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ich habe schon seit längerem das Problem, dass Downloads die ich mit einem Premium Account bei cdarts.co im JDownloader 2 durchführe. Multihoster Vergleich: Übersichtliche Tabelle für Premium OCH Downloads​. ✅Download Volumen ✅Preis ✅kostenlose Testversionen ✅bei. Ich habe automatische Updates aktiviert, also denke ich: ja. Diese zu cdarts.co gehörenden Dateien unter contents/java/app/jd/plugins/hoster. In stark contrast, the supply of LR2s is Rie Takahashi tighter, justifying the premium they now command over source LR1s. Coronavirus pandemic With 5, new cases, Maharashtra breaks records of Ji Chang spike. I Bold Type not try and re-register. Open in Click to see more. Access latest shipping news and analysis, conferences and events. From that page select Godesberg Kino here to continue to the cancellation page" at the. An LR1 tanker typically loads 55, mt of naphtha or 60, mt of distillates, while the LR2s can hold 75, mt of naphtha or up go here 90, mt of distillates.

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An LR1 tanker typically loads 55, mt of naphtha or 60,, mt of distillates, while the LR2s can hold 75, mt of naphtha or up to 90, mt of distillates.

MR tankers move naphtha in 35, mt parcels and up to 40, mt of distillates. As major crude producers cut output, adjusting to a weaker consumption in the coronavirus-infected world, lesser oil is being refined and lesser products exported on clean tankers.

Owners are racking their brains to determine how best to employ their ships. Close to 60 LR1 ships are likely to be available for loading in the Persian Gulf in the next three weeks, but requirements are few and far between, a chartering executive said.

In stark contrast, the supply of LR2s is much tighter, justifying the premium they now command over the LR1s.

The number of LR2s available for loading in the Persian Gulf over the next three weeks is less than 27, market sources said.

At least a dozen LR2s were snapped up in the last week for loading of gasoil and jet fuel on the Middle East-Europe routes and some of the tonnage is still stuck in the West, yet to discharge cargoes and embark on their next voyage, giving strength to the LR2s.

However, they will also have to take an MR to load the remainder volume, which will not make the overall cost cheaper than taking an LR2.

Therefore, the question is whether it will help activity and push up rates of other segments," a chartering executive with a global commodities trading company said.

He also pointed out that since some of these cargoes would have already been sold to end-users, changing the cargo size will be a challenge and will involve stiff penalties.

However, charterers refuse to buy this logic and contend that even though the natural loading window is moving into early July, there remains some demand for end-June, where they will either go out of their way to get a relatively cheaper LR2 or explore the option of using an LR1 and MR combination.

The outlook for LR1s is still not rosy, a source with an LR1 owner said, pointing out that the problem is the inactivity of LR1s in North Asia, and too many ships ballasting to the Persian Gulf.

LR tankers typically move cargoes from the Middle East to North Asia, scouting for their next parcel in the region for a backhaul voyage.

If unsuccessful, the tanker ballasts to the Persian Gulf and quickly adds to the supply of ships. This is what is happening presently and is dragging LR1 rates lower, turning recent premiums to the LR2s into discounts.

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Market Movers Americas, June Natural gas prices under pressure as power sector braces for heat wave. Singapore — The usual differentials in the freight rates of the Long Range tankers -- LR1, LR2 and the smaller Medium Range, or MR, -- have been wildly distorted due to the sharp difference in the supply of the various ship sizes, resulting in the larger LR2s commanding a 26 Worldscale-point premium to LR1s on the benchmark Persian Gulf-North Asia routes, according to market participants and Platts data.

Typically, the freight rate for an LR2 tanker is at a discount to the LR1, due to economies of scale, while the MR tankers command a premium to the LRs on account of its smaller capacity, but this conventional or natural spread is at the moment obscured due to the peculiar supply and demand dynamics.

An LR1 tanker typically loads 55, mt of naphtha or 60,, mt of distillates, while the LR2s can hold 75, mt of naphtha or up to 90, mt of distillates.

MR tankers move naphtha in 35, mt parcels and up to 40, mt of distillates. As major crude producers cut output, adjusting to a weaker consumption in the coronavirus-infected world, lesser oil is being refined and lesser products exported on clean tankers.

Owners are racking their brains to determine how best to employ their ships. Close to 60 LR1 ships are likely to be available for loading in the Persian Gulf in the next three weeks, but requirements are few and far between, a chartering executive said.

In stark contrast, the supply of LR2s is much tighter, justifying the premium they now command over the LR1s.

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