PROSPECTUS SUPPLEMENT
(To Prospectus dated February 14, 2012)

2,000,000 Shares

Costamare Inc.
7.625% SERIES B CUMULATIVE REDEEMABLE PERPETUAL
PREFERRED STOCK
(LIQUIDATION PREFERENCE $25 PER SHARE)

We are offering 2,000,000 shares of our 7.625% Series B Cumulative Redeemable Perpetual Preferred Stock, par value $0.0001 per share, liquidation preference $25.00 per share (the “Series B Preferred Stock”).

Dividends on the Series B Preferred Stock are cumulative from the date of original issue and will be payable quarterly in arrears on the 15th day of January, April, July and October of each year, when, as and if declared by our board of directors. The initial dividend on the Series B Preferred Stock offered hereby will be payable on October 15, 2013. Dividends will be payable out of amounts legally available therefor at a rate equal to 7.625% per annum of the stated liquidation preference.

At any time on or after August 6, 2018, the Series B Preferred Stock may be redeemed, in whole or in part, out of amounts available therefor, at a redemption price of $25.00 per share plus an amount equal to all accumulated and unpaid dividends thereon to the date of redemption whether or not declared.

We intend to apply to have the Series B Preferred Stock listed on the New York Stock Exchange. Currently, there is no public market for the Series B Preferred Stock.

Investing in our Series B Preferred Stock involves a high degree of risk. Our Series B Preferred Stock has not been rated. See “Risk Factors” beginning on page S-18 of this prospectus supplement and page 3 of our Annual Report on Form 20-F filed with the Securities and Exchange Commission on March 1, 2013.

We have granted the underwriters an option to purchase up to an additional 300,000 shares of Series B Preferred Stock solely to cover over-allotments, if any. If the underwriters exercise the option in full, the total underwriting discounts and commissions payable by us will be $1,811,250, and total proceeds to us before expenses will be $55,688,750.

Neither the Securities and Exchange Commission nor any state securities commission has approved or disapproved of these securities or determined if this prospectus supplement or the accompanying base prospectus is truthful or complete. Any representation to the contrary is a criminal offense.

The underwriters expect to deliver the shares of Series B Preferred Stock in book-entry form only through the facilities of The Depository Trust Company for the account of its participants, including Euroclear S.A./N.V., as operator of the Euroclear System, and Clearstream société anonyme against payment in New York, New York on or about August 6, 2013.

July 30, 2013

TABLE OF CONTENTS

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This document is in two parts. The first part is this prospectus supplement, which describes the specific terms of this offering and certain other matters. The second part, the prospectus, gives more general information about securities we may offer from time to time. Generally, when we refer to the “prospectus,” we are referring to both parts of this document combined. You should read both this prospectus supplement and the accompanying prospectus, together with additional information described under the heading “Where You Can Find Additional Information” and “Incorporation by Reference.” To the extent the description of our securities in this prospectus supplement differs from the description of our securities in the accompanying prospectus, you should rely on the information in this prospectus supplement.

You should rely only on the information contained or incorporated by reference in this prospectus supplement and the accompanying prospectus. We have not, and the underwriters have not, authorized anyone to provide you with different information. The distribution of this prospectus and sale of these securities in certain jurisdictions may be restricted by law. Persons in possession of this prospectus supplement or the accompanying prospectus are required to inform themselves about and observe any such restrictions. We are not making an offer to sell these securities in any jurisdiction where the offer or sale is not permitted. You should assume that the information appearing in this prospectus supplement is accurate as of the date on the front cover of this prospectus supplement only. Our business, financial condition, results of operations and prospects may have changed since that date.

