the amount of any cash reserves, including reserves for future maintenance and replacement capital expenditures,
working capital and other matters, established by our board of directors in its discretion.
The amount of cash we
generate from our operations may differ materially from our profit or loss for the period, which will be affected by non-cash items. As a result of this and the other factors mentioned above, we may make cash
distributions during periods when we record losses and may not make cash distributions during periods when we record net income.
Any limitation on the availability or operation of our six vessels could have a material adverse effect on our business, financial
condition, results of operations and cash flows.
Our fleet consists of only six VLCCs. If any of our vessels we unable to generate
revenues for any significant period of time for any reason, including unexpected periods of off-hire or early charter termination (which could result from damage to our vessels), our business, financial
condition, results of operations and cash flows, including cash available for distribution to unitholders, could be materially and adversely affected. The impact of any limitation in the operation of our vessels or any early charter termination
would be amplified during the period prior to acquisition of additional vessels from Navios Maritime Acquisition Corporation (Navios Acquisition), as a substantial portion of our cash flows and income are dependent on the revenues earned
by the chartering of our six VLCCs. In addition, the costs of vessel repairs are unpredictable and can be substantial. In the event of repair costs that are not covered by our insurance policies, we may have to pay for such repair costs, which would
decrease our earnings and cash flows.
We are focused on employing vessels on long-term charters of at least five years, which may
not be typical for the crude oil, refined petroleum product, chemical and liquefied petroleum gas (LPG) sectors of the seaborne transportation industry.
One of our principal strategies is to enter into long-term charters of at least five years, which may not be the typical charter length for
vessels in our sectors, although we believe it is impractical to determine the typical charter length for vessels in our sectors due to factors such as market dynamics, charter strategy and the private nature of charter agreements. In our
experience, charters are generally entered into for time periods of less than five years, although we are not aware of any empirical evidence that supports this observation. If a market for long-term time charters in the crude oil, refined petroleum
product, chemical and LPG tanker sectors does not develop, we may have increased difficulty entering into long-term time charters upon expiration or early termination of the time charters for the VLCCs in our fleet or for any vessels that we acquire
in the future. As a result, our revenues and cash flows may become more volatile. In addition, an active short-term or spot charter market may require us to enter into charters based on changing market prices, as opposed to contracts based on fixed
rates, which could result in a decrease in our revenues and cash flows, including cash available for distribution to unitholders, if we enter into charters during periods when the market price for shipping crude oil, refined petroleum product,
chemical and LPG is depressed.
Due to our lack of diversification, adverse developments in the tanker industry could adversely
affect our business, particularly if such developments occur at a time when we are seeking a new charter.
We operate exclusively
in the tankers industry. Our lack of diversification makes us vulnerable to adverse developments in the tanker industry which would have a significantly greater impact on our business than if we owned and operated more diverse assets or engaged in
more diverse lines of business, particularly if such developments occur at a time when our ships are not under charter or nearing the end of their charters.
We depend on certain customers for our revenue. Charterers may terminate or default on their obligations to us, which could materially
adversely affect our results of operations and cash flow, and cash available for distribution to unitholders and the terms of the charters may be difficult to enforce.
We derive a significant part of our revenue from a number of charterers. For the year ended December 31, 2017, Dalian Ocean Shipping Co.
Ltd. (Cosco Dalian) and VL8 Pool Inc. (VL8) accounted for 44.7% and