| Factor | Score | Distribution | Value | Avg | Rank |
|---|---|---|---|---|---|
Valuation | 77 | 7.5x | 17.8x | Top tier | |
Growth | 60 | 38.9% | 7.1% | Around median | |
Quality | 81 | 27.0% | 4.5% | Top tier | |
Safety | 81 | 0.5x | 2.6x | Top tier | |
Capital Return | 72 | 3.36% | 2.12% | Top tier | |
Momentum | 95 | 59.2% | 2.9% | Top tier | |
Sentiment | 37 | 6 | 3 | Bottom tier |
Estimates — analyst targets and a simplified DCF, not investment advice.
Ten ratios that matter, each compared against its sector median and average — so you can see whether a number is rich or cheap relative to peers in the same sector.
DHT Holdings operates a fleet of VLCC crude oil tankers and generates revenue from a mix of the spot market and time charters. The spot market gives it direct exposure to higher freight rates, while time charters provide greater earnings visibility; in fiscal Q1 2026, the average daily return for spot vessels was $91,700, compared with $61,300 for time-chartered vessels, while the fleet’s combined average TCE was $78,800 per day.
In fiscal Q1 2026, the company recorded TCE revenue of $157 million and adjusted earnings before interest, taxes, depreciation, and amortization of $133 million, equivalent to about 84.7% of TCE revenue. Reported net income was $164.5 million, or $1.02 per share, but included a $60 million gain from the sale of DHT Europe and DHT China and a $1.1 million non-cash fair-value gain; excluding both, ordinary net income was $103.4 million, or $0.64 per share. Vessel operating expenses were $19.1 million, including about $2 million in non-recurring spare-parts and consumables costs, while general and administrative expenses were $5 million.
The balance sheet supported fiscal Q1 2026 results with total liquidity of $350 million at the end of the period, including $126 million in cash and $230 million available through two revolving credit facilities. Financial leverage was 16.8% based on the fleet’s market values, and net debt reached $16.5 million per vessel. In fiscal 2025, revenue declined to $498.4 million from $571.8 million in fiscal 2024, while net income increased to $211.0 million from $181.5 million, and earnings per share rose to $1.31 from $1.12.
Automated analysis for informational purposes only — not investment advice.
The average analyst price target is $12.07, with a buy consensus, but it is below the high target of $18 and the 52-week range high of $20.62; the low target is $3.30, revealing a wide divergence in estimates of earnings sensitivity to the VLCC tanker cycle. No price-to-earnings ratio is available in the data, so the valuation assessment is based on the breadth of the target range and the improvement in fiscal 2025 net income to $211.0 million despite the decline in annual revenue to $498.4 million.
Figures in the text are as of 2026-08-31; the live price is shown at the top of the page.
The company’s TCE revenue was about $157 million, and adjusted earnings before interest, taxes, depreciation, and amortization were $133 million. Reported net income reached $164.5 million, or $1.02 per share, but included a $60 million gain from the sale of DHT Europe and DHT China and a $1.1 million non-cash fair-value gain. Excluding these two items, ordinary net income was $103.4 million, or $0.64 per share.
The company expected 997 time-charter days at an average of $73,900 per day during fiscal Q2 2026. It also expected 1,025 spot days, 88% of which had been booked as of May 6, 2026, at an average of $168,300 per day. The company estimated that the accounting breakeven for the spot market would be below zero during the quarter because earnings from time-charter contracts were expected to exceed projected costs.
DHT took delivery of DHT Antelope in January 2026, followed by DHT Addax and DHT Gazelle in March 2026, and set summer 2026 as the expected delivery date for DHT Empower. These additions coincide with the sale of three older vessels built in 2007, two of which had already been delivered by May 6, 2026. DHT Bauhinia was sold for $51.5 million, with an expected capital gain of $34.2 million and anticipated delivery in June or July 2026.
Management reported on May 6, 2026, that fleet coverage through time charters was approaching 50% during fiscal 2026. The average return for spot vessels in fiscal Q1 2026 was about $91,700 per day, compared with $61,300 for time-chartered vessels and a combined average of $78,800. The company retains some market exposure through two contracts that include uncapped profit-sharing, alongside the vessels remaining in the spot market.
Total liquidity was $350 million at the end of fiscal Q1 2026, including $126 million in cash and $230 million available through two revolving credit facilities. After a $56 million repayment in April 2026, availability through the two facilities was $285.8 million, while financial leverage was 16.8% and net debt was $16.5 million per vessel. During the quarter, the company distributed $66 million in cash to shareholders and invested $160 million in vessels under construction.
Management said on May 6, 2026, that sending its tankers into the Strait of Hormuz was not an acceptable option because of crew safety, and none of its vessels were inside the Gulf when the conflict began or at the time of the call. It estimated that about 57 loaded VLCC tankers were inside the Gulf awaiting departure, in addition to other vessels waiting to resume operations. In contrast, DHT maintained fleet operations without disruptions or excessive ballast costs and conducted part of its business from the Atlantic Basin to Asia.
