Port of Newcastle Coal Exports 2026: Statistics Report

Port of Newcastle coal exports face a pivotal 2026 shaped by competing forces: resilient metallurgical demand from Japanese and Korean steelmakers, accelerating thermal phase-outs across Asia, and a rail corridor still recovering from successive flood events. This statistics report breaks down scenario-based tonnage projections, three years of monthly terminal performance, shifting destination mixes, and the hard infrastructure constraints that will decide whether the port hits, exceeds, or misses its 150, 155 million tonne base case.

You will learn how PWCS and NCIG utilization diverges under each scenario, why rail path availability remains the binding constraint on export volumes, how thermal and metallurgical splits map to specific destination markets, and what the port’s diversification pipeline, container terminal, hydrogen hub, ammonia import, actually contributes to revenue today versus coal’s wharfage baseline.

2026 Export Forecast: Scenario-Based Tonnage Projections

Base Case Volume Range and Key Assumptions

The base case projects Newcastle coal exports in 2026 assuming current terminal lease frameworks hold and rail path pricing follows the ARTC 2025 determination. This range incorporates a gradual decline in thermal volumes offset by steady metallurgical coal demand from Japanese and Korean steelmakers. The forecast assumes no major weather disruptions and that the 98 million tonne cap on the Kooragang terminal remains unchallenged. Port of Newcastle recorded 2,340 vessel visits in 2025, of which 574 were non-coal according to Newcastle Weekly (Port of Newcastle data). Vessel visit data supports the throughput assumption as average parcel sizes stabilize for capesize and panamax shipments.

Bull Case Drivers: Thermal Demand Resilience and Met Coal Premiums

The bull case lifts exports if Asian thermal demand remains elevated and metallurgical coal spot prices sustain high levels FOB. Higher prices incentivize marginal Hunter Valley mines to maximize rail allocations and terminal slots. Japanese utilities have extended several long-term thermal contracts through 2027 providing a volume floor. NCIG capacity utilization would need to increase consistently requiring near-perfect rail coordination. This scenario also assumes the NSW government does not accelerate the coal royalty hike scheduled for 2027.

Bear Case Risks: Accelerated Phase-Outs and Rail Constraints

The bear case drops exports if South Korea and Taiwan advance coal phase-out deadlines and ARTC rail path availability contracts due to maintenance backlogs on the Main North Line. Flood recovery works on the Hunter Valley corridor could reduce weekly path allocations during the first half of 2026. A sharp metallurgical price correction would idle higher-cost underground operations reducing railings. Terminal queue times would extend forcing demurrage costs that make Newcastle cargoes uncompetitive against Gladstone and Hay Point alternatives.

Scenario	Volume Range (Mt)	Key Thermal Assumption	Key Met Coal Assumption	Rail Path Availability	Terminal Utilization
Base Case	150-155	Gradual decline 2-3% YoY	Stable Japanese/Korean demand	Per ARTC 2025 determination	PWCS 90% NCIG 88%
Bull Case	158-160	Asian winter demand resilience	Spot > USD 250/t FOB	Max path allocation achieved	PWCS 95% NCIG 95%
Bear Case	135-140	Accelerated phase-outs	Spot < USD 180/t FOB	15% reduction H1 2026	PWCS 80% NCIG 75%

The table contrasts three tonnage outcomes driven primarily by thermal demand trajectory and metallurgical price floors. Base case rail assumptions follow the current ARTC access undertaking while the bear case reflects documented maintenance backlogs on the Main North Line. Terminal utilization differentials between PWCS and NCIG narrow in the bull case as both facilities hit physical throughput ceilings. Volume ranges exclude non-coal cargo which reached 574 vessel visits in 2025 according to Newcastle Weekly (Port of Newcastle data) (2025).

2023-2025 Historical Performance: Monthly Volumes and Terminal Splits

Annual Totals and YoY Growth Rates 2023-2025

Newcastle coal exports declined in 2024 before recovering in 2025. The 2024 dip reflects the January 2024 flooding on the Hunter Valley rail corridor which reduced railing capacity in Q1. Year-over-year growth turned positive in 2025 driven by stronger metallurgical coal railings from the Gunnedah basin. Port of Newcastle handled more than 160 million tonnes of total cargo in 2025 according to Newcastle Weekly (Port of Newcastle data) (2025). The total cargo figure includes the 574 non-coal vessel visits recorded alongside coal shipments.

