PRODUCT FOCUS


Bromma fears sector turbulence due to the ongoing US-Israel war on Iran and its impact on global shipping and energy prices. “This greenfield project shows how far


Konecranes E-Hybrid technology has come,” says Shyam Pathak, sales director, Konecranes, port solutions. “We’re demonstrating to the wider container handling industry that large terminals can now launch with fully electric operations, even if their grid supply is unreliable. This is a new reference point for terminal design and investment in Ecolifting.” Ecolifting is Konecranes’ vision to reduce customers’ carbon footprints. Also in the RTG segment, Kuenz has


strengthened its position in the Dutch market with the delivery of a new intermodal Freerider RTG crane for Combined Cargo Terminals (CCT) in Moerdijk. CCT operates one of the largest inland terminals in the Netherlands, strategically located between Rotterdam and Antwerp. With more than 12 trains per week, Moerdijk has become a vital hub for intermodal transport across Europe. The custom-made Freerider RTG has several unique features focused on safety and efficiency. It has an aerodynamic single girder design for better wind resistance, as well as Kuenz’s patented Evo-hoisting system for container handling. Combined with the ability to travel at full load and full speed, Kuenz says it sets new standards in the intermodal sector. Trucks can be handled safely under a cantilever solution, enabling smooth operation and collision-free container handling. Luc Smits, CEO of CCT, says, “For the


Moerdijk operations, Kuenz offered the unique x | April 2026 | www.hoistmagazine.com


missing link in safety and efficiency with their cantilever design.” Kuenz expects to deliver the crane in Q4 2026.


It is the latest order from CCT. “We look back on a long and trusting partnership with CCT and are proud to deliver our first cantilever RTG for the intermodal sector,” says Walter Schönecker, CEO of Kuenz. “This investment will further enhance safety in handling operations and at the same time lay the foundation for future automation.”


Looking out to the future Elme is positive about the short and mid-term future. “We are experiencing a strong market position with solid demand for our products,” says Petersson. “High functionality, durability and reliable performance, as well as our broad range of products and options, are all highly valued by our customers. “We have strong confidence and trust in


our customers, who continue to drive demand for our products across both the mobile and crane segments.” Bromma’s forecasts are more nuanced. “The situation in the Middle East and any speculation on how long the situation will last makes any prediction on market outlook difficult,” says Meurling. While bearing that in mind, he notes that pre-Iranian war predictions of container traffic was that the biggest growth percentage would be seen in the Middle East with a growth rate of 5% followed by growth in Europe, South


Asia and Oceania with growth rates around 3%. “The situation in Iran will quite obviously directly affect the expected growth in Middle East and possibly also the global trade and container traffic downwards,” he adds. In the shorter term, pre-conflict forecasts


predicted South Asia with the highest planned capacity growth of almost 6% CAGR over four years, followed by the east coast of South Africa and West Africa at just above 4% CAGR. Expectations for the Middle East were also high at a 4% CAGR – a figure now likely to change. “The market for equipment suppliers is


not directly influenced by the short-term traffic growth, but there is an obvious long-term influence,” says Meurling. “The capacity growth has a longer-term planning horizon driven by the underlying container throughput growth. “The increased tensions in the Middle East have made – or will make – shipping lines to reconsider any plans of starting to go through the Suez Canal again. The shipping lines are expected to keep the routes around Africa for the foreseeable and mid-term future.” Bromma expects this to push continued investments on the northwest coast of Africa and the western Mediterranean. “On the other hand, it is likely that investments, particularly in transhipment capacity in the eastern Med, will be put on the backburner,” he adds. “Import-export hubs in the same area are not expected be see any dramatic effects, with obvious exceptions.”


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