It is expected that delivery of the shares of Series B Preferred Stock will be made on or about the closing date specified on the cover page of this prospectus supplement, which will be the fifth business day following the date of pricing of the Series B Preferred Stock (this settlement cycle being referred to as “T+5”). Under Rule 15c6-1 of the Securities Exchange Act of 1934, trades in the secondary market generally are required to settle in three business days, unless the parties to a trade expressly agree otherwise. Accordingly, purchasers who wish to trade the Series B Preferred Stock on the initial pricing date of the Series B Preferred Stock or the next succeeding business day will be required, by virtue of the fact that the Series B Preferred Stock initially will settle in T+5, to specify alternative settlement arrangements at the time of any such trade to prevent a failed settlement and should consult their own advisor.

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PROSPECTUS SUMMARY

This summary highlights information contained elsewhere in this prospectus supplement and the accompanying prospectus and should be read together with the information contained in other parts of this prospectus supplement, the accompanying prospectus and the documents we incorporate by reference, including the risk factors on page S-18 of this prospectus supplement and beginning on page 3 of our Annual Report on Form 20-F filed with the U.S. Securities and Exchange Commission (the “SEC”), on March 1, 2013 (“Annual Report on Form 20-F”).

Unless we otherwise specify, when used in this prospectus supplement, the terms “Costamare,” the “Company,” “we,” “our” and “us” refer to Costamare Inc. and its subsidiaries and/or any one of them, except that when such terms are used in this prospectus supplement in reference to the Series B Preferred Stock, they refer specifically to Costamare Inc.

We use the term “twenty foot equivalent unit”, or “TEU”, the international standard measure of containers, in describing the capacity of our containerships. Before making your investment decision, you should carefully read the prospectus and the documents referred to in “Where You Can Find Additional Information” and “Incorporation by Reference” for information about us, including our financial statements. Unless otherwise indicated, all references to currency amounts in this prospectus supplement and the accompanying prospectus are in U.S. dollars. Unless otherwise indicated, all data regarding our fleet and the terms of our charters is as of July 24, 2013 and references to our fleet at future dates assume there have been no acquisitions other than our six contracted newbuilds and the three secondhand vessels which have been acquired pursuant to the Framework Deed (the “Framework Agreement”) between the Company and its wholly-owned subsidiary, Costamare Ventures Inc. (“Costamare Ventures”), and York Capital Management Global Advisors LLC and an affiliated fund (collectively, together with the funds it manages or advises, “York”), and no dispositions.

Our Company

We are an international owner of containerships, chartering our vessels to many of the world’s largest liner companies. As of July 24, 2013, we operated a fleet of 59 containerships aggregating approximately 336,400 TEU, making us one of the largest public containership companies in the world, based on total TEU capacity. At that date, our fleet consisted of (i) 53 vessels in the water, aggregating approximately 281,700 TEU and (ii) six newbuild vessels aggregating approximately 54,700 TEU that are scheduled to be delivered to us through February 2014, based on the current shipyard schedule. Our fleet includes three vessels aggregating approximately 8,400 TEU, which the Company and York have acquired pursuant to the Framework Agreement through jointly-owned entities in which we have a 49% interest and York has a 51% interest (any such jointly-owned vessels, “Joint Venture vessels”). On July 26, 2013, contracts were signed for the acquisition of two additional newbuild vessels by jointly-owned entities under the Framework Agreement. See “Recent Developments.”

Our strategy is to time-charter our containerships to a geographically diverse, financially strong and loyal group of leading liner companies. Our containerships operate primarily under multi-year time charters and therefore are not subject to the effect of seasonal variations in demand. Our containerships have a record of low unscheduled off-hire days, with fleet utilization levels of 99.9%, 99.7%, 99.3%, 99.9% and 99.8% in 2009, 2010, 2011, 2012 and the first six months of 2013, respectively. Over the last three years our largest customers by revenue were A.P. Moller-Maersk A/S (“A.P. Moller-Maersk”), Mediterranean Shipping Company, S.A. (“MSC”) and Cosco Container Lines Co., Ltd. (“COSCO”). As of July 24, 2013, the average (weighted by TEU capacity) remaining time-charter duration for our fleet of 59 containerships was 4.8 years, based on the remaining fixed terms and assuming the exercise of any owner’s options and the non-exercise of any charterer’s options under our containerships’ charters. As of June 30, 2013, our fixed-term charters represented an aggregate of $2.6 billion of contracted revenue, assuming the earliest redelivery dates possible and 365 revenue days per annum per containership (which amount includes our ownership percentage of contracted revenue for the existing Joint Venture vessels). Five of these charters

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include an option exercisable by either party to extend the term for two one-year periods at the same charter rate, which represents an additional $152.2 million of potential contracted revenue.