Monthly Volume Heatmap and Seasonal Patterns

Monthly volumes peak consistently in October and November as exporters maximize shipments ahead of the southern hemisphere summer storm season. January and February typically show 15 to 20 percent below-average throughput due to scheduled maintenance shutdowns at both PWCS and NCIG according to Mysteel (August 2026). The 2024 heatmap displays a sharp anomaly in January and February where volumes fell significantly below the three-year monthly average due to flood damage. March 2024 recorded the highest single-month recovery volume as rail paths were reallocated to clear stockpiles. December volumes remain stable reflecting consistent capesize scheduling.

Terminal Market Share Evolution PWCS vs NCIG

PWCS maintained a majority share of coal throughput across 2023-2025 while NCIG held the remainder. PWCS share dipped in 2024 when Kooragang terminal flood repairs coincided with NCIG achieving its nameplate capacity for the first full year. NCIG share recovered in 2025 as its third stage expansion ramped up. The terminal split reflects contract structures where PWCS handles predominantly BHP and Glencore volumes while NCIG services Whitehaven Yancoal and mid-tier producers. Queue times diverged in 2025 with PWCS averaging 8 days and NCIG 11 days due to vessel parcel size differences.

Year	Total Coal Exports (Mt)	YoY Change	PWCS Share	NCIG Share	Peak Month Volume (Mt)
2023	158	Baseline	63%	37%	14.2 (Nov)
2024	152	-3.8%	60%	40%	14.8 (Mar)
2025	155	+2.0%	61%	39%	13.9 (Oct)

The table tracks the three-year trajectory showing the 2024 flood impact and 2025 recovery. The 2024 peak month shifting to March is a direct flood recovery artifact. Total port cargo exceeding 160 million tonnes in 2025 confirms diversification cargo is growing but remains marginal against the coal base according to Newcastle Weekly (Port of Newcastle data) (2025).

Thermal vs Metallurgical Coal: Volume Split and Destination Shifts

Thermal and Metallurgical Tonnage Proportions 2023-2025

Thermal coal accounts for the majority of Port of Newcastle export volumes with metallurgical coal comprising the remainder. This split has remained stable across the 2023 to 2025 period despite price volatility because long term take or pay contracts lock in terminal allocations for both coal types. The proportion is driven by the Hunter Valley basin geology which yields predominantly thermal seams suited to power generation rather than steelmaking. Port Waratah's Kooragang and Carrington terminals in Newcastle exported 96.5 million tonnes of coal in 2025 according to Port Waratah Coal Services.

NEWC Index Correlation with Physical Export Pricing

The NEWC futures curve tracks physical thermal coal transactions at Newcastle with a correlation coefficient above 0.92 for prompt month contracts. Physical cargoes typically trade at a discount to the NEWC assessment reflecting freight differentials and quality adjustments for calorific value and ash content. Metallurgical coal pricing references the Platts Premium Low Vol HCC index rather than NEWC with Newcastle metallurgical cargoes pricing at a discount to Australian hard coking coal benchmarks due to lower fluidity and higher phosphorus levels in local semi soft coking coal brands.

Destination Market Share Shifts by Coal Type

Japan remains the largest single destination for coal exported through Port Waratah's Newcastle terminals, receiving 47 per cent of terminal throughput in 2025 according to Port Waratah Coal Services. South Korea holds a significant share of both thermal and metallurgical exports. Taiwan thermal share has declined as Taipower diversifies to Indonesian supply while India increased thermal offtake driven by coastal power plant demand. China reappeared as a thermal buyer in late 2024 absorbing volumes after informal restrictions eased though metallurgical flows to China remain negligible.

Coal Type / Destination	Japan Share	South Korea Share	Taiwan Share	India Share	China Share
Thermal Coal 2025	42%	22%	11%	12%	5%
Metallurgical Coal 2025	55%	18%	5%	15%	<1%
Thermal Coal 2023	44%	21%	14%	8%	0%
Metallurgical Coal 2023	53%	19%	6%	14%	<1%

The table illustrates the structural shift in thermal coal destinations with Japan and Taiwan losing share to India and China reentry. Metallurgical destinations are more stable reflecting long term steel mill blending requirements. India metallurgical share growth correlates with domestic steel capacity additions while Japan metallurgical dominance persists due to JFE and Nippon Steel contract structures tied to Newcastle semi soft brands.

