Cmb.Tech (CMBT) stock price is $17.39, up 0.78% on the day, as of Oct 19, 2026. It has a market cap of $3.99Bn and a P/E ratio of 4.66, and is classified in the Marine Shipping industry (Industrials sector).
Enterprise Value
Margins
P/FCF
Key Stats
Market Cap3.99 Bn
P/E4.66
P/S1.38
Div. Yield0.00
Total Debt (Qtr)5.45 Bn
Revenue Growth (1y) (Qtr)81.52
Add ratio to table…
About
CMB. TECH NV is a diversified maritime group that owns and operates a fleet of about 250 seagoing vessels including newbuildings, comprising dry bulk carriers, crude oil tankers, chemical tankers, container ships and offshore energy vessels. The company develops low carbon solutions across its divisions and supplies hydrogen and ammonia fuel to customers from its own production or third party sources. It also works on hydrogen powered industrial applications such as trucks,…
CMB. TECH NV is a diversified maritime group that owns and operates a fleet of about 250 seagoing vessels including newbuildings, comprising dry bulk carriers, crude oil tankers, chemical tankers, container ships and offshore energy vessels. The company develops low carbon solutions across its divisions and supplies hydrogen and ammonia fuel to customers from its own production or third party sources. It also works on hydrogen powered industrial applications such as trucks, locomotives and straddle carriers. A hydrogen production facility in Namibia uses a 6.5 hectare solar plant to power a 5 megawatt electrolyser for green hydrogen.
CMB. TECH NV generates revenue primarily from chartering its vessels on spot and time charter markets and from the sale of low carbon fuels. Shipping activities provide freight income from dry bulk, crude oil, chemical, container and offshore contracts under both spot and time charter arrangements. Its hydrogen and ammonia production facilities, together with long term offtake agreements, generate additional income from fuel sales to maritime and industrial customers. The company also earns revenue from technical services related to low carbon engine development and port equipment.
The company operates through the following segments: Bocimar, Euronav, Bochem, Delphis and Windcat.
Bocimar: owns and operates a dry bulk fleet of about 105 vessels on water, including 36 Newcastlemax, 39 Capesize, 26 Kamsarmax and 4 Panamax ships, with 10 super eco dual fuel ammonia ready Newcastlemax vessels on order for delivery in 2026 and 2027 and two 5,000 dwt coasters scheduled for 2026.
Euronav: engaged in the maritime transport of crude oil and crude oil storage, operating a fleet of 10 VLCCs, 17 Suezmaxes and 2 floating storage and offloading units, with 4 super eco dual fuel ammonia ready VLCCs on order for 2026/2027 delivery and 2 super eco Suezmax vessels on order for Q2 2026.
Bochem: owner and operator of 14 stainless steel chemical tankers of 25,000 dwt on water, with 1 additional 25,000 dwt ammonia ready vessel expected in Q1 2026 and 2 dual fuel fitted 17,000 dwt bitumen tankers planned for Q4 2026, plus orders for 4 more 25,000 dwt ammonia ready chemical tankers for delivery in 2028 and 2 26,000 dwt ammonia powered stainless steel tankers for 2029.
Delphis: specialises in medium sized container ships, operating 4 6,000 TEU vessels that are ready to be fitted with ammonia engines and 1 1,400 TEU newbuilding under construction at Qingdao Yangfan Shipbuilding, expected in Q4 2026, fitted with a dual fuel ammonia engine under long term charters with CMA CGM and Yara NCL.
Windcat: provides crew transfer vessels and offshore service operation vessels to the offshore wind and oil and gas sectors, with a fleet of 58 crew transfer vessels on water, 5 additional crew transfer vessels delivered in 2025 and 5 crew transfer vessels on order for 2026/2027, plus 2 offshore service operation vessels delivered in 2025, 4 such vessels on order from Q1 2026 to Q1 2027 and 1 multipurpose amphibious support vessel on order for 2027.
CMB. TECH NV ranks among the largest listed owners of diversified tonnage, competing with major shipping groups such as Frontline, Golden Ocean and other independent tanker and bulk carriers. Its competitive advantage stems from a balanced fleet mix that spans dry bulk, crude oil, chemical, container and offshore sectors, early investment in dual fuel ammonia and hydrogen ready vessels, and an integrated green fuel value chain that includes hydrogen production in Namibia, ammonia offtake with Jiangsu Andefu Energy Technology Co., Ltd., and storage and bunkering infrastructure projects. The company also benefits from strategic technical partnerships with engine manufacturers such as WinGD and Volvo Penta to develop low carbon propulsion systems.