Our company and its founders have a long history of operating and investing in the shipping industry. Members of the Konstantakopoulos family hold an aggregate of 64.8% of our common stock. Captain Vasileios Konstantakopoulos, the father of our chairman and chief executive officer, Konstantinos Konstantakopoulos, founded Costamare Shipping Company S.A. (“Costamare Shipping”) in 1975. We initially owned and operated drybulk carrier vessels, but in 1984 we became the first Greek owned company to enter the containership market and, since 1992, we have focused exclusively on containerships. After assuming management of our company in 1998, Konstantinos Konstantakopoulos has concentrated on building a large, modern and reliable containership fleet run and supported by highly-skilled, experienced and loyal personnel. He founded the management companies CIEL Shipmanagement S.A. (“CIEL”) and Shanghai Costamare Ship Management Co., Ltd. (“Shanghai Costamare”) in 2001 and 2005, respectively, and the manning agency C-Man Maritime, Inc. (“C-Man Maritime”) in 2006. Today, Konstantinos Konstantakopoulos remains focused on the provision of high quality and reliable service by our management companies and related manning agency. Under his leadership, we have continued to foster a company culture focusing on reliable customer service, industry leadership and innovation.

On January 7, 2013, Costamare Shipping entered into a Co-operation Agreement (the “Co-operation Agreement”) with V.Ships Greece Ltd. (“V.Ships Greece”), a member of V.Group, pursuant to which the two companies established a ship management cell (the “Cell”), within V.Ships Greece. The Cell has replaced CIEL and as of July 24, 2013, provides technical, crewing, provisioning, bunkering, sale and purchase and accounting services, as well as certain commercial services, to 18 of our containerships that fly the Liberian and Maltese flags, including all containerships previously managed by CIEL and two of the existing Joint Venture vessels. Costamare Shipping passes to the Company the net profit, if any, it receives pursuant to the Co-operation Agreement as a refund or reduction of the management fees payable by the Company to Costamare Shipping under the group management agreement between Costamare Shipping and the Company.

Consistent with our strategy, we have actively managed the size of our fleet through timely acquisitions and dispositions, and successfully navigated our company through strong and weak containership charter markets. Between 2006 and mid-2010, unlike other public competitors, we did not burden our balance sheet with secondhand acquisitions and newbuild commitments when vessel prices were relatively high, and our growth is not currently constrained by significant restrictions on debt incurrence.

In November 2010, we became a public company in order to increase our liquidity, improve our access to capital and position our company to capture attractive growth opportunities through fleet expansion. Since September 2010, we have expanded the fleet by over 50% in terms of TEU, to include (i) 10 newbuild containerships aggregating approximately 90,000 TEU, which will be delivered through February 2014, based on the current shipyard schedule, and (ii) 21 secondhand containerships, including the existing Joint Venture vessels, aggregating 65,597 TEU, all of which have been delivered. For these 31 containerships, we paid or committed to pay approximately $1.3 billion in the aggregate.

On May 15, 2013, the Company entered into the Framework Agreement with York to invest jointly in the acquisition of container vessels mutually agreed between the Company and York. York has agreed to invest up to $250 million in these mutually agreed transactions and the Company has agreed to invest a minimum of $75 million with an option to invest up to $240 million for which it will receive up to 49% of the equity in each vessel-owning entity (the percentage being proportionate to the Company’s relative contribution). The joint venture is expected to be each party’s exclusive joint venture for the acquisition of vessels in the container industry during a two-year investment period (or, if we and York so agree in the future, three-year investment period). The Company reserves the right to acquire any vessels that York decides not to pursue and

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therefore is not acquired by jointly-owned entities under the Framework Agreement. See “Recent Developments.”