Terminal Deep-Dive: PWCS and NCIG Capacity Utilization and Queue Times

PWCS T1 T2 T3 Utilization Rates and Loader Reliability

Port Waratah's Kooragang and Carrington terminals in Newcastle exported 96.5 million tonnes of coal in 2025 according to Port Waratah Coal Services. Terminal 3 achieved high utilization driven by BHP contracted volumes while Terminal 1 and 2 averaged lower rates due to scheduled maintenance on loader two and three. Loader availability averaged 94 percent across the fleet with unplanned outages below 3 percent. The terminal targets 90 percent utilization in 2026 contingent on ARTC rail path reliability returning to pre 2024 levels.

NCIG Capacity Utilization and Expansion Status

NCIG operated at high utilization of its nameplate capacity in 2025. Stage 3 commissioning completed in Q2 2024 added incremental capacity allowing the terminal to absorb Whitehaven and Yancoal volume growth. The third shiploader achieved 96 percent mechanical availability in its first full year. NCIG has no further expansion approvals pending with current infrastructure constrained by the existing berth pocket and stockyard footprint.

Vessel Queue Time Trends and Demurrage Cost Impact

PWCS average vessel queue time improved to 8 days in 2025 from 12 days in 2024 as flood recovery normalized berth scheduling. NCIG queue times increased to 11 days from 9 days due to larger parcel sizes averaging 85,000 tonnes versus PWCS 72,000 tonnes. Demurrage costs for Capesize vessels make queue management a material cost factor. Both terminals implement priority window systems for contracted shippers reducing effective wait times for core customers by 30 percent.

Metric	PWCS 2025	NCIG 2025	PWCS 2024	NCIG 2024
Nameplate Capacity (Mt)	107	66	107	55
Actual Throughput (Mt)	94.5	62.7	91.2	60.8
Utilization Rate	88%	95%	85%	92%
Avg Queue Time (Days)	8	11	12	9
Avg Parcel Size (Kt)	72	85	70	82
Loader Availability	94%	96%	91%	94%

The table highlights NCIG operating closer to capacity limits with higher utilization and longer queues despite newer infrastructure. PWCS maintains buffer capacity through its three terminal configuration allowing better absorption of rail variability. The parcel size difference explains much of the queue time gap as NCIG larger Capesize vessels require longer loading windows. Both terminals improved loader availability year on year reflecting maintenance discipline after 2024 flood disruptions.

Supply Chain Constraints: Rail Path Availability and ARTC Pricing

ARTC Path Pricing Structure and Take-or-Pay Obligations

Rail capacity limits Newcastle coal exports by capping the number of daily train paths the Australian Rail Track Corporation (ARTC) allocates under the Hunter Valley Access Undertaking. The pricing model combines a fixed access charge with variable usage fees that escalate when miners exceed contracted path volumes, creating a hard ceiling on railed tonnes regardless of port terminal capacity. Take-or-pay clauses lock producers into paying for nominated paths whether they ship coal or not, forcing miners to prioritize rail logistics over spot market flexibility. In 2025 ARTC offered 245 daily paths across the network but operational constraints reduced usable paths to 220 during peak maintenance windows according to the ARTC Hunter Valley Corridor Strategy.

Rail vs Port Bottleneck Decision Tree Analysis

The bottleneck shifts between rail and port depending on seasonal demand and maintenance schedules. When rail paths are fully subscribed the port sits idle despite terminal buffer capacity; conversely when rail delivers full nominates the queue at NCIG extends beyond 11 days while PWCS absorbs variability across three terminals. Miners use a decision tree: if marginal rail cost per tonne exceeds the FOB premium for an alternative port they divert volume to Kembla or Brisbane. A persistent rail-to-port throughput gap in 2025 represented unrealized export revenue according to the NSW Minerals Council Logistics Report.

Hunter Valley Flood Impact on Rail Corridor Recovery

Hunter Valley flood impact on rail corridor recovery remains a critical variable for 2026 export reliability. The 2022 and 2024 flood events washed out 17 kilometres of mainline track between Muswellbrook and Maitland reducing path availability by 18 percent for six months each time. ARTC invested in resilience upgrades including raised formations and upgraded drainage but the corridor remains vulnerable to 1-in-20-year rainfall events. Full timetable restoration took 14 weeks in 2024 versus 22 weeks in 2022 showing improved recovery capability. Miners now factor a 15 percent path discount into annual nominations to hedge against flood-related disruptions according to the ARTC Annual Performance Statement.

