000; (iii) Suezmax-size range of
approximately 120,000 to 200,000 dwt; (iv) Aframax-size range of
approximately 60,000 to 120,000 dwt; and (v) small tankers of
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less than approximately 60,000 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. Suezmax 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 East Coast
of the United States. 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. Smaller tankers mostly
transport petroleum products in short-haul to medium-haul trades.
The shipping industry is highly cyclical, experiencing volatility
in profitability, vessel values and charter rates. In
particular, freight and charterhire rates are strongly influenced
by the supply and demand for shipping capacity. The tanker
market in general has been depressed for a number of years,
largely as a result of an excess of tonnage supply over demand.
In 1999, the Suezmax sector of the tanker market continued to
fluctuate and in the third quarter of 1999 fell to the lowest
level since 1994. This was also the result of substantially lower
volumes of oil transported due to the adherence by OPEC to their
agreed oil production cuts introduced at the start of 1999, the
fact that a high proportion of these cuts involved long-haul
Middle East oil, increased competition from the VLCC sector and
the draw of oil inventories. At the start of 2000, the Suezmax
market has seen some improvement as scrapping of older tonnage
has increased due to high bunker cost and the difficulties
finding cargoes for old tonnage. Tanker scrapping activity is
expected to continue at high levels given the current tanker
market weakness, the relatively high orderbook, the tanker fleet
age demographic, an expensive fifth special survey and stricter
environmental regulations. Continued improvement in Suezmax
freight rates will be largely dependent on improvement in the
Asian economies, increased output from the OPEC countries and an
increase in the rate of scrapping older vessels.
There is no guarantee that Suezmax rates would be sufficient to
meet the debt service required if the bareboat charters entered
into with Chevron are not extended. However, Suezmax rates are
still sufficient to meet the debt service required if the
bareboat charters entered into with Chevron are not extended.
The average daily time charter equivalent rates earned by modern
Suezmaxes in 1999 was $16,000 on a single voyage basis.
ENVIRONMENTAL AND OTHER REGULATIONS
The oil transportation industry has historically been subject to
regulation by national authorities and through international
conventions. Over recent years however, an environmental
protection regime has evolved which has had a significant impact
on the operations of participants in the industry in the form of
increasingly more stringent inspection requirements, closer
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monitoring of pollution-related events, and generally higher
costs and potential liabilities for the owners and operators of
tankers.
The Vessel and the operation of the Vessel must comply with
extensive and changing environmental protection laws and
regulations. Compliance with these laws and regulations may
entail significant expenses, including expenses for ship
modifications and changes in operating procedures. These laws
and regulations could have a material adverse effect on the
business and the operations of the Company and any charterer of
the Vessel. In particular, the United States Oil Pollution Act
of 1990, as amended ("OPA 90"), provides for strict liability for
owners, operators and demise charterers of any vessel for certain
oil pollution accidents in the waters of the United States.
OPA 90 established an extensive regulatory and liability regime
for the protection and cleanup of the environment from oil
spills. OPA 90 affects all owners and 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 the two hundred nautical mile
exclusive economic zone of the United States.
Under OPA 90, vessel owners, operators and 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 (subject to certain statutory qualifications the
effects of which have not been determined by any judicial
interpretation), an act of God or an act of war) for all oil
spill containment and clean-up costs and other damages arising
from oil spills pertaining to their vessels. These other damages
are defined broadly to include (i) natural resources damage 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 tonne or $10 million per tanker (subject to possible
adjustment for inflation). These limits of strict liability
would not apply if the incident were 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 oil removal activities.
Additionally, under OPA 90, the liability of responsible parties,
United States or foreign, with regard to oil pollution damage in
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the United States is not preempted by any international
convention.
Under OPA 90, with certain limited exceptions, all newly built or
converted tankers operating in United States waters must be built
with double hulls conforming to particular specifications.
Existing vessels which do not comply with the double hull
requirement must be phased out over a 20-year period (1995-2015)
based on size, age and place of off-loading, unless retrofitted
with double hulls.