As an established owner of containerships with a focus on reliability, a flexible and strong balance sheet, and significant experience and relationships in the containership sector, we believe we will have access to additional vessel acquisition opportunities from shipyards, our liner company customers, other shipowners, financial institutions and shipbrokers. In addition, we believe we are well-positioned to continue to obtain attractive chartering opportunities with leading liner companies. We plan to use the net proceeds of this offering for general corporate purposes, including vessel acquisitions or investments under the Framework Agreement or otherwise.

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(15)				This charter rate changes on August 23, 2013 to $6,400 per day until the earliest redelivery date. The charterer has a unilateral option to extend the charter of the vessel for a period of six months at a rate of $8,500 per day.
(16)				Based on updated vessel specifications.

(i)				Assumes exercise of the Company’s unilateral options to extend the charter of these vessels for two one year periods.
(ii)				The charterer has a unilateral option to extend the charter of the vessel for two periods of 30 months each +/-90 days on the final period performed, at a rate of $41,700 per day.
(iii)				The charterer has a unilateral option to extend the charter of the vessel for a period of 12 months at a rate of $28,000 per day.
(iv)				The charterer has a unilateral option to extend the charter of the vessel for a period of 12 months +/-60 days at a rate of $27,500 per day.
(v)				The Company has a unilateral option to extend the charters of the vessels for an additional period of two years at market rate, to be defined annually, based on the closest category on the Hamburg ConTex index.
(*)				Denotes vessels acquired pursuant to the Framework Agreement. The Company holds a 49% equity percentage in each of the vessel-owning entities and York holds the remaining 51%.
(**)				On July 26, 2013, contracts were signed for the acquisition of two additional newbuild vessels by jointly-owned entities under the Framework Agreement.

Our Competitive Strengths

We believe that we possess a number of competitive strengths that will allow us to capitalize on growth opportunities in the containership sector, including:

Track Record of Navigating Through Strong and Weak Containership Markets.

Consistent with our strategy of actively managing the size of our fleet through timely acquisitions and dispositions, we grew our fleet from 21 containerships with an aggregate capacity of 43,735 TEU in 2000 to a peak of 53 containerships of 227,778 TEU in 2008, followed by a proactive decrease in response to market conditions in 2009 and the first half of 2010 to a fleet of 42 containerships with a total capacity of 213,348 TEU as of June 30, 2010. Since the time of our initial public offering in November 2010, we have invested approximately $1.3 billion in vessel acquisitions. As a result, through the date of this prospectus supplement we have grown our fleet to 59 containerships aggregating approximately 336,400 TEU, including six newbuilds on order and three secondhand Joint Venture vessels aggregating approximately 8,400 TEU, in line with the growth plans we outlined at that time. We believe that the financial flexibility resulting from our strategic growth policy, together with our experience, reputation, quality of services and long-standing relationships with container shipping industry participants and major financial institutions, position us to continue to renew and expand our fleet, including through our joint venture with York, with further acquisitions of newbuild and high-quality secondhand vessels at attractive prices.

Base of Contracted Cash Flows Through Multi-Year Charter Coverage and Staggered Charter Expiration Dates.

We believe that the multi-year fixed-rate nature of most of our charters, many of which were arranged at attractive points in the shipping cycle, will continue to provide us with a stable base of contracted future revenue. As of July 24, 2013, the average (weighted by TEU capacity) remaining time- charter duration for our fleet of 59 containerships was 4.8 years, based on the remaining fixed terms and assuming the exercise of any owner’s extension options and the non-exercise of any charterer’s extension options under our containerships’ charters. As of July 24, 2013, over 95% of the anticipated total available days for the remainder of 2013 are under fixed-rate time charters. The

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staggered maturities of the charters for vessels that expire in the next several years will mean that we will likely conduct our re-chartering activity in varying rate environments and we will seek to tailor our charter terms accordingly. As of June 30, 2013, our fixed-term charters represented an aggregate of $2.6 billion of contracted revenue, assuming the earliest redelivery dates possible and 365 revenue days per annum per containership (which amount includes our ownership percentage of contracted revenue for the Joint Venture vessels). Five of these charters include an option exercisable by either party to extend the term for two one-year periods at the same charter rate, which represents an additional $152.2 million of potential contracted revenue.

