It 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.
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 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 inhouse 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 backup 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 trades or brownfield sites where infrastructure constraints exist. “In scenarios where the port owner opts not to build an extremely robust structure – such as those required for STS operations – the capital expenditure for an LHM is significantly lower,” he adds.
Furthermore, if future cargo volumes are uncertain or there is potential for a shift from container handling to bulk, heavy lift or even exceptionally large project cargo, an LHM provides the versatility to adapt without major reinvestment. Electric drive systems enable locally emission-free operation where shore power is available, supporting sustainability goals without compromising performance.
Conversely, Liebherr notes that an STS crane becomes the logical investment when ship productivity and high container throughput are the main objectives. “STS cranes deliver the fastest box rates, superior cycle consistency in challenging conditions, and structural stiffness that supports semi-automation, tandem or twin-lift and advanced anti-sway systems,” says Haugner.
For deep-sea hubs and high-volume gateways handling ultra-large container vessels, the business case typically favours STS cranes, given their bespoke geometry for outreach, lift height and back reach, as well as availability rates approaching 99.6%.
“In many ports, a balanced fleet strategy is common – pairing STS cranes at mainline berths with LHMs to manage feeder, bulk or breakbulk operations and to provide resilience during peak periods or maintenance downtime,” he adds.
Key differentiators
Liebherr’s mobile harbour cranes are defined by their hydrostatic drive concept, which delivers precise load control and smooth operation while reducing mechanical complexity. “This system supports high efficiency across all cargo types, including containers, bulk, heavy lift and exceptionally large project cargo,” says Haugner.
Another differentiator is the integration of Pactronic 2.0, a hybrid energy storage system that provides additional lifting power without increasing engine size, enabling faster cycles and improved energy performance.
Electrification is a core offering for Liebherr, with factory installed electric drive systems delivering locally emission-free operation and peak shaving capabilities for ports with shore power infrastructure. Advanced assistance systems such as SmartGrip and analytics through LiDAT smartApp further enhance operational precision and maintenance planning.
On the STS side, Liebherr cranes feature rigid lattice structures and low centre of gravity for minimal deflection, ensuring accurate spreader positioning and energy efficiency.
“High availability, semi-automation, energy regeneration and remote access, as well as the new LiSIM ROS simulator, position Liebherr cranes as adaptable, future-ready solutions in a competitive market,” adds Haugner.
“Furthermore, Liebherr have built our reputation on supplying a quality product. This continues to be a cornerstone of the Liebherr product offering across all our product ranges.
In addition, our cranes offer exceptional productivity and availability along with low maintenance costs, delivering crane that deliver very competitive life time costs.”
For Konecranes, the differentiating factor for its Gottwald MHCs is history and track record.
“As the inventor of the MHC concept, which grew subsequently based on its growing understanding of the specific needs in MHC handling, Konecranes has a well-deserved reputation as an MHC expert,” says Vennemann.
“As for Konecranes’s STS cranes, we were one of the first providers of this crane type and here also we have been continuously improving based on feedback from our customers. It is a never-ending story.” Meanwhile Sennebogen claims that its 9300 sets new standards with its height-adjustable hydraulic Skylift drivers cab, offering the operator the best visibility and safety at working heights of up to 21m.
The travel and steering system of the undercarriage is engineered for reliability, even under demanding port conditions. All maintenance points, including the engine and winch rooms, are easily accessible, with platforms and railings ensuring safe and efficient service work. “This combination of operator comfort, reliability, and maintainability makes the 9300 stand out in the market,” says Missler.
Market trends
Manufacturers must also remain on top of industry trends. For Liebherr, electrification and