Notwithstanding the phase-in period, OPA 90 currently permits
existing single hull tankers to operate until the year 2015 if
(i) their operations within United States waters are limited to
discharging at the Louisiana Offshore Oil Port ("LOOP") or off-
loading by means of lightering activities within authorized
lightering zones more than 60 miles off-shore and (ii) they are
otherwise in compliance with applicable laws and regulations.
OPA 90 expands the pre-existing financial responsibility
requirements for vessels operating in United States waters and
requires owners and operators of vessels to establish and
maintain with the US Coast Guard evidence of insurance or of
qualification as a self-insurer or other evidence of financial
responsibility sufficient to meet their potential strict
liability limit under OPA 90. The US Coast Guard
has adopted regulations which require evidence of financial
responsibility equal to the strict liability limit demonstrated
by insurance, surety bond, self-insurance or guaranty.
The US 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 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. The Initial Charterer is responsible for
furnishing and maintaining evidence of financial responsibility
with respect to the Company's Vessel.
Owners or operators of tankers operating in United States waters
must file vessel response plans with the US Coast Guard and their
tankers must operate in compliance with their US Coast Guard
approved plans. Such response plans must, among other things,
(i) 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
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with full authority to implement removal actions. The Initial
Charterer is responsible for providing such a plan to the US
Coast Guard. The Company believes that the Initial Charterer is
in compliance with that requirement.
OPA 90 specifically permits individual states to impose their own
liability regimes with regard to oil pollution incidents
occurring within their boundaries, and many 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 International Maritime Organization, an agency of the United
Nations (the "IMO"), has adopted regulations designed to reduce
oil pollution in international waters. In complying with OPA 90,
the IMO regulations and other regulations that may be adopted,
the Company and any charterer of the Vessel may be forced to
incur additional costs in meeting new maintenance and inspection
requirements, in developing contingency arrangements for
potential spills and in obtaining insurance coverage.
RISK OF LOSS AND LIABILITY; INSURANCE
The operation of any ocean-going vessel carries an inherent risk
of catastrophic marine disasters, environmental mishaps, cargo
and property losses or damage and business interruptions caused
by adverse weather and ocean conditions, mechanical failures,
human error, political action in various countries, war,
terrorism, piracy, labour strikes and other circumstances or
events. Pursuant to the Initial Charter the Vessel may be
operated throughout the world in any lawful trade for which the
Vessel is suitable, including carrying oil and its products. In
the past, political conflicts in many 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 acts of
terrorism and piracy. In addition, the carriage of petroleum
products is subject to the risk of spillage and leakage. Any
such event may result in increased costs or the loss of revenues
or assets, including the Vessel.
Under the Initial Charter, the Initial Charterer is entitled to
self-insure against marine and war risks relating to the Vessel
and against protection and indemnity risk relating to the Vessel
during the term of the Initial Charter and, accordingly,
investors in the Notes cannot rely on the existence of third-
party insurance. There can be no assurance that all risks will
be adequately insured against, that any particular loss will be
covered or that the Company will be able to procure adequate
insurance coverage at commercially reasonable rates in the
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future. In particular, stricter environmental regulations may
result in increased costs for, or the lack of availability of,
insurance against environmental damage or pollution.
The Initial Charterer, pursuant to the Initial Charter,
indemnifies the Company for a failure to maintain any financial
responsibility requirements relating to oil or other pollution
damage. To the extent that the insurance is inadequate,
unavailable or not acquired (self-insured), the Initial Charterer
also indemnifies the Company to the extent losses, damages or
expenses are incurred by the Company relating to oil or other
pollution damage as a result of the operation of the Vessel by
the Initial Charterer.
ITEM 2. DESCRIPTION OF PROPERTY
Other than the Vessel described above, the Company does not have
any property.
ITEM 3. LEGAL PROCEEDINGS
The Company is not party to any legal proceedings, nor are there
any legal proceedings threatened against the Company, which are
material to its assets or businesses.