Large, Diversified High-Quality Fleet.

Our fleet of 59 containerships, including six newbuilds on order and the three existing Joint Venture vessels, consists of containerships of various sizes and has been assembled to meet our customers’ needs and is able to operate on East-West, North-South and Intra-regional trade routes, giving us increased flexibility in re-chartering our containerships. We believe our containerships are built to high standards by reputable shipyards and have been carefully maintained by our managers. We also believe that the reliability of our fleet has been a critical factor in retaining our active and long-standing relationships with the leading liner companies. We have also had success in chartering and operating our older vessels beyond their depreciable lives. We believe that owning a large, high-quality and diverse fleet provides us with a competitive advantage in securing future employment for our containerships.

Experienced Management Team.

Our company and founders have a long history of operating and investing in the container shipping industry beginning in 1984. Our managers’ senior management teams have a combined average of approximately 36 years of experience in the shipping industry. We believe that we are able to secure attractive multi-year charters with leading liner companies because of, among other things, our operating track record and our high level of service and support.

Long-Standing Relationships with Leading, Financially Sound Charterers.

Though our business is affected by changes in global and regional economic activity, we believe that by chartering our containerships to leading liner companies, including those we perceive to be most financially and operationally sound, we have reduced our potential charter counterparty risk. We currently charter containerships to A.P. Moller-Maersk, MSC, COSCO, Evergreen Marine (Hong Kong) Ltd. (“Evergreen”), Hapag Lloyd Aktiengesellschaft (“Hapag Lloyd”), Zim Integrated Shipping Services (“ZIM”), CMA CGM, Sea Consortium Pte Ltd. (“Sea Consortium”), and Pacific International Lines (Pte) Ltd. (“PIL”).

Access to Capital to Meet Existing Capital Requirements for our Newbuilds and to Pursue Our Growth Strategy.

The debt portion of the capital expenditures for our newbuilds is fully committed (other than the newbuilds contracted for by joint venture entities on July 26, 2013 under the Framework Agreement). We arranged debt financing for our 2010 newbuilding program by executing between January and October 2011 loan agreements for a total of $725.3 million in commitments. As of June 30, 2013, we had approximately $274.5 million of undrawn capacity under the above committed credit facilities for the newbuilds on order under the 2010 newbuilding program. The joint venture entities intend to seek debt financing for their recent newbuild contracts.

In addition, as of June 30, 2013, we had (a) $165.1 million of cash liquidity, consisting of cash, cash equivalents and restricted cash and (b) five unencumbered containerships, aggregating 22,701 TEU, with an average age (weighted by TEU capacity) of 12.2 years.

We believe that our available liquidity will allow us to make additional vessel acquisitions as they become available through our joint venture with York or otherwise. In addition, through the

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Framework Agreement we have access to additional capital for investments. See “Recent Developments.”

Our Business Strategies

Our primary objectives are to profitably grow our business, increase earnings and distributable cash flow per share and maximize value to our stockholders by pursuing the following strategies:

Invest in Vessels at an Attractive Point in the Container Shipping Cycle.