The company serves a broad customer base that includes oil majors, mining and agribulk companies, container lines such as CMA CGM and Yara NCL, chemical producers, offshore wind developers and industrial users of hydrogen and ammonia. Specific named customers referenced in the filing are Yara NCL, CMA CGM, Andefu and CEEC Hydrogen Energy, as well as North Oil Company for its floating storage contracts and the Stolt Tankers Pool which manages chemical tanker voyages under long term agreements.
Sectors:Industrials·EnergySector rationaleThe company's primary revenue is generated from chartering a diversified fleet of seagoing vessels (dry bulk, tankers, container ships, and offshore vessels), which falls under Marine Shipping within the Industrials sector. A secondary sector of Energy is justified because the company operates its own hydrogen production facility in Namibia and sells low-carbon fuels (hydrogen and ammonia) to maritime and industrial customers.Industries:Marine ShippingMarine ShippingPrimaryThe company owns and operates a massive fleet of approximately 250 seagoing vessels, including dry bulk carriers, crude oil tankers, chemical tankers, and container ships. Its primary revenue is generated from chartering these vessels on spot and time charter markets for the transport of cargo.HydrogenHydrogenSecondaryThe company produces and supplies hydrogen and ammonia fuel to maritime and industrial customers, including operating a green hydrogen production facility in Namibia.Classified using BQ-MICSCIK: 0001604481
Bull & bear
Investment Thesis
▲ Bull case
CMB.TECH is positioned to capture outsized gains from the ongoing gas-to-coal switching driven by Middle East turmoil, a dynamic management highlighted but did not fully quantify in its guidance. The company noted that Japan, South Korea, and Taiwan could increase seaborne coal imports by 27 million tons, with Europe potentially adding another 12 million tons in base case and up to 60 million tons in high case. This translates to a potential 5.2% ton-mile demand increase for Capesizes and 7.5% for Panamaxes under high-case scenarios, significantly above the 1.7% fleet growth rate. With 80% of its 53,000 shipping days in 2026 exposed to spot markets—36,000 of which are in dry bulk (10,000 Kamsarmax, 26,000 Capes/Newcastlemax)—CMB.TECH is uniquely leveraged to benefit from any upside surprise in coal demand, especially as it has already fixed 80% of Q2 dry bulk days at $44,000 for Newcastlemax and 75% of Capesize days at $37,000, indicating strong forward visibility. The company’s large, modern fleet of 36 Newcastlemaxes (set to reach 46 in six months), 37 Capesizes, and 30 Kamsarmaxes allows it to capitalize on tightening supply-demand dynamics without needing new CapEx, as its remaining $1.2 billion CapEx is largely funded and set to decline after 2026. This creates a structural tailwind where free cash flow could exceed $1 billion annually in 2026 under current market assumptions—excluding vessel sales and remaining CapEx—while the balance sheet is already delevered to below 50% equity-to-assets, enabling aggressive shareholder returns. Management’s decision to distribute $0.64 per share (70% tax-exempt via share premium) signals confidence in sustained cash generation, and with net finance expenses already down to $81 million from $113 million last quarter, further margin reductions on $2 billion of financing set to take effect in Q2 will boost profitability. The market is underestimating how the combination of structural coal demand support, a fully funded newbuild program rolling off, and a spot-exposed fleet in recovering markets could drive multi-year free cash flow expansion beyond current expectations.
CMB.TECH is positioned to capture outsized gains from the ongoing gas-to-coal switching driven by Middle East turmoil, a dynamic management highlighted but did not fully quantify in its guidance. The company noted that Japan, South Korea, and Taiwan could increase seaborne coal imports by 27 million tons, with Europe potentially adding another 12 million tons in base case and up to 60 million tons in high case. This translates to a potential 5.2% ton-mile demand increase for Capesizes and 7.5% for Panamaxes under high-case scenarios, significantly above the 1.7% fleet growth rate. With 80% of its 53,000 shipping days in 2026 exposed to spot markets—36,000 of which are in dry bulk (10,000 Kamsarmax, 26,000 Capes/Newcastlemax)—CMB.TECH is uniquely leveraged to benefit from any upside surprise in coal demand, especially as it has already fixed 80% of Q2 dry bulk days at $44,000 for Newcastlemax and 75% of Capesize days at $37,000, indicating strong forward visibility. The company’s large, modern fleet of 36 Newcastlemaxes (set to reach 46 in six months), 37 Capesizes, and 30 Kamsarmaxes allows it to capitalize on tightening supply-demand dynamics without needing new CapEx, as its remaining $1.2 billion CapEx is largely funded and set to decline after 2026. This creates a structural tailwind where free cash flow could exceed $1 billion annually in 2026 under current market assumptions—excluding vessel sales and remaining CapEx—while the balance sheet is already delevered to below 50% equity-to-assets, enabling aggressive shareholder returns. Management’s decision to distribute $0.64 per share (70% tax-exempt via share premium) signals confidence in sustained cash generation, and with net finance expenses already down to $81 million from $113 million last quarter, further margin reductions on $2 billion of financing set to take effect in Q2 will boost profitability. The market is underestimating how the combination of structural coal demand support, a fully funded newbuild program rolling off, and a spot-exposed fleet in recovering markets could drive multi-year free cash flow expansion beyond current expectations.