ITEM 4. CONTROL OF REGISTRANT
CalPetro Tankers (IOM) Limited is a wholly-owned subsidiary of
California Tankers International Limited, a company organized
under the laws of the Bahamas, which is a wholly-owned subsidiary
of CalPetro Holdings Limited, an Isle of Man company. The
Company is ultimately controlled by Hemen as described in Item 1.
The Company. All the issued and outstanding shares of capital
stock of the Company are beneficially owned by CalPetro Holdings
Limited and have been pledged to the Chemical Trust Company of
California (the "Collateral Trustee") as part of the collateral
for the Notes. The parent company has full voting control over
the Company subject to the rights of the Collateral Trustee.
ITEM 5. NATURE OF TRADING MARKET
There is no established trading market for the Serial First
Preferred Mortgage Notes and 8.52% First Preferred Mortgage Notes
due 2015.
ITEM 6. EXCHANGE CONTROLS AND OTHER LIMITATIONS AFFECTING
SECURITY-HOLDERS
The Company was registered under the Isle of Man Income Tax
(Exempt Companies) Act 1994 (the "Exempt Companies Act") in May
1984. Interests in the Registered Securities may be freely
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transferred among non-residents of the Isle of Man under Isle of
Man Law. There are no Exchange Control regulations in the Isle
of Man.
There are no restrictions upon the payment of foreign currency
dividends interest or other payments in respect of the Registered
Securities.
None of the Company's Articles of Association, Memorandum of
Association or any other document, nor any Isle of Man law nor,
to the knowledge of the Company, any foreign law, imposes
limitations on the right of non-residents or foreign owners to
hold the Company's Common Stock.
ITEM 7. TAXATION
ISLE OF MAN
Under the Exempt Companies Act, the Company is exempt from any
Isle of Man income tax, or any other tax on income of
distributions accruing to or derived for the Company, or in
connection with any transactions with the Company, or any
shareholders.
No estate, inheritance, succession, or gift tax, rate, duty, levy
or other charge is payable in the Isle of Man with respect to any
shares, debt obligations or other securities of the Company.
There is no reciprocal tax treaty between the Isle of Man and the
United States.
ITEM 8. SELECTED FINANCIAL DATA
The selected income statement data of the Company with respect to
the fiscal years ended December 31, 1999, 1998 and 1997, and the
selected balance sheet data with respect to the fiscal years
ended December 31, 1999 and 1998, have been derived from the
Company's audited financial statements included herein and should
be read in conjunction with such statements and the notes
thereto. The selected balance sheet data with respect to the year
ended December 31, 1997 and the selected income statement and
balance sheet data with respect to the year ended December 31,
1996 and the period ended December 31, 1995 has been derived from
audited financial statements of the Company not included herein.
The following table should also be read in conjunction with
Item 9 "Management's Discussion and Analysis" and the Company's
audited financial statements and notes thereto included herein.
The Company's accounts are maintained in US dollars.
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Period
Year ended April 1,
December 31, to December 31,
________________________________________
1999 1998 1997 1996 1995
________________________________________
(US Dollars in thousands)
Income Statement Data
Total income 5,299 5,714 6,123 6,552 5,083
Net income 182 208 273 334 309
Balance Sheet Data
Total assets 63,604 68,750 73,832 78,869 83,572
Long-term loans,
including current 61,102 66,312 71,522 76,732 81,672
portion
Shareholders' equity 1,307 1,125 917 644 310
ITEM 9. MANAGEMENT'S DISCUSSION AND ANALYSIS OF FINANCIAL
CONDITION AND RESULTS OF OPERATIONS
BUSINESS STRATEGY
The Company's strategy has been to acquire its Vessel and charter
it to the Initial Charterer under a bareboat charter which is
expected to provide (a) charterhire payments which the Issuer and
the Company expect will be sufficient to pay, so long as the
Initial Charter is in effect (i) the Company's obligations under
the Term Loans and Serial Loans for acquiring the Vessel (ii)
management fees and the technical advisor's fees (iii) estimated
recurring fees and taxes, and (iv) any other costs and expenses
incidental to the ownership and chartering of the Vessel that are
to be paid by the Company, (b) termination payments sufficient to
make sinking fund and interest payments on the Term Loans and
Serial Loans for acquiring the Vessel to the extent allocable to
the Vessel for which the related Initial Charter has been
terminated, for at least two years following any such
termination, during which time the Vessel may be sold or
rechartered and (c) that the Vessel will be maintained in
accordance with the good commercial maintenance practices
required by the Initial Charter; and to arrange for vessel
management and remarketing services to be available in case the
Initial Charter is terminated by the Initial Charterer or the
Vessel is for any other reason returned to the possession and use
of the Company.
