| Factor | Score | Distribution | Value | Avg | Rank |
|---|---|---|---|---|---|
Valuation | 84 | 7.3x | 17.8x | Top tier | |
Growth | 69 | 81.1% | 7.1% | Top tier | |
Quality | 79 | 17.7% | 4.5% | Top tier | |
Safety | 82 | 0.3x | 2.6x | Top tier | |
Capital Return | 63 | 5.35% | 2.12% | Around median | |
Momentum | 99 | 50.5% | 2.9% | Top tier | |
Sentiment | 23 | 3 | 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.
Dorian LPG Ltd. operates a fleet of very large gas carriers VLGC to transport liquefied petroleum gas by sea, with revenue generated primarily from vessel charters in the spot market, contracts of affreightment, and time charters. The company's spot-market trading is conducted through the Helios Pool, which comprised 29 vessels with spot exposure of slightly more than 75%, while seven Dorian vessels within the pool were time-chartered. This mix makes earnings highly correlated with freight rates, operating days, and fuel and transit costs, with a positive earnings contribution from the six time-chartered-in vessels during the period.
In fiscal year 2027 quarter 1, ended June 30, 2026, revenue reached $187.9 million and net income was $138.3 million, equivalent to earnings per share of $3.24 and a calculated net income margin of approximately 73.6%. Revenue increased by approximately 22.6% compared with revenue of $153.3 million in fiscal year 2026 quarter 4, while net income rose from $81.0 million to $138.3 million. The performance included a $30.1 million gain from the sale of the Cobra vessel, so net income does not reflect recurring operating activity alone.
Time charter equivalent TCE revenue per available day reached $75,926, the highest in the company's history, while spot activity and contracts of affreightment in the Helios Pool generated $82,445 per day, and the pool's total TCE exceeded $75,100 per day. Adjusted earnings before interest, taxes, depreciation, and amortization reached $165.4 million, including the gain on the sale of Cobra, while daily operating expenses were $10,308 excluding drydocking expenses. For fiscal year 2026, the company recorded revenue of $481.5 million, net income of $193.7 million, and earnings per share of $4.54.
Automated analysis for informational purposes only — not investment advice.
The average analyst price target is $55, which is also both the highest and lowest target, and is approximately 5.6% above the 52-week range high of $52.10, while the range low is $23.76. However, the analyst consensus is neutral, and the identical targets at $55 limit the diversity of estimates, while no valid price-to-earnings ratio is available in the data to compare the price with fiscal year 2026 or fiscal year 2027 quarter 1 earnings.
Figures in the text are as of 2026-09-01; the live price is shown at the top of the page.
The company benefited from disruptions to Middle Eastern supplies and the rerouting of shipments from the U.S. Gulf to Asia, which increased voyage distances and demand for VLGC vessels. The company's TCE reached $75,926 per available day, the highest level recorded in its history, while spot activity and contracts of affreightment in the Helios Pool generated $82,445 per day. As a result, revenue reached $187.9 million and net income was $138.3 million, but net income included a $30.1 million gain from the sale of Cobra.
Slightly more than 75% of the twenty-nine vessels in the Helios Pool were exposed to the spot market during fiscal year 2027 quarter 1, with seven Dorian vessels on time-charter contracts within the pool. This gives the company strong upside when VLGC rates rise, as occurred when it recorded TCE of $75,926 per available day. However, it also increases the volatility of earnings and distributions if freight rates decline or trade-route bottlenecks ease.
Management said on August 5, 2026 that it balances shareholder distributions, debt reduction, and fleet renewal. Cash stood at $342 million on June 30, 2026, then approached $600 million following proceeds from vessel sales and strong market conditions, while the company declared an irregular distribution of one dollar per share totaling $42.8 million. It also repaid or planned to repay debt associated with vessels sold and contracted for a dual-fuel Panamax VLGC with a capacity of 90,000 cubic meters from Hyundai Heavy Industries for delivery in mid-2029.
The effective closure of the Strait of Hormuz during most of the quarter ended June 30, 2026 caused Middle Eastern volumes to fall by approximately 70% year over year to nearly 3.4 million tonnes. Resupply from the U.S. Gulf pushed more vessels onto longer voyages around the Cape of Good Hope or through the Panama Canal, increasing tonne-mile demand. In return, fuel prices increased by approximately 36% quarter over quarter, while the average Panama Canal auction price in April 2026 rose by approximately $900,000 compared with March 2026, putting pressure on net realized rates.
The company contracted during the year to sell four vessels and had delivered three by the August 5, 2026 call, with the sales including Cobra, Corsair, and Constellation. Net proceeds from the sales of Corsair and Constellation reached approximately $166.4 million, and it also signed an agreement to sell Clermont, with completion expected in September or October 2026. On the replacement side, it ordered from Hyundai Heavy Industries a dual-fuel Panamax VLGC with a capacity of 90,000 cubic meters for delivery in mid-2029, with management emphasizing that the program will be conservative and gradual.
The one-dollar-per-share distribution declared in August 2026 is an irregular distribution, not a fixed recurring commitment. It is the twentieth payment and brought irregular distributions since September 2021 to $19.65 per share and approximately $811 million in total. The board of directors evaluates earnings, liquidity, fleet investment needs, and the market environment before determining any distribution, so its size may change or no distribution may be declared during periods of weakness in the shipping market.