CMB.TECH’s apparent strength masks significant and underappreciated risks from the looming wall of new tanker supply that could crush freight rates despite current spot strength, a threat management acknowledged but downplayed by focusing on short-term positives. The company admitted the order book for VLCCs and Suezmaxes has surged to 500 vessels, with over 200 scheduled for delivery in 2028 alone, pushing the order book-to-fleet ratio toward 30%—a level historically associated with severe market oversupply. While management noted that the average fleet age is at historical highs (13–13.5 years), suggesting scrapping potential, they failed to address that behavioral inertia, regulatory delays (e.g., IMO 2023 carbon intensity requirements), and economic disincentives to scrap older, less efficient vessels could prevent timely absorption of this new supply. This is especially dangerous for CMB.TECH, which still has 6 VLCCs (4 operating, 2 pending delivery) and 18 Suezmaxes, making its tanker segment highly vulnerable to rate declines. The company’s current spot strength—$180,000/day for 80% of VLCC days and $122,000/day for most Suezmax days in Q2—is predicated on transient geopolitical disruptions (Strait of Hormuz closure reducing transits from 110–150 to 5–20/day), which are unlikely to persist. Once normal transit patterns resume, the ton-mile “kicker” from U.S. and alternative exports (currently balancing lost Middle Eastern volumes at 2.4x distance multiplier) will evaporate, leaving the market exposed to pure volume oversupply. Furthermore, CMB.TECH’s breakeven costs have risen sharply due to expensive newbuildings and secondhand acquisitions, meaning even moderate rate declines could pressure profitability. The market is ignoring how the confluence of delayed scrapping, persistent newbuild deliveries, and fading geopolitical tailwinds could create a perfect storm in tankers by 2027–2028, just as the company’s heavy CapEx year ends and it seeks to redeploy capital—potentially forcing it into distressed sales or low-return reinvestment at the worst possible time in the cycle.
CMB.TECH’s apparent strength masks significant and underappreciated risks from the looming wall of new tanker supply that could crush freight rates despite current spot strength, a threat management acknowledged but downplayed by focusing on short-term positives. The company admitted the order book for VLCCs and Suezmaxes has surged to 500 vessels, with over 200 scheduled for delivery in 2028 alone, pushing the order book-to-fleet ratio toward 30%—a level historically associated with severe market oversupply. While management noted that the average fleet age is at historical highs (13–13.5 years), suggesting scrapping potential, they failed to address that behavioral inertia, regulatory delays (e.g., IMO 2023 carbon intensity requirements), and economic disincentives to scrap older, less efficient vessels could prevent timely absorption of this new supply. This is especially dangerous for CMB.TECH, which still has 6 VLCCs (4 operating, 2 pending delivery) and 18 Suezmaxes, making its tanker segment highly vulnerable to rate declines. The company’s current spot strength—$180,000/day for 80% of VLCC days and $122,000/day for most Suezmax days in Q2—is predicated on transient geopolitical disruptions (Strait of Hormuz closure reducing transits from 110–150 to 5–20/day), which are unlikely to persist. Once normal transit patterns resume, the ton-mile “kicker” from U.S. and alternative exports (currently balancing lost Middle Eastern volumes at 2.4x distance multiplier) will evaporate, leaving the market exposed to pure volume oversupply. Furthermore, CMB.TECH’s breakeven costs have risen sharply due to expensive newbuildings and secondhand acquisitions, meaning even moderate rate declines could pressure profitability. The market is ignoring how the confluence of delayed scrapping, persistent newbuild deliveries, and fading geopolitical tailwinds could create a perfect storm in tankers by 2027–2028, just as the company’s heavy CapEx year ends and it seeks to redeploy capital—potentially forcing it into distressed sales or low-return reinvestment at the worst possible time in the cycle.