The Vessel is under charter to the Initial Charterer for a period
ending April 1, 2015. The Initial Charter contains a right of
termination that the Initial Charterer may exercise on any of the
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four optional termination dates, beginning on April 1, 2003. The
Initial Charter is a bareboat charter, pursuant to which the
Company is not liable for any expense in repairing or maintaining
the Vessel and the charterhire rate continues to be payable
notwithstanding, among other things, any loss or damage to the
Vessel (not amounting to a total loss).
RESULTS OF OPERATIONS
YEAR ENDED DECEMBER 31, 1999 COMPARED WITH THE YEAR ENDED
DECEMBER 31, 1998
TOTAL REVENUES
Finance lease interest receivable for the year ended December 31,
1999 amounted to $5,124,000, compared with $5,541,000 for the
year ended December 31, 1998.
EXPENSES
Interest payable on the Term Loans and the Serial Loans amounted
to $4,983,000 for the year ended December 31, 1999. The
amortization of discount on loans for the period amounted to
$74,000. The company is amortizing the discount over the life of
the loans. The corresponding figures for the year ended December
31, 1998 are $5,361,000 and $74,000, respectively.
YEAR ENDED DECEMBER 31, 1997 COMPARED WITH THE YEAR ENDED
DECEMBER 31, 1996
TOTAL REVENUES
Finance lease interest receivable for the year ended December 31,
1998 amounted to $5,541,000, compared with $5,954,000 for the
year ended December 31, 1997.
EXPENSES
Interest payable on the Term Loans and the Serial Loans amounted
to $5,361,000 for the year ended December 31, 1998. The
amortization of discount on loans for the period amounted to
$74,000. The company is amortizing the discount over the life of
the loans. The corresponding figures for the year ended December
31, 1997 are $5,731,000 and $74,000, respectively.
LIQUIDITY AND CAPITAL RESOURCES
As set forth above, revenues from the Initial Charter are
sufficient to pay the Company's obligations under the Term Loans
and the Serial Loans. The Initial Charterer may elect to
terminate the Initial Charter on specified termination dates
commencing in 2003. If the Initial Charter is terminated by the
Initial Charterer, the Manager, acting on behalf of the Company,
will attempt to find an acceptable replacement charter for the
Vessel. If an acceptable replacement charter is commercially
unavailable, the Manager will solicit bids for the sale or
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recharter of the Vessel. The Manager's ability to obtain an
acceptable replacement charter, to sell the Vessel or recharter
the Vessel will depend on market rates for new and used vessels,
both of which will depend on the supply of and demand for tanker
capacity for oil transportation, and the advantages or
disadvantages of the Vessel compared with other vessels available
at the time.
YEAR 2000
The Vessels are provided with computers and have computerized
control systems. Further the Vessels have equipment such as for
example navigational aids, communications systems, machinery
equipment, cargo measuring equipment and alarm systems that rely
on computers or embedded computer chips for proper function.
The initial terms of the Charters extend beyond the year
2000. The initial Charterer has assured the Company that it is
very aware of the year 2000 problem. The Initial Charterer has
confirmed that in the dealings with the Vessels it has taken, and
will continue to take, all reasonable steps to allow business
continuity into the year 2000 and beyond.
