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MARKET INSIGHTS  |  China thermal coal import outlook and Indonesian supply assumptions

Market Insights
September 21, 2026

China thermal coal import outlook and Indonesian supply assumptions

China’s coal import outlook spans softer buying through broadly sustained recent arrivals, but the effect on shipping will depend on which vessels carry the coal and where it is loaded. Panamax has held up better than Supramax in the first eight months of 2026. Its dependence on Indonesian cargoes makes export availability there particularly important to the next round of Chinese buying.

Our central range for China’s full-year seaborne thermal coal imports is 270–290 Mt. With 187.2 Mt recorded in January–August, this implies September–December arrivals averaging about 21–26 Mt/month, compared with 25.3 Mt/month in July–August. The range encompasses the previous 274.5 Mt base and allows for buying broadly maintaining the recent pace. Stronger buying could lift imports towards 300–315 Mt; this is an upside sensitivity rather than the central expectation.

Weaker thermal generation and improving daily mine output favour the lower part of the range. Restocking, persistent domestic supply constraints and competitive overseas cargoes would support the upper part. The dashed line in Figure 1 is a conditional reference based on 720 Mt of Indonesian production, not our central forecast.

Figure 1  China seaborne thermal coal imports
Source: Signal Voyage API; Analyst Assumption. Solid lines show monthly arrivals in 2024–2026. Grey shading marks provisional July–August 2026 observations. The single dashed line shows the September–December reference under a 720 Mt Indonesian production scenario.The reference assumes domestic allocations of 259.5 Mt, no net inventory change, a fixed trade relationship and unchanged other-origin purchasing pace. Its monthly profile follows historical patterns. It illustrates supply availability, not a forecast of Chinese buying.

Improving mine supply could curb replacement buying

China’s thermal power generation fell 4.3% year on year in August, following a 3.5% decline in July. Hydro, wind and solar generation all increased in August. These figures weaken the case for a sustained increase in coal imports driven by power generation alone. They do not directly measure coal consumption: the thermal category also includes gas and oil.

Mine output is recovering from July’s low. Average daily raw-coal production rose to 11.67 Mt in August from 11.07 Mt in July, while the year-on-year contraction narrowed to 7.7% from 10.1%. Domestic production remains below last year, so the recovery has not removed the potential need for imported replacement cargoes.

Figure 2  Thermal generation weakened as daily mine output recovered
Source: NBS, July and August 2026 energy-production releases, published 17 August and 15 September. Generation changes are measured year on year for each source and should not be added together. Both series cover industrial enterprises above designated size; raw coal includes all coal types.For coastal buyers, the decisive issue is whether the recovery improves deliveries of the required coal grades at a competitive price. Better mine and rail supply would reduce replacement imports. Low utility stocks, constrained deliveries or cheaper imported cargoes could sustain purchasing even while thermal generation is weaker.These observations inform the outlook range rather than a precise import requirement. Utility inventories and delivered price comparisons are needed to judge the next buying round; neither is measured in the supply reference.

Panamax resilience depends heavily on Indonesian cargoes

Indonesia supplied 115.1 Mt, or 61.5%, of China’s seaborne thermal coal import volume in January–August. Its share was higher in the Panamax trade at 68.5%, compared with Australia’s 17.7%. Indonesian loading programmes consequently matter more to this segment than the aggregate import total alone suggests.

Panamax carried 132.7 Mt over the eight months, up 1.9% year on year, while Supramax volume fell 27.5% to 32.0 Mt. This divergence shows that a softer overall import outlook need not affect vessel segments equally. It does not, by itself, establish that cargoes transferred directly from Supramax to Panamax.

Figure 3  Indonesian origins dominate as vessel segments diverge.
Source: Signal Voyage API. Chinese seaborne thermal coal imports. July–August shipments are provisional. Other origins are the remainder of the Panamax total.

Panamax voyage records rose from 1,845 to 1,861, an increase of about 0.9%, below the 1.9% gain in tonnes. The difference is consistent with slightly larger average cargoes. Tonnage growth consequently overstates the increase in the number of recorded voyages, and those records should not be treated as a count of new fixtures.

A change in origin could still alter employment materially. Replacement cargoes from Australia or more distant suppliers may require longer voyages than Indonesian cargoes, depending on the ports involved. That could cushion the effect of fewer tonnes on vessel demand, but the scenarios do not quantify the distance or vessel days added.