Given our broad and established customer relationships and financial flexibility, we believe we are well-positioned to take advantage of the significant opportunities created by the recent economic downturn and developments in the container shipping industry to acquire newbuild and secondhand vessels at attractively low prices. As an established owner of containerships with significant experience and relationships in the containership sector, we believe we will have ready access to vessel acquisition opportunities from shipyards, our liner company customers, other shipowners, financial institutions and shipbrokers; chartering opportunities with leading liner companies; and available financing alternatives that will facilitate the further renewal and expansion of our fleet. We have arranged for long-term time charters with terms up to ten years for the four newbuilds that have been delivered since the beginning of the year and the remaining six newbuilds that we expect to be delivered through February 2014, aggregating approximately 90,000 TEU in total capacity. By securing long-term fixed rate charters at the time of purchase we believe we are well-positioned to realize attractive returns on these newbuild investments. We intend to continue expanding our fleet by acquiring additional containerships at favorable prices through our joint venture with York or on our own using our available resources, which include cash, the net proceeds of this offering and, as necessary and available, borrowings under new credit facilities.

Actively Manage Portfolio of Charters Through the Shipping Cycle.

We believe that a focus on high-quality charterers and a carefully-managed charter expiry profile are critical to our business strategy. Our largest customers in 2012 were A.P. Moller-Maersk, MSC and COSCO, which, together with Evergreen, we perceive to be among the more creditworthy liner companies. As the global economy improves, we will continue to charter our containerships to high-quality charterers and further expand the number of leading liner companies chartering our vessels in order to diversify further our portfolio of time charters from customer, geographic and maturity perspectives. While we believe that diversifying our customer base is important in order to reduce our revenue concentration and moderate our exposure to any one customer, we will also continue to focus our chartering on high quality, financially strong counterparties. We expect that our strategy will also allow us to re-charter our containerships during various points in the charter market cycle.

Continue to Manage Our Balance Sheet and Access to Capital.

We believe that management of our balance sheet, including management of cash and capital commitments, will continue to give us financial flexibility. Unlike many of our public competitors, we are not burdened with acquisition and newbuild commitments that were incurred when vessel prices were relatively high, and we believe that we have taken advantage of opportunities at attractive points of the container shipping cycle and that we are well-positioned to continue to do so. As of June 30, 2013, we had $165.1 million of cash liquidity, consisting of cash, cash equivalents and restricted cash, and five unencumbered vessels. As of June 30, 2013, we also had approximately $274.5 million of undrawn capacity under committed credit facilities for newbuilds on order with remaining installment payments totaling $314.5 million. In addition, under our Framework Agreement with York, York has agreed to provide up to $250 million for vessel acquisitions, out of which $234 million remains to be invested.

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Provide High-Quality Customer Service.

We seek to provide high-quality customer service that allows our customers to implement integrated logistics solutions in the marketplace. Our managers’ ship management approach is to tailor their services by vessel type and age, which we believe has helped to differentiate us with our charterers and extend our charters and the useful lives of our containerships. We believe that having both affiliated and third-party management companies allows us to have a deep pool of operational management in multiple locations with market-specific experience and relationships, as well as the geographic flexibility needed to manage and crew our large and diverse fleet so as to provide a high level of service, while remaining cost-effective. We also believe that our focus on customer service and reliability enhances our relationships with our charterers. In the past decade, we have had successful chartering relationships with the majority of the top 20 liner companies by TEU capacity.

Recent Developments

Vessel Acquisitions under the Framework Agreement

On May 15, 2013, the Company, along with its wholly-owned subsidiary, Costamare Ventures, entered into the Framework Agreement with York to invest jointly in the acquisition of container vessels. The decisions regarding vessel acquisitions will be made jointly between the Company and York, and the Framework Agreement is expected to be each party’s exclusive joint venture for the acquisition of vessels in the container industry during a two-year investment period (or, if we and York so agree in the future, three-year investment period). The Company reserves the right to acquire any vessels that York decides not to pursue and therefore is not acquired by the jointly-owned entities under the Framework Agreement.