The Owners have not incurred and do not expect to incur any
year 2000 related expenses. At this stage no year 2000 problems
have been reported and should any problems arise the Initial
Charterer's obligation to pay charter hire is absolute. This
absolute obligation includes circumstances where a Vessel should
be unfit for use due to computer related problems, should such
occur in spite of the Initial Charterer's diligent approach to
the preparations for the year 2000. In addition, the Initial
Charterer is obliged to indemnify the relevant Owner and the
Company in respect of events arising through the term of the
Charters with respect to, among other things, all liabilities
claims and proceedings arising in any manner out of the operation
of the Vessels by the Initial Charterer with no exclusion of
events relating to computers or problems that could affect
computers at certain dates. The Initial Charterer's obligations
as described above are guaranteed by the Chevron Guarantees.
Additionally the Owners rely on the services of
internationally recognised banks and other institutions to make
payments and provide management services. There have been no
year 2000 effects on these services to date, and any future
problems will be covered by normal commercial arrangements. The
owners do not expect to incur any costs in this area.
12
<PAGE>
ITEM 9 (A) QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT
MARKET RISK
(A) QUANTITATIVE INFORMATION ABOUT MARKET RISK
Quantitative information about market risk instruments
at December 31, 1999 is as follows:-
i) Serial Loans:
The principal balances of the Serial Loans bear interest
at rates ranging from 7.35% to 7.60% and mature over a
six year period beginning April 1, 1999. The loans are
reported net of the related discounts which are
amortized over the term of the loans.
The outstanding serial loans have the following
characteristics:
Principal Interest Maturity
due rate date
$ 000
5,210 7.35% April 1, 2000
5,210 7.44% April 1, 2001
5,210 7.49% April 1, 2002
5,210 7.55% April 1, 2003
5,210 7.57% April 1, 2004
5,210 7.60% April 1, 2005
_____
31,260
______
ii) Term Loans:
The Term Loans bear interest at a rate of 8.52% per
annum. Interest is payable semi-annually. Principal is
repayable on the Term Loans in accordance with a twelve
year sinking fund schedule.
The tables below provide the revised scheduled sinking
fund redemption amounts and final principal payment of
the Allocated Principal Amount of the Term Loans
following termination of the related Initial Charter on
each of the optional termination dates.
13
<PAGE>
Payment Charter Not Charter Charter Charter Charter
Date Terminated Terminated Terminated Terminated Terminated
2005 2007 2009 2011
$000 $000 $000 $000
April 1, 2006 2,984 1,540 2,984 2,984 2,984
April 1, 2007 2,984 1,670 2,984 2,984 2,984
April 1, 2008 2,984 1,810 1,560 2,984 2,984
April 1, 2009 2,984 1,970 1,690 2,984 2,984
April 1, 2010 2,984 2,130 1,830 1,470 2,984
April 1, 2011 2,984 2,320 1,990 1,590 2,984
April 1, 2012 2,984 2,510 2,160 1,730 1,090
April 1, 2013 2,984 2,730 2,340 1,880 1,180
April 1, 2014 2,984 2,960 2,540 2,030 1,280
April 1, 2015 2,986 10,202 9,764 9,206 8,388
______ ______ ______ ______ ______
29,842 29,842 29,842 29,842 29,842
______ ______ ______ ______ ______
(B) QUALITATIVE INFORMATION ABOUT MARKET RISK
The Company was organised solely for the purpose of the
acquisition of one Vessel and subsequently entered into
a long-term agreement between the Company and Chevron
Transport Corporation.
ITEM 10. DIRECTORS AND OFFICERS OF REGISTRANT
DIRECTORS AND EXECUTIVE OFFICERS OF CALPETRO TANKERS (IOM)
LIMITED
Age Position
Bernard Z. Galka 49 Director and Secretary
Philip J.G. Thomas 53 Director
Bernard Z. Galka has been a director of CalPetro IOM since 1994,
and secretary since 1999. He is a Chartered Accountant.
Philip J.G. Thomas has been a director of CalPetro IOM since
1999. He is a Chartered Accountant.
ITEM 11. COMPENSATION OF DIRECTORS AND OFFICERS
During the year ended December 31, 1999, the Company paid to its
directors and officers, total compensation of $3,000.
