REGIONAL REPORT
that has been non-existent for decades. It will, however, force public port authorities to pay more for the cranes already ordered or that they must order soon to replace aging equipment or outfit new terminals.” AAPA says it remains committed to pushing back against additional tariffs on STS cranes and all goods that drive up the cost of shipping, increase expenses for ports and ultimately raise prices for everyday American consumers.
However, one company has already announced plans to manufacture STS cranes in North America. Stafford Cranes, which has a long history in tower cranes, last year announced it will produce a full range including STS, RTG and RMG cranes, under the Stafford Port Cranes brand.
Built in line with industry specifications, they will have capacities of up to 71t (78 US tons) in twin lift mode and up to 150t (165 US tons) in tandem lift mode. Stafford says they will offer lifting heights of up to 57m (187ft), rail spans reaching 50m (164ft) and outreach of up to 75m (264ft). The cabins will be supplied by Brieda Cabins. Stafford is due to announce the US locations of its new manufacturing facilities shortly – although the cranes will be designed at its offices in Milan, Italy.
Sustainability drive Beyond tariffs, ports remain focused on sustainability. Liebherr describes it as a clear shift towards cleaner, more efficient port operations, with growing momentum behind electric solutions, especially in ports facing stricter environmental regulations or community pressure to reduce emissions. “California is in the lead here, and regarding cargo handling equipment (CHE) at the ports, California is actively working on electrification efforts, especially for container and Ro-Ro terminals,” it says. Compared to Europe, where electrification
is more advanced due to regulatory incentives and infrastructure readiness, North America is progressing at a more varied pace. Some terminals are leading the way, while others are still exploring the best path forward. However, Liebherr is consistently seeing increased demand for equipment that balances performance with sustainability. The company says it is supporting this transition with cranes that are adaptable to different energy strategies. “Our versatile drive systems, for example, offer a practical step toward lower emissions without requiring full electrification. And with our service hub in Miami and a strong regional presence, we are well positioned to help North American
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The LRSE4531 from LiuGong.
ports implement solutions that match their operational and environmental goals.” Undoubtedly, electrification of port equipment is moving at a slower pace in North America than in hotspots such as China and Europe.
“While the momentum is growing, the North American market remains in the early adoption phase for Class I electric equipment,” says Jared Ward, vice president material handling, LiuGong North America. He points out that Class V (internal combustion pneumatic) remain the dominant product class, followed by Class IV (internal combustion cushion tyre). “This reflects a preference for tried-and-true combustion-based machines, particularly in outdoor and heavy-duty applications where infrastructure for electrics is still developing.” Ward sees rising demand for electric forklifts, particularly in warehousing and distribution environments, driven by tighter emissions regulations, sustainability initiatives, and advancements in battery technology. There is also increased focus on hybrid and fully electric cargo handling equipment at ports and terminals, where decarbonisation goals and environmental regulations are more aggressive.
However, cost and emissions reduction
remain central themes. “Fleet operators are looking for solutions that lower the total cost of ownership while improving environmental performance,” he adds. “This is prompting investment in R&D and adoption of lithium-ion and other alternative power sources.”
Overall, while North America is behind
Europe and China in terms of electrification maturity, the market is evolving steadily. “Infrastructure challenges, climate variability and fleet size diversity are contributing to the slower pace, but the trajectory is clearly towards a more electrified and efficient future.” As an example, the Port of San Diego and its partners have invested or committed nearly $227m in zero emission technology and infrastructure projects, including new electric cranes. In fact, San Diego is the first port in North America to have two fully operational all-electric mobile harbour cranes. Manufactured by Konecranes, they replaced the port’s old diesel-powered crane. “The conversion from a diesel-powered
crane to an all-electric crane system is a big step toward achieving one goal of the Port’s Maritime Clean Air Strategy of transitioning all cargo handling equipment to zero emissions by 2030,” says LaFleur. In addition to the public health and
environmental benefits, the new cranes enable the port to compete for more business. LaFleur outlines how they represent the heaviest lift capability of any port crane system currently in place on the US West Coast – up to 400 metric tonnes (MT) tandem lift capacity.
“Most of the heavy-lift cargoes destined for
this region weigh more than 200MT, including larger pieces of solar, wind and industrial energy equipment as well as project cargoes,” he says. “With their heavier capacity and faster
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