In connection with Bahri Week, we shine the spotlight on the global Tanker fleet using VesselsValue data, a Veson Nautical solution. This analysis examines the top five Tanker beneficial owners, leading Tanker-buying nations, and key Tanker trade routes — including the impact of Suez Canal disruptions on global Tanker trade flows.
In a list of the top five Tanker owners globally, Bahri, the national shipping company of Saudi Arabia, ranks fifth in terms of value and second by DWT. The fleet consists of 50 live Tankers, all VLCCs equating to an overall DWT of 15.6 mil, with an average age of 10 years.
Frontline tops the list with a live fleet value of USD 6.2 bil and a DWT of 16.37 bil. The fleet consists of 70 Crude Tankers; the majority are VLCCs but also include Suezmax and Aframax Tankers with three additional Suezmax Tankers on order. This is a very modern fleet with an average age of just six years.
Maran Tankers of Greece are in second place with a value of USD 5.4 bil. The fleet, consisting entirely of Crude Tankers — mainly VLCCs, has an average age of seven years. Maran Tankers also has the largest orderbook within the top five, valued at USD 1.7 bil. The 11 Suezmax vessels are being built at Chinese and South Korean yards and are scheduled to be delivered between 2026-27.
AET of Singapore ranks third with their fleet of 54 live Crude Tankers and an additional five on order. The company ranks fifth in terms of DWT with a total of 9.28 bil. China’s Bocomm leasing ranks fourth with a value of USD 5 bil. The fleet has an average age of five years and covers all Tanker sectors. Bocomm has a combined DWT of 9.8 mil, putting them in fourth place in terms of volume.
Greece tops the list of the top 10 buyers of the last 12 months, investing USD 2.65 bil on 66 Tankers. China ranks second, splashing out USD 2.18 bil on 72 Tankers. Cyprus rank third with a spend of USD 770 mil, closely followed by the UAE with USD 700 mil. Finally, India is in fifth place, spending USD 640 mil on 24 Tankers.
Red Sea security threats from Houthi attacks on vessels have fundamentally disrupted Suez Canal Tanker traffic patterns since November 2023. Laden westbound Tanker traffic has suffered severe disruption, collapsing dramatically in 2024 and plummeting to below 15% before recovering partially to around 40-45% by October 2025. This decline forced many Tankers carrying crude oil and refined products from the Middle East Gulf and Asia towards Europe to divert around the Cape of Good Hope, adding significant voyage time and costs.
In contrast, eastbound Tanker movements have maintained relatively stable laden tonnage levels, fluctuating between 60% and 80% throughout the period. This consistency reflects sustained demand for crude oil and petroleum products flowing from the Atlantic Basin and Mediterranean towards Asian markets, which remain heavily dependent on Middle Eastern and European energy supplies.