14
<PAGE>
ITEM 12. OPTIONS TO PURCHASE SECURITIES FROM REGISTRANT OR
SUBSIDIARIES
None.
ITEM 13. INTEREST OF MANAGEMENT IN CERTAIN TRANSACTIONS
None.
PART II
ITEM 14. DESCRIPTION OF SECURITIES TO BE REGISTERED
Inapplicable
PART III
ITEM 15. DEFAULTS UPON SENIOR SECURITIES
None.
ITEM 16. CHANGES IN SECURITIES AND CHANGES IN SECURITY FOR
REGISTERED SECURITIES AND USE OF PROCEEDS
None.
PART IV
ITEM 17. FINANCIAL STATEMENTS
Inapplicable.
ITEM 18. FINANCIAL STATEMENTS
See pages F-1 through F-7, incorporated herein by reference.
ITEM 19. FINANCIAL STATEMENTS AND EXHIBITS
The following financial statements, together with the report
thereon of Ernst & Young, are filed as part of this Annual
Report:
Page
Report of Independent Auditors F-1
Statement of Income for the years ended December 31, 1999, F-2
1998 and 1997
Balance Sheet as at December 31, 1999 and 1998 F-3
15
<PAGE>
Statement of Cash Flows for the years ended
December 31, 1999, F-4
1998 and 1997
Notes to the Financial Statements F-5
16
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
REPORT OF INDEPENDENT AUDITORS
THE SHAREHOLDERS AND BOARD OF DIRECTORS OF CALPETRO TANKERS (IOM)
LIMITED
We have audited the accompanying balance sheet of Calpetro
Tankers (IOM) Limited as of December 31, 1999 and 1998 and the
related statements of income and cash flows for each of the three
years in the period ended December 31, 1999. 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 audit.
We conducted our audits in accordance with United Kingdom
auditing standards which do not differ in any significant respect
from United States generally accepted auditing standards. Those
standards require that we plan and perform the audit to obtain
reasonable assurance about whether the financial statement 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 financial statements referred to above
present fairly, in all material respects, the financial position
of Calpetro Tankers (IOM) Limited at December 31, 1999 and 1998,
and the results of its operations and its cash flows for each of
the three years in the period ended December 31, 1999 in
conformity with accounting principles generally accepted in the
United States.
Ernst & Young
Douglas, Isle of Man Chartered Accountants
June 21, 2000
F-1
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
STATEMENT OF INCOME
Year ended
December 31,
(US Dollars in thousands) Notes 1999 1998 1997
Income
Finance lease interest 2(b) 5,124 5,541 5,954
Bank interest 101 99 95
Recognition of unearned finance
lease income 2(b) 74 74 74
_____ _____ _____
5,299 5,714 6,123
2,694 2,895 3,097
Expenses
Interest expense 3 (4,983) (5,361) (5,731)
General and administrative expenses (60) (71) (45)
Amortization of discount on loans 2(d) (74) (74) (74)
_____ _____ _____
Income before taxes 182 208 273
Provision for taxes 2(e) - - -
____ ____ ____
Net income for the year 182 208 273
===== ===== =====
F-2
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
BALANCE SHEET
December 31,
(US Dollars in thousands) Notes 1999 1998
Assets
Current assets:
Cash and cash equivalents 2,741 2,714
Current portion of net investment
in direct financing leases 2(b) 5,105 5,067
Interest receivable 1,228 1,333
Other current assets 45 46
______ ______
Total current assets 9,119 9,160
Net investment in direct
financing leases 2(b) 53,830 58,861
Discount on loans less amortization 2(d) 655 729
Total assets 63,604 68,750
====== ======
Liabilities and stockholders' equity
Current liabilities:
Accrued interest 1,181 1,288
Current portion of serial loans 4 5,210 5,210
Other liabilities 14 25
Total current liabilities 6,405 6,523
Long-term loans 4 55,892 61,102
______ ______
Total liabilities 62,297 67,625
______ ______
Stockholders' equity:
Common stock: 1,000 shares authorized; 2 shares
of $500 par value issued and outstanding 1 1
______ ______
Retained earnings 1,306 1,124
______ ______
Total stockholders' equity 1,307 1,125
F-3
<PAGE>
______ ______
Total liabilities and stockholders' equity 63,604 68,750
====== ======
F-4
