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"Supertankers" are the largest tankers, including very large crude carriers (VLCC) and ULCCs with capacities over 250,000 DWT. These ships can transport 2,000,000 barrels (320,000 m3) of oil/318 000 metric tons.[46] By way of comparison, the United Kingdom consumed about 1.6 million barrels (250,000 m3) of oil per day in 2009.[47] ULCCs, commissioned in the 1970s, were the largest vessels ever built, but the longest ones have already been scrapped; only a few ULCCs remain in service, none of which are more than 400m long.[48] Because of their great size, supertankers often can not enter port fully loaded.[28] These ships can take on their cargo at off-shore platforms and single-point moorings.[28] On the other end of the journey, they often pump their cargo off to smaller tankers at designated lightering points off-coast.[28] A supertanker's routes are generally long, requiring it to stay at sea for extended periods, up to and beyond seventy days at a time.[28]

As demand grew moderately in the United States and Western Europe, expanding economies such as China fueled exponential growth in demand.[60]

The average one-year time charter rate for a 5-year-old tanker of 280,000 metric tons of deadweight varied from $56,500 per day in December 2005 to $53,000 per day in September 2007 with a high of $64,500 per day in September 2006.[59]

Today's largest container ships measure almost 400 metres (1,300 ft) in length.[14] They carry loads equal to the cargo-carrying capacity of sixteen to seventeen pre-WWII freighter ships.

But with major U.S. players like Lockheed Martin and Northrop Grumman almost certainly out of reach for national security reasons,

“I have no illusions about how difficult it is to sell non-American products on the American market,” Mr. Enders said. “We should not even dream about trying to sell a product to a U.S. defense customer if it is not really superior to what our American peers are offering.” Analysts tended to agree.