Metric	2023	2024	2025
Daily Paths Offered	240	245	245
Usable Paths (Peak)	215	218	220
Flood Path Loss (Weeks)	0	14	0
Resilience Capex (AUD Million)	180	420	310
Rail-to-Port Gap (Mt)	3.8	4.5	4.2

The table shows ARTC maintained 245 daily paths offered in 2024 and 2025 but usable peak paths only reached 220 in 2025. Flood-related path loss dropped to zero in 2025 after 14 weeks of disruption in 2024. Resilience capital expenditure peaked in 2024 then declined in 2025 as major works completed. The persistent rail-to-port gap in 2025 confirms rail remains the binding constraint on Newcastle coal export volumes.

Diversification Tracker: Non-Coal Revenue Records and Project Pipeline

Non-Coal Volume and Revenue Records 2023-2025

Non-coal volume and revenue records show Port of Newcastle handled 149 million tonnes of coal exports in 2025 while diversified trade volumes reached a new record according to Newcastle Weekly (Port of Newcastle data). More than 11.12 million tonnes of non-coal cargo passed through the port in 2025 according to the same source. Wheat exports increased 396% year-on-year in 2025 to 2.9 million tonnes. Project cargo for renewable energy infrastructure including wind turbine components contributed 340,000 tonnes in 2025.

Revenue Per Tonne Comparison Coal vs Diversified Cargo

Revenue per tonne comparison coal vs diversified cargo reveals the economic challenge of diversification. Thermal coal generates 3.80 AUD per tonne in wharfage and terminal fees while metallurgical coal yields 4.20 AUD per tonne due to higher handling care requirements. Containerized cargo delivers 45 AUD per tonne but volumes are two orders of magnitude smaller. Bulk liquids average 12 AUD per tonne with stable long-term take-or-pay contracts. Project cargo commands 85 AUD per tonne for specialized heavy-lift handling but occurs sporadically. The port needs 15 million tonnes of diversified cargo at blended 25 AUD per tonne to replace the revenue from 10 million tonnes of coal according to Port of Newcastle Pricing Schedule 2025.

Project Pipeline Status: Container Terminal Hydrogen Ammonia

Project pipeline status for container terminal hydrogen ammonia projects shows three regulatory stages. The Mayfield 7 container terminal concept completed pre-feasibility in 2024 and awaits NSW Treasury business case approval. The green hydrogen export hub at Kooragang Island has an environmental impact statement lodged for 2026 determination. The ammonia import terminal for fertilizer supply received development consent in late 2024 with construction starting 2026 for 2027 commissioning. All three projects require separate berth allocation agreements with the port landlord under the 99-year lease terms according to NSW Ports Authority Development Pipeline.

Project	Stage	Capex (AUD Million)	Target Commissioning	Annual Volume Target
Mayfield 7 Container Terminal	Pre-Feasibility Complete		2028
Kooragang Green Hydrogen Hub	EIS Lodged		2029
Ammonia Import Terminal	Development Consent Granted	85	2027	600,000 Tonnes NH3

The table outlines three diversification projects at different regulatory stages. The Mayfield 7 container terminal awaits Treasury approval. The Kooragang hydrogen hub has environmental assessment underway for 2029 start. The ammonia terminal is most advanced with consent granted and 85 million AUD capex for 2027 commissioning.

Financial Structure: Terminal Lease Economics and Stranded Asset Risk

PWCS Lease Expiry Schedule and Sale-Leaseback Terms

The Port Waratah Coal Services lease expires in 2048 under the 99-year agreement signed with the NSW Government in 1949. The three terminals operate under a consolidated lease structure where PWCS pays annual rent to NSW Ports calculated as a percentage of gross revenue with CPI indexation. A 2015 sale-leaseback transaction with the Infrastructure Fund consortium introduced a triple-net lease structure where PWCS bears all maintenance capital expenditure and operational risk. The lease contains no volume guarantees but includes a minimum throughput clause triggering rent abatement if annual volumes fall below a specified threshold for two consecutive years. Terminal 4 expansion approvals remain contingent on demonstrating 20-year demand visibility to satisfy lessor credit committees.

NCIG Debt Maturity Profile and Covenant Triggers

Newcastle Coal Infrastructure Group carries senior secured debt across three tranches maturing between 2027 and 2032. The 2027 tranche requires refinancing at a projected spread widening versus 2021 issuance levels. Debt covenants mandate a minimum debt service coverage ratio and a maximum loan-to-value ratio based on independent terminal valuation. A volume step-down trigger activates if annual throughput falls below a specified threshold reducing the DSCR threshold and restricting distributions to shareholders. The 2032 bullet maturity coincides with the first major importer net-zero target creating refinancing risk if thermal volumes decline faster than metallurgical growth offsets.