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
STATEMENT OF CASH FLOWS
Year ended
December 31,
1999 1998 1997
(US Dollars in thousands)
Cash Flows from Operating Activities:
Net income 182 208 273
Adjustments to reconcile net income
to net cash provided by operating
activities:
Amortization of discount on loans 74 74 74
Recognition of unearned income (74) (74) (74)
Changes in assets and liabilities
Accounts receivable 106 103 104
Accounts payable (118) (80) (100)
____ ____ ____
Net cash provided by operating
activities 170 231 277
____ ____ ____
Cash Flows from Investing Activities:
Repayment of direct finance leases 5067 5,028 4,985
_____ _____ _____
Net cash from investing activities 5,067 5,028 4,985
_____ _____ _____
Cash Flows from Financing Activities
Serial loans redeemed (5,210) (5,210) (5,210)
_____ _____ _____
Net cash (used in) financing
activities (5,210) (5,210) (5,210)
_____ _____ _____
Net increase in cash and cash equivalents 27 49 52
Cash and cash equivalents at start of year 2,714 2,665 2,613
_____ _____ _____
Cash and cash equivalents at end of year 2,741 2,714 2,665
====== ====== ======
F-5
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
NOTES TO THE FINANCIAL STATEMENTS
1. BASIS OF PREPARATION
The company, which was incorporated in the Isle of Man on
May 13, 1994 is one of four companies: Calpetro Tankers
(Bahamas I) Limited, Calpetro Tankers (Bahamas II) Limited,
Calpetro Tankers (Bahamas III) each of which is incorporated
in the Bahamas. Each of the Companies (the "Owners") has
been organized as a special purpose company for the purpose
of acquiring one of the four recently constructed oil
tankers from Chevron Transport Corporation (the "Initial
Charterer') and for which long-term charter agreements have
been signed with the Initial Charterer. California
Petroleum Transport Corporation acting as agent on behalf of
the Owners issued as full recourse obligations Term Mortgage
Notes and Serial Mortgage Notes. These statements reflect
the net proceeds from the sale of the Term Mortgage Notes
together with the net proceeds from the sale of the Serial
Mortgage Notes having been applied by way of long-term loans
to the Owners to fund the acquisition of the Vessels from
the Initial Charterer.
2. PRINCIPAL ACCOUNTING POLICIES
The financial statements have been prepared in accordance
with generally accepted accounting principles in the United
States. A summary of the more important accounting
policies, which have been consistently applied, is set out
below.
(a) ACCOUNTING CONVENTION
The financial statements are prepared under the
historical cost convention.
(b) FINANCE LEASES
The long-term charter agreement between the company and
Chevron Transport Corporation subsequently transfers
all the risks and rewards associated with ownership,
other than legal title and contains bargain purchase
options and as such is classified as a direct financing
lease in accordance with Statement of Financial
Accounting Standards No. 13.
Primary rental income from finance leased contracts
after setting aside amounts for amortization of the
investment in finance leases over the primary period of
the lease is apportioned between the finance element
which is determined by spreading interest and charges
F-6
<PAGE>
over the period of repayment in proportion to the net
cash investment and is allocated to the Statement of
Income and the capital element which reduces the
outstanding obligations for future instalments.
(c) INTEREST PAYABLE RECOGNITION
Interest payable on the Term Loans and on the Serial
Loans is accrued on a daily basis.
(d) DISCOUNT ON LOANS
Discount on issue of the long-term debt which
comprises the Term Loans and Serial Loans is being
amortized over the respective periods to maturity of
the debt as described in Note 4.
(e) INCOME TAXES
The company is not liable to income taxes in the Isle
of Man
(f) CASH EQUIVALENTS
The company considers all highly liquid investments
with a maturity date of three months or less when
purchased to be cash equivalents.