Indonesian supply permits a higher outcome but does not ensure it

We retain 720 Mt of Indonesian coal production in 2026 as a supply reference. Katadata reported on 10 September that ESDM’s Director General of Mineral and Coal, Tri Winarno, projected roughly that level from the monthly production pace. It is a reported official projection, rather than a confirmed RKAB production quota.

Assuming domestic allocations of 259.5 Mt and no annual net change in producer and export-chain stocks, that output would leave 164.5 Mt for exports in September–December after the 296.0 Mt already shipped in January–August. The domestic allocation is an estimate, not a verified 2026 consumption total. Production, export and Chinese import coverage also differ, so the balance is an indicative supply calculation.

Carrying forward the January–August relationship between Indonesian exports and Chinese thermal coal imports gives a conditional full-year reference of 287.2 Mt, with September–December arrivals averaging 25.0 Mt/month. This calculation sits within our 270–290 Mt central range. It is not a separate point forecast, and Indonesian export availability does not ensure equivalent Chinese buying.

Our 300–315 Mt upside sensitivity requires stronger purchasing and additional cargo availability. The IEA’s 310 Mt seaborne thermal forecast lies within that interval. Against our recorded January–August total, 310 Mt would require 30.7 Mt/month in September–December, about 21% above July–August. Our 2025 series totals 328.6 Mt versus the IEA’s 325 Mt, so the reference datasets are not identical. A severe Indonesian restriction to 600 Mt, with limited substitution, remains a separate stress outcome near 240 Mt.

China seaborne thermal coal outlook and supply reference

Source: Signal Voyage API; Analyst Assumption. Ranges are judgemental assessments, not statistical confidence intervals. The 720 Mt production reference is a conditional calculation. The supply-disruption stress is shown separately from the central range.

Cargo programmes will determine the freight response

For Panamax, the central range spans lower monthly cargo support through buying broadly sustaining July–August arrivals. Firm Chinese tenders and sustained Indonesian loadings would support the upper end. Additional cargoes from more distant origins could increase voyage demand even if total tonnes ease. Open vessel positions and competing grain and mineral cargoes remain necessary to assess freight rates.

Sources and definitions

Trade data: Signal Voyage API, as of 10 September 2026. Thermal coal includes anthracite and excludes coking and unclassified coal. Chinese imports are arrival at discharge; Indonesian exports at loading. July–August shipments are provisional and may revise in either direction. Seaborne volumes exclude overland trade and differ from customs data in coverage, classification and timing.

NBS figures cover industrial enterprises above designated size. Raw-coal output includes all coal types; thermal generation includes gas and oil and does not directly measure coal consumption.

China supply and power: NBS July 2026 and NBS August 2026.

Indonesian production reference: Katadata, 10 September 2026, reporting the ESDM official’s projection.

Indonesian domestic supply references: ESDM 2025 performance report and ESDM, June 2026. The 259.5 Mt domestic allocation remains a scenario assumption.

Previous outlook: the August article used a 21–23 Mt/month July–December range; the subsequent 274.5 Mt base used its upper end. The present 270–290 Mt central range retains that reference while allowing sustained recent buying. Upside assessment also considers the IEA Coal Mid-Year Update 2026, Trade chapter, published 10 September: https://www.iea.org/reports/coal-mid-year-update-2026/trade

Mt = million tonnes; Mt/day = million tonnes per day; Mt/month = million tonnes per month; YoY = year on year; F = forecast.

Creating a sustainable world requires us to embark on a journey towards a zero emission future, where every step is a commitment to preserve our planet for future generations.
Albert Greenway
Environmental Scientist, Sustainability Expert
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Increased Use of Renewable Energy:

Shipping companies are embracing renewable energy sources to power onboard systems and reduce emissions during port operations. Solar panels and wind turbines are being installed on vessels to generate clean energy, reducing reliance on auxiliary engines, and cutting down emissions. Shore power facilities in ports allow ships to connect to the electrical grid, eliminating the need for onboard generators while docked.

Collaboration and Industry Partnerships:

Recognizing that addressing emissions requires collective action, shipping companies, governments, and organizations have formed partnerships and collaborations. These initiatives focus on research and development, sharing best practices, and promoting knowledge transfer. Joint projects aim to develop and deploy innovative technologies, improve infrastructure, and create a supportive regulatory framework to accelerate the industry's transition towards a greener future. The Zero Emission Shipping - Mission Innovation.