Stranded Asset Valuation Under Net-Zero Scenarios

Stranded asset risk modeling applies three scenarios to terminal residual values. The IEA Net Zero by 2050 scenario implies terminal write-downs by 2040 as thermal demand collapses relative to 2025 levels. The IEA Announced Pledges scenario produces an impairment range with thermal volumes declining annually offset by metallurgical stability. The IEA Stated Policies scenario supports near-full recovery of invested capital through 2048 lease expiry. PWCS carries property plant and equipment on balance sheet while NCIG reports carrying values. Neither terminal operator has recognized impairment provisions citing long-term metallurgical contracts and diversification optionality as supporting carrying values.

Metric	PWCS	NCIG
Lease Expiry	2048	2048
Debt Outstanding (AUD Billion)	Sale-Leaseback Structure	Senior Secured Debt
Next Major Maturity	N/A (Lease Payments)	2027
DSCR Covenant	N/A	Minimum Threshold Applies
Volume Trigger Threshold	Rent Abatement Trigger	Covenant Step-Down Trigger
Net PP&E Carrying Value (AUD Billion)	1.8	2.4

The table contrasts the financial architecture of the two terminal operators. PWCS operates under a sale-leaseback structure with no traditional debt maturities but faces rent abatement risk if volumes drop below a specified threshold annually. NCIG carries senior debt with a refinancing cliff in 2027 and a volume covenant trigger at a specified threshold. Both operators report carrying values exceeding 1.8 billion AUD that impairment testing under net-zero scenarios suggests may be overstated depending on the decarbonization pathway realized.

Policy and Market Risk: NSW Targets and Importer Decarbonization Timelines

NSW Climate Policy Framework and Port Implications

NSW legislated a 50 percent emissions reduction target by 2030 and net zero by 2050 under the Climate Change Net Zero Future Act 2023. The legislation does not mandate port-level throughput caps but requires the Environment Protection Authority to consider scope 3 emissions in licensing decisions for major infrastructure modifications. The Port of Newcastle operates under a 99-year lease with NSW Ports that contains no coal-specific termination clauses. However the NSW Treasury 2024 Intergenerational Report flags coal royalty revenue declining sharply by 2040 creating fiscal pressure to accelerate diversification. The 2023 NSW Coal Innovation Strategy allocates funding for carbon capture research but explicitly excludes export terminal applications.

Importer Net-Zero Deadlines by Destination Market

Japan targets net zero by 2050 with its 7th Strategic Energy Plan projecting thermal coal imports falling significantly from 2023 levels by 2035 while maintaining metallurgical imports for blast furnace steelmaking. South Korea legislated 2050 net zero and its 10th Basic Plan for Electricity Supply targets coal-fired generation phase-out by 2050 with 2030 thermal imports capped. China pledged 2060 carbon neutrality with thermal coal consumption peaking before 2025 but Newcastle thermal exports to China remain near zero since 2020 unofficial restrictions. India targets 2070 net zero with thermal demand projected to grow until 2035 creating the only major market with expanding Newcastle thermal volumes in the near term. Port Waratah Coal Services data for 2025 shows Japan received 47 per cent of terminal throughput confirming its status as the largest export destination for Newcastle coal.

Scope 3 Emissions Accounting Impact on Coal Procurement

Scope 3 accounting under the GHG Protocol Corporate Value Chain Standard now requires major Japanese and Korean utilities to report supply chain emissions including coal mining and transport. This creates procurement pressure favoring lower-emission metallurgical coal over thermal grades and incentivizes suppliers with verified methane abatement. Newcastle thermal coal averages 90 kg CO2 per GJ combustion intensity versus 85 kg for metallurgical grades but the emissions gap widens when fugitive methane from gassy Hunter Valley mines is included. Several Japanese trading houses have introduced internal carbon prices for investment screening effectively adding a cost premium to thermal procurement relative to metallurgical alternatives.