(g) REPORTING CURRENCY
The reporting currency is United States dollars. The
functional currency is United States dollars.
3. INTEREST EXPENSE
Year ended
December 31,
1999 1998 1997
$ 000 $ 000 $ 000
Long-term loans 4,983 5,361 5,731
===== ===== =====
4. Long-Term Loans
1999 1998
$ 000 $ 000
Opening balance 61,102 66,312
Less: current portion 5,210 5,210
Long-term loans 55,892 61,102
====== ======
F-7
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
NOTES TO THE FINANCIAL STATEMENTS
(CONTINUED)
The fair value of the long-term loans approximates to their
carrying value.
(a) SERIAL LOANS
The serial loans have the following characteristics:
Principal due Interest Rate Maturity Date
on maturity
$ 000
5,210 7.35% April 1, 2000
5,210 7.44% April 1, 2001
5,210 7.49% April 1, 2002
5,210 7.55% April 1, 2003
5,210 7.57% April 1, 2004
5,210 7.60% April 1, 2005
_______
31,260
=======
Interest is payable semi-annually.
(b) TERM LOANS
The Term Loans bear interest at a rate of 8.52% per
annum. Interest is payable semi-annually. Principal
is repayable on the Term Loans in accordance with a
twelve year sinking fund schedule.
The tables below provide the revised scheduled sinking
fund redemption amounts and final principal payment of
the Allocated Principal Amount of the Term Loans
following termination of the related Initial Charter on
each of the optional termination dates.
F-8
<PAGE>
CALPETRO TANKERS (IOM) LIMITED
NOTES TO THE FINANCIAL STATEMENTS
(CONTINUED)
Payment Charter Not Charter Charter Charter Charter
Date Terminated Terminated Terminated Terminated Terminated
2005 2007 2009 2011
$000 $000 $000 $000
April 1, 2006 2,984 1,540 2,984 2,984 2,984
April 1, 2007 2,984 1,670 2,984 2,984 2,984
April 1, 2008 2,984 1,810 1,560 2,984 2,984
April 1, 2009 2,984 1,970 1,690 2,984 2,984
April 1, 2010 2,984 2,130 1,830 1,470 2,984
April 1, 2011 2,984 2,320 1,990 1,590 2,984
April 1, 2012 2,984 2,510 2,160 1,730 1,090
April 1, 2013 2,984 2,730 2,340 1,880 1,180
April 1, 2014 2,984 2,960 2,540 2,030 1,280
April 1, 2015 2,986 10,202 9,764 9,206 8,388
______ ______ ______ ______ ______
29,842 29,842 29,842 29,842 29,842
______ ______ ______ ______ ______
Total Long-Term
Loans 61,102 61,102 61,102 61,102 61,102
======= ======= ======= ======= =======
The Term and Serial Loans are collateralized by
first preference mortgage on the Vessel to
California Petroleum. The earnings and insurance
relating to the Vessel have been collaterally
assigned pursuant to an Assignment of Earnings and
Insurance to California Petroleum which in turn has
assigned such Assignment of Earnings and Insurance
to the Collateral Trustee. The Initial Charter and
Chevron Guarantee relating to the Vessel has been
collaterally assigned pursuant to the Assignment of
Initial Charter and Assignment of Initial Charter
Guarantee to California Petroleum, which in turn
has assigned such Assignment to the Collateral
Trustee. The Capital Stock of the company has been
pledged to California Petroleum pursuant to the
Stock Pledge Agreement.
F-9
<PAGE>
SIGNATURES
Subject to the requirements of Section 13 or 15(d) of the
Securities Exchange Act of 1934, the Registrant has duly caused
this report to be signed on its behalf by the undersigned,
thereunto duly authorized.
CALPETRO TANKERS (IOM) LIMITED
REGISTRANT
/s/ Bernard Z. Galka
____________________
Bernard Z. Galka
Director
Date: June 26, 2000
F-10
02089006.AC6