To pave the way for a greener future in shipping, the availability of alternative fuels plays a vital role in their widespread adoption. However, this availability is influenced by factors such as port infrastructure, local regulations, and government policies. As the demand for cleaner fuels in shipping rises and environmental regulations become more stringent, efforts are underway to improve the accessibility of these fuels through infrastructure development, collaborations, and investments in production facilities.

Liquefied Natural Gas (LNG) infrastructure has seen significant growth in recent years, resulting in more LNG bunkering facilities and LNG-powered vessels. Nonetheless, the availability of LNG as a marine fuel can still vary depending on the region. To ensure consistent availability worldwide, there is a need for further development of LNG supply chains and infrastructure. For biofuels, their availability hinges on production capacity and the availability of feedstock. Although biofuels are being produced and utilized in various sectors, their availability as a marine fuel remains limited. Scaling up biofuel production and establishing robust supply chains are imperative to ensure wider availability within the shipping industry.Hydrogen, as a fuel for maritime applications, is still in the early stages of infrastructure development. While some hydrogen vessels have been tested or introduced in the first quarter of last year, the infrastructure required for hydrogen production and distribution needs further advancement.

Ammonia, as a marine fuel, currently faces limitations in availability. The production, storage, and handling infrastructure for ammonia need further development to support its widespread use in the shipping industry.Methanol, on the other hand, is already a commercially available fuel and has been used as a blend with conventional fuels in some ships. However, its availability as a standalone marine fuel can still be limited in certain regions. Bureau Veritas in October 2022 published a White Paper for the Alternative Fuels Outlook. This white paper provides a comprehensive overview of alternative fuels for the shipping industry, taking into account key factors such as technological maturity, availability, safety, emissions, and regulations.

Creating a sustainable world requires us to embark on a journey towards a zero emission future, where every step is a commitment to preserve our planet for future generations.
Albert Greenway
Environmental Scientist, Sustainability Expert

Increased Use of Renewable Energy:

Shipping companies are embracing renewable energy sources to power onboard systems and reduce emissions during port operations. Solar panels and wind turbines are being installed on vessels to generate clean energy, reducing reliance on auxiliary engines, and cutting down emissions. Shore power facilities in ports allow ships to connect to the electrical grid, eliminating the need for onboard generators while docked.

Collaboration and Industry Partnerships:

Recognizing that addressing emissions requires collective action, shipping companies, governments, and organizations have formed partnerships and collaborations. These initiatives focus on research and development, sharing best practices, and promoting knowledge transfer. Joint projects aim to develop and deploy innovative technologies, improve infrastructure, and create a supportive regulatory framework to accelerate the industry's transition towards a greener future. The Zero Emission Shipping - Mission Innovation.

To pave the way for a greener future in shipping, the availability of alternative fuels plays a vital role in their widespread adoption. However, this availability is influenced by factors such as port infrastructure, local regulations, and government policies. As the demand for cleaner fuels in shipping rises and environmental regulations become more stringent, efforts are underway to improve the accessibility of these fuels through infrastructure development, collaborations, and investments in production facilities.

Liquefied Natural Gas (LNG) infrastructure has seen significant growth in recent years, resulting in more LNG bunkering facilities and LNG-powered vessels. Nonetheless, the availability of LNG as a marine fuel can still vary depending on the region. To ensure consistent availability worldwide, there is a need for further development of LNG supply chains and infrastructure. For biofuels, their availability hinges on production capacity and the availability of feedstock. Although biofuels are being produced and utilized in various sectors, their availability as a marine fuel remains limited. Scaling up biofuel production and establishing robust supply chains are imperative to ensure wider availability within the shipping industry.Hydrogen, as a fuel for maritime applications, is still in the early stages of infrastructure development. While some hydrogen vessels have been tested or introduced in the first quarter of last year, the infrastructure required for hydrogen production and distribution needs further advancement.

Ammonia, as a marine fuel, currently faces limitations in availability. The production, storage, and handling infrastructure for ammonia need further development to support its widespread use in the shipping industry.Methanol, on the other hand, is already a commercially available fuel and has been used as a blend with conventional fuels in some ships. However, its availability as a standalone marine fuel can still be limited in certain regions. Bureau Veritas in October 2022 published a White Paper for the Alternative Fuels Outlook. This white paper provides a comprehensive overview of alternative fuels for the shipping industry, taking into account key factors such as technological maturity, availability, safety, emissions, and regulations.

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