PRODUCT FOCUS | MHC & STS


BEST OF BOTH WORLDS


Mobile harbour cranes and ship-to-shore cranes are the backbone of dockside cargo handling operations. DLM explores why they are so important – and why demand remains strong for these workhorses.


t is hard to imagine a terminal or harbour without either mobile harbour cranes or ship-to-shore cranes; or more typically, both. Each product brings its own benefits, depending on the application. DLM spoke to three major manufacturers to find out more: Konecranes, Liebherr and Sennebogen.


I Going mobile


Looking first at mobile harbour cranes (MHCs), the Konecranes Gottwald series is a complete range of versatile, moveable cranes to handle cargo on vessels up to the Super post-Panamax class. The current iteration is called Generation 6. “Konecranes and Gottwald invented the concept of the mobile harbour crane in the 1950s and is the foremost provider of the concept today,” says Robert Vennemann, marketing manager, port solutions, Konecranes. With a load capacity of 100t and a reach of 17m, the Sennebogen 9300 MHC offers the ideal size and performance for universal port applications – from handling containers, bulk and general cargo to heavy lifts. “Designed for ships up to post-Panamax class, the 9300 stands for flexibility and reliability,” says Sebastian Missler, marketing manager port and global markets, Sennebogen. The unique Skylift cab lift system ensures a safe and comfortable working position at heights up to 21m, while the mobile undercarriage with all-wheel steering and 14-wheel sets provide high manoeuvrability and low ground pressure. Customers can choose between a powerful 585kW diesel or 615kW electric drive. “Developed under the principle ‘keep it simple’, the 9300 impresses with robust design, proven components, easy maintenance, and long service life,” adds Missler. Liebherr’s LHM mobile harbour crane range spans from the LHM 180 to the LHM 800, covering all vessel classes from barges


vi | December 2025 | www.hoistmagazine.com


up to megamax and capesize, with lifting capacities up to 308t and outreach up to 64m. The portfolio includes fully electric solutions such as e-drive and the portal-mounted LPS 420 E; diesel; and hybrid Pactronic energy- recovery solutions that result in potential speed boosts. “This versatility enables high productivity handling of containers, bulk, breakbulk and heavy lifts with precise hydrostatic drives and advanced assistance systems,” says Mathias Haugner, Liebherr’s marketing manager, maritime cranes.


Ship-to-shore


In addition, Liebherr STS cranes are custom engineered from panamax to megamax. The provide safe working loads from 40t to 120t with single, twin or tandem lift capabilities. The company says they have industry leading availability of up to 99.6% during vessel operations. “Lightweight, stiff lattice structures, energy regeneration and options for semi-automation and remote access further enhance performance and life cycle value,” adds Haugner. The Konecranes STS crane, running on rails on the quayside, also has an illustrious history going back to the 1970s. “Konecranes STS cranes incorporate the Core of Lifting, a concept unique to Konecranes involving the in- house production of the core package of gear reducer, motor and controls, specifically for this crane and its motions,” says Vennemann.


Product applications Naturally there are certain scenarios where MHC is preferred over STS, and vice versa. “A mobile harbour crane is the more flexible and cost-efficient solution for many ports,” says Missler. “The Sennebogen 9300 requires no changes to the ports ground infrastructure. Its mobile undercarriage allows simple mobility across the terminal.”


Quick changes of attachments guarantee efficient handling of different cargo types – from bulk to containers and general cargo. “Customers also benefit from the choice between an electric or diesel drive, ensuring the right solution for every port environment,” he adds. Konecranes sees that smaller terminals typically prefer MHCs for their flexibility. “There is a clear benefit of using a mobile harbour crane, which is that it can be relocated to another quay in the terminal or another terminal, easily,” says Vennemann. He believes that medium-sized terminals with a modest flow of container ships to handle – and ships of the small and medium sizes or terminal operators just starting a new concession – can manage very well with MHCs. These cranes also provide operators with the flexibility to manage bulk and general cargo handling. As the flow of containers and container ships increases, and the container ship sizes increase, operators often take a second look at their quayside and start to consider STS cranes. “MHC cranes at this time can handle maximum 22 containers across on a container ship, for example,” adds Vennemann. “And for larger terminals MHC could be an interesting back- up equipment with regards to investments, delivery time and flexibility in cargo handling. This consideration needs to be made within the context of the entire terminal, but the quayside can sometimes be a bottleneck, for the turnaround speed on container ships is a critical performance factor.” Liebherr agrees that, when flexibility and cost efficiency are priorities, an MHC is often the preferred choice. “Liebherr LHMs can be deployed quickly, relocated along or between quays, and reconfigured for different cargo types within minutes,” says Haugner. This adaptability makes them ideal for multipurpose terminals, river ports, seasonal


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