Under the terms of the Framework Agreement, York has agreed to invest up to $250 million in mutually agreed vessel acquisitions and the Company has agreed to invest a minimum of $75 million with an option to invest up to $240 million in these transactions. Depending on the amount the Company elects to invest in any acquisition, we expect to hold between 25% and 49% of the equity in the relevant vessel-owning entity formed under the Framework Agreement and York will hold the balance. Costamare Shipping will provide shipmanagment services to the Joint Venture vessels, with the right either to subcontract to V.Ships Greece and/or Shanghai Costamare or to direct a vessel-owning entity to contract directly for certain shipmanagement services with V.Ships Greece. The Framework Agreement will terminate on its sixth anniversary or upon the occurrence of certain extraordinary events. At that time, Costamare Ventures can elect to divide the vessels owned by all such vessel-owning entities between itself and York to reflect their cumulative participation in all such entities. The Company expects to account for these entities formed under the Framework Agreement as equity investments.

Three vessels, totaling approximately 8,400 TEU have been acquired under the Framework Agreement with York to date.

In addition, pursuant to the Framework Agreement, jointly-owned entities entered into two shipbuilding contracts on July 26, 2013 for the construction of two container vessels of about 9,000 TEU capacity to be delivered by September 2015 and October 2015, for a price of approximately $81 million each. The jointly-owned entities have the option to upgrade the vessels with an appropriate adjustment to the purchase price. The Company agreed to participate in each of the newbuilding contracts by investing 49% of the share capital in the jointly-owned entities.

Recent Vessel Acquisitions—Chartering Developments

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•				Pursuant to the Framework Agreement, the Company and York jointly acquired three secondhand vessels which were subsequently chartered to third parties. The Company participated in each of the three vessel acquisitions by investing 49% of the share capital of the vessel-owning entities. The details of the vessels and their respective charters are the following:

a.				The 2001-built, 5,576 TEU containership Ensenada Express was purchased for a price of $22.1 million and subsequently chartered to Hapag-Lloyd, for a period of approximately two years at a daily rate of $19,000. The vessel was delivered to its charterer on July 7, 2013.
b.				The 1998-built, 1,645 TEU containership X-Press Padma was purchased for a price of $4.75 million and subsequently chartered to Sea Consortium, for a period of approximately two years at an average daily rate of approximately $7,900. The vessel was delivered to its charterer on July 27, 2013.
c.				The 1994-built, 1,162 TEU containership Petalidi was purchased for a price of $2.8 million and subsequently chartered to CMA CGM, for a period of approximately one year at a daily rate of $6,300. The vessel was delivered to its charterer on July 4, 2013.

•				We entered into an agreement to extend the charter of the 1991-built, 3,351 TEU containership Karmen to Sea Consortium, for a period of a minimum of two months and a maximum of five months at a daily rate of $6,750. The extension period commenced on June 15, 2013.
•				We entered into an agreement to extend the charter of the 1992-built, 3,351 TEU containership Marina to Evergreen, for a period of a minimum of eight months and a maximum of 14 months at a daily rate of $7,000. The extension period commenced on June 12, 2013.
•				We entered into an agreement to extend the charter of the 2001-built, 1,078 TEU containership Stadt Luebeck to CMA CGM, for a period of approximately 12 months at a daily rate of $6,400. The extension period will commence on August 23, 2013. The charterer also has the option to unilaterally extend the charter for a further period of six months at a daily rate of $8,500.

Dividends

On July 10, 2013, we declared a dividend of $0.27 per share of our common stock payable on August 7, 2013, to holders of record on July 24, 2013.

Corporate Information

Costamare Inc. was incorporated on April 21, 2008, under the laws of the Republic of the Marshall Islands and conducts its operations through various subsidiaries. Each of our containerships, other than the Joint Venture vessels, is owned by one of our subsidiaries. Our participation in the Joint Venture vessels is held through our wholly-owned Marshall Islands subsidiary, Costamare Ventures. We maintain our executive offices at 60 Zephyrou Street & Syngrou Avenue, 17564 Athens, Greece. Our telephone number at that address is +30-210-949-0050. We maintain a website at www.costamare.com . The information contained on or linked to or from our website is not incorporated herein by reference.

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The Offering

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