REGIONAL REPORT


offloading speed, the new cranes also better serve our existing operations when crane movements are needed.” Some of the target cargo for the two cranes will be electric grid strengthening projects including geothermal, solar and wind farms in Arizona, Nevada, Southern California and Utah. Hyster is adopting a blended approach,


recognising that some companies are moving faster than others on electrification. “We’re here to offer a solution that meets


the customer where they are by providing the option they need,” the company says. “Our focus is modularity, in the sense that we offer a variety of electric power options, with the goal of providing flexibility to address the needs of customers in various regions and operational profiles.” Data from the Industrial Truck Association shows that class I and II electric forklift trucks outsold class IV and V, which are ICE powered for four out of the past five years. Of note to ports is that more OEMs are now offering electric options for applications with higher lift-capacity requirements. Hyster launched the J230-400XD earlier this year, expanding its lithium-ion power counterbalanced trucks to lift capacities up to 40,000lbs.


For container lifting, there is still a long way


to go on the road to full electrification. “The electrification of container handling equipment at ports is in its infancy, but the landscape


is evolving relatively quickly,” says Hyster. “Governments and companies are setting timelines for reducing emissions, and C-suite terminal executives with technology and sustainability responsibilities are considering the kinds of solutions that will be necessary to achieve those goals while satisfying the performance requirements of their operations.” The company is already testing other


technologies too. These include a hydrogen fuel cell-powered reach stacker at the Port of Valencia in Spain and an electric empty container handler at Malta Freeport Terminals in Southern Europe. The company advises port operations not


to rush into investing in electric equipment just because it is in use elsewhere. “It’s important to take a step back and evaluate key factors in your operation to determine what your best option is for electrification,” Hyster says. “The right power option for an operation will always depend on the specific application, and our approach is to help operations evaluate critical factors that can help point them toward the right option for their application.”


Future opportunities Despite the current chaos, the long-term forecast remains positive for cargo handling equipment manufacturers. Larry Courtney, product manager, material handling for LiuGong North America points out that ports across North America are under increasing pressure to adapt to a rapidly evolving logistics landscape. The rise in global shipping volumes, the growth of oversized and irregular cargo shipments and the push for greener operations are reshaping cargo handling requirements.


“One significant challenge we’ve identified is the handling of large or non-palletised cargo being shipped loosely within containers,” he


adds. “Removing these items without causing damage either to the cargo or the container itself can be incredibly difficult with traditional equipment. This presents a clear opportunity for innovation and LiuGong is stepping up to meet it.” The company is currently developing a


line of Class IV forklifts with capacities up to 6t, designed to operate efficiently inside containers. “This is a strategic move that will expand our product portfolio and offer a practical solution in a segment currently dominated by competitors like Yale/Hyster and Toyota,” says Larry.


Overall, he believes that investing in more modern equipment will help ports address several challenges. They include rising container volumes and larger load sizes, demanding faster throughput and more flexible handling solutions; and a critical need to reduce downtime and increase operational efficiency across all areas of cargo handling. Courtney lists the key benefits of LiuGong


cargo handling solutions as high capacity lifting and reach for efficient container stacking and movement; reduced emissions with electric and low-consumption diesel options; lower operating and maintenance costs; and built for durability in harsh port environments. “LiuGong is not only solving today’s


cargo handling challenges, but we’re also helping ports prepare for the demands of tomorrow with purpose-driven innovation, practical design, and responsive support,” he concludes.


The LiuGong CLG-2450H Reach Stacker.


xviii | August 2025 | www.hoistmagazine.com


Meanwhile, Liebherr Maritime Cranes believes that the outlook is increasingly optimistic, with ports investing in modernisation to meet the needs of larger vessels, stricter environmental standards, and growing cargo volumes. “This includes replacing ageing equipment with solutions that are cleaner, more efficient and better integrated with digital systems,” it says. “We are seeing strong interest in cranes that offer flexibility, both in terms of energy use and cargo handling. Versatile systems, modular designs and automation-ready features are becoming standard expectations rather than optional extras.” The common thread across the world is a focus on resilience. Liebherr notes that ports want equipment that can adapt to changing conditions, support long-term sustainability goals and deliver consistent performance. “Liebherr is well-positioned to support this shift. With a strong presence in North America and a global track record of engineering excellence, we are committed to helping ports meet today’s challenges and prepare for tomorrow’s opportunities.”


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25