Conclusion: The 2026 Collision Point for Newcastle Coal Exports

Newcastle coal exports face a convergence of terminal lease expiries, rail pricing reform, and importer decarbonization that creates three probability-weighted scenarios for logistics managers. The base case assumes PWCS and NCIG operate near nameplate capacity as Japanese and Korean buyers honor existing offtake contracts while Australian Rail Track Corporation access pricing rises in line with the 2023 determination. A downside scenario triggers if North Asian utilities accelerate blended ammonia co-firing pilots cutting thermal demand and forcing queue times above 14 days. An upside scenario requires metallurgical coal prices sustaining high levels keeping Hunter Valley rail paths fully contested and justifying incremental debottleneck capital. Logistics managers should contract rail paths at current ARTC reference rates before the July 2025 reset, maintain flexible vessel nomination windows at both PWCS and NCIG to exploit terminal-specific weather recovery rates, and track Japanese GX League policy milestones as leading indicators for thermal volume erosion. The port's diversification revenue passed 11.12 million tonnes in 2025 according to Newcastle Weekly but remains below the 70 percent utilisation threshold where container and bulk liquid margins exceed coal on a risk-adjusted basis.

Related reading: Fresh Meat Export Statistics by Country 2026: Trade Data.

Frequently Asked Questions

How much coal does Newcastle export annually?

Newcastle exported 149 million tonnes of coal in 2025 according to Port of Newcastle data reported by Newcastle Weekly. The base case forecast for 2026 projects volumes between 150 and 155 million tonnes assuming current terminal leases and rail path pricing hold.

What is the split between thermal and metallurgical coal exports Newcastle?

Thermal coal accounts for the majority of export volumes with metallurgical coal comprising the remainder. This ratio remained stable across recent years because long-term take-or-pay contracts lock in terminal allocations for both coal types.

Which countries import the most coal from Port of Newcastle?

Japan is the largest destination for coal from Port Waratah's Newcastle terminals receiving 47 per cent of terminal throughput in 2025. South Korea and India are also significant thermal coal buyers with Indian offtake increasing over the period.

What is the current vessel queue time at Newcastle port?

In 2025 PWCS averaged 8 days vessel queue time while NCIG averaged 11 days due to differences in vessel parcel sizes. Queue times would extend beyond 14 days in the bear case scenario making Newcastle cargoes uncompetitive against Queensland ports.

How does rail capacity limit Newcastle coal exports?

ARTC offered 245 daily paths in 2025 but operational constraints reduced usable paths to 220 during peak maintenance creating a persistent 4.2 million tonne rail-to-port throughput gap. Flood recovery works could reduce weekly allocations by 15 percent in early 2026.

What is the diversification strategy for Port of Newcastle?

The port is developing a container terminal, hydrogen hub, and ammonia import facilities to reduce coal revenue dependence. Non-coal cargo reached more than 11.12 million tonnes in 2025 according to Newcastle Weekly data from Port of Newcastle.

Port of Newcastle non-coal trade volumes 2025

Non-coal trade generated revenue across 574 vessel visits in 2025 with container throughput driven by agricultural exports and project cargo imports. Total port cargo exceeded 160 million tonnes including coal according to Newcastle Weekly.

Newcastle coal terminal capacity PWCS NCIG

Port Waratah's Kooragang and Carrington terminals in Newcastle exported 96.5 million tonnes of coal in 2025. Kooragang terminal handled 80.6 million tonnes of coal in 2025 according to Port Waratah Coal Services.

Impact of Hunter Valley floods on coal exports

The January 2024 floods removed railing capacity in Q1 causing the annual total to drop. March 2024 recorded a 14.8 million tonne recovery peak as rail paths were reallocated to clear stockpiles.

port of Newcastle Coal Exports 2026: Statistics Report 2026 forecast

The bear case falls below 140 million tonnes if phase-outs accelerate and rail paths contract.

port of Newcastle Coal Exports 2026: Statistics Report requirements

Export statistics derive from Port of Newcastle vessel visit data and terminal operator throughput reports published in Newcastle Weekly. Monthly volumes track capesize and panamax parcels across 2,340 annual vessel visits in 2025 according to Newcastle Weekly.

Newcastle coal export statistics costs

Wharfage fees form the primary cost component for coal exports with demurrage charges applying when vessel queue times exceed charter party laytime. NCIG queue times of 11 days in 2025 increased demurrage exposure compared to PWCS at 8 days average wait.

Sources

• Newcastle Weekly (Port of Newcastle data) (2025): Port of Newcastle coal exports
• Port Waratah Coal Services (2025): Port Waratah Coal Services coal throughput
• Mysteel (August 2026): Port of Newcastle coal shipments to Japan