Thank you, Michael. Let's move on to Slide 10. Our fleet currently counts 6 LNG carriers with an average age of about 10.3 years. We have a diversified customer base with substantial gas producers, namely Equinor, Gazprom and Yamal LNG. The fleet's contract backlog is about $1.15 billion, equivalent to an average backlog of about $192 million per vessel. And the fleet's average remaining charter period per vessel is about 7.9 years. 5 out of the 6 vessels in our fleet are assigned with ice class 1A FS notation and winterization features. Therefore, the fleet can handle conventional LNG shipping as well as operate in icebound and sub zero areas. In general, we view the ability to perform conventional and niche operations as an important driver in securing attractive long-term charters. Moving on to Slide 11; all the vessels in our fleet are employed on time charter contracts with asset strong investment-grade counterparties, under which the charter pays all major voyage related variable costs, such as fuel, canal fees and terminal costs. 2 of the vessels, namely the Lena and Yenisei River, are under dry dock and OpEx cost pass-through contracts, and then in general, provides protection for reasonable inflation in operating expenses. Based on the charter coverage and bar any unforeseen events and not taking into account scheduled dry dockings, the fleet is estimated to be 100% contracted in 2020, 92% in '21, 83% in '22, which remains unchanged until 2026. Our earliest potential availability is the Arctic Aurora, which will be available in the third quarter of '21, provided that Equinor does not exercise their option to extend the contract. The next available vessel after the Arctic Aurora may be the clean energy, which contracted expires in 2026. Although the charter market for LNG carriers has been challenging in Q2 and Q3 of 2020, in particular, due to the global COVID-19 situation, the prompt LNG shipping spot market has improved substantially, driven by a decline in cancellation of U.S. cargoes, improved gas pricing and moving closer toward the winter season when gas is typically used for heating. The positive pricing differential between Pacific gas and European gas prices are relatively large for prompt and nearby gas. However, forward gas prices suggest this arbitrage is coming off from January, February 2021. As a result, there is high demand and high charter rates offered in the spots to very short-term markets. However, less liquidity and lower charter rates offered for longer and forward starting time charters. Although our revenue has not been affected by the COVID-19 situation, as all our vessels are employed on term contracts, we are monitoring the situation and outlook. From an operational point of view, we are taking strict measures to protect our seafarers, office staff and other stakeholders along the logistics chain. So far, we have not had any seafarers onboard testing positive to COVID-19, which we thank all involved for their adherence patients and diligence. Let's move to Slide 12. 5 out of the 6 LNG carriers have been designed, constructed in accordance with are assigned with ice class 1A FS notation being equivalent to an Arc-4 notation. These LNG carriers are also winterized down to minus 30 degrees. While the ice class notation is in part concerned with the vessel's hull and machinery and icebreaking capability, the winterization features are concerned with features that are installed to ensure travel free operation in sub zero areas. Our partnership and our sponsor represent a total market share of about 82% of the global Arc-4 equivalent LNG carrier fleet. Our fleet is frequently calling icebound and subsea areas, indicating that our charterers are able to unlock the value of the ice class notation and winterization features. The fleet's typical area of navigation with regards to ice bound or sub zero areas are the Northern Sea route, where the vessels can operate during summer season, typically from July to November, Sakhalin Island and Northern Norway. As our fleet can perform operations in icebound, sub zero and conventional areas without any significant difference in operating cost, we believe our fleet has a broader market reach to our peers. Moving on to Slide 13; our operating costs have been relatively competitive and stable since the inception of the partnership, while our utilization has stood at levels above 95% during the same period. The combination of high utilization rates and competitive operating expenses underlines our focus on managing our cost base while preserving a safe and efficient fleet and further give evidence of a well-performing manager and enables the partnership to maximize the available income from the charter contract. Moving on to Slide 14; we are an established and experienced LNG shipping company, known as a reliable service provider able to operate in particularly harsh environments as well as conventional areas. Our fleet is unique and provides for trading versatility our focus continues to be on operational performance, which translates into high utilization and cost control. Our vessels are employed on term contracts, which cash flow is largely utilized to organically reduce debt. At the current, we are amortizing our debt with $48 million per annum, and we expect that the reduction of debt will reduce our breakeven cost over time. We expect that the solid contract revenue backlog of 1 point $1.15 billion and significantly reduced interest rate expenses will allow us to delever our balance sheet and reinforce our liquidity, so as to build equity value over time, which we believe will enhance our ability to pursue future growth initiatives. We have now reached the end of the presentation, and I now open the floor for questions.
