PRODUCT FOCUS | MHC & STS
do, but their customers are the shipping lines with specific requirements that change over time,” says Vennemann. In container handling, one trend in recent years has been an increase in container ship size, but Konecranes sees this levelling off now. “This seems to have abated because shore and land infrastructure cannot be quickly increased as a whole to match vastly increased container flow coming from the sea,” he adds. Inland, intermodal infrastructure is more intimately involved.
Latest developments All three companies have achieved recent successes with their product lines. Sennebogen delivered a 9300 MHC to Constanța, Romania its first MHC operating on the Black Sea coast. “This marks an important milestone in expanding our presence in this key region,” says Missler. Liebherr is also enjoying market momentum
after securing its first STS order on the US West Coast. TraPac Oakland, a prominent container terminal operator in California, awarded Liebherr the contract for two STS cranes. The cranes offer a 66m outreach, 53m of lifting height, and a span of 30.48m. With a lifting capacity of 66 long tonnes in twin-lift mode, they are designed for high-capacity handling and servicing the world’s largest container vessels. More recently, Liebherr has dispatched four additional mobile harbour cranes to Italy. The shipment includes two LHM 550s for Bari’s bulk terminal, each rated at 154t with a 54m
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.
outreach and equipped with e drive for locally emission-free operation when connected to shore power.
In addition, La Nuova Meccanica Navale in Naples will receive an LHM 420 to replace an older LHM 1300. This crane, with a 124t lifting capacity and 48m outreach, is built for heavy duty shipyard operations, from removing large hatch covers to handling oversized components and tools. The company selected the LHM 420 for its reliability and manoeuvrability in confined quay spaces. Finally, Interporto Rivers Venezia will also
receive an LHM 420, configured with electric drive to support bulk and scrap operations at its multipurpose terminal. This addition complements the terminal’s existing fleet of four Liebherr MHCs – an LHM 250, two LHM 320s and an LHM 550 – reinforcing its strategy to modernise handling capacity while reducing local emissions. Meanwhile, Konecranes says its Gottwald MHCs, Generation 6, have been popular in the MHC market since their introduction and this trend is strengthening. “Existing customers welcomed it, and we have won new customers with it,” says Vennemann. “At the moment we also see a trend of investments in larger MHCs to handle the big container vessels.” Looking at the Konecranes STS segment,
a recent highlight was the delivery of two mid- sized STS cranes to the Port of Copenhagen and Mälmö (CMP). The order also included eight hybrid Konecranes Noell Straddle Carriers. This year, CMP relocated its container
terminal to Ydre Nordhavn enabling it to better
support the growing Copenhagen capital area and the rest of the Zealand region.
Strong demand Manufacturers are quietly confident about the outlook for both market segments. “While Liebherr does not provide formal economic forecasts, its observations from recent projects and customer dialogues suggest that investment decisions in both mobile harbour cranes and ship-to-shore cranes continue to align with long-term strategies for electrification, operational resilience and capacity optimisation,” says Haugner. Liebherr adds that MHCs appear to maintain steady demand, particularly in multipurpose and regional ports where flexibility and low-emission solutions are increasingly prioritised. It also confirms that it continues to see strong demand for its STS cranes from across the world. “Broader market conditions remain subject
to economic variability, and any outlook should be considered indicative rather than predictive,” he adds. “Liebherr’s focus remains on delivering adaptable, future- ready technologies – such as electrified drive systems, hybrid solutions and digital tools – that support operators in achieving their strategic objectives regardless of short- term fluctuations.” Sennebogen notes that global transport
routes are becoming more dynamic. “Despite this, we see continuous growth and strong demand for flexible, efficient port handling solutions,” says Missler.
x | December 2025 |
www.hoistmagazine.com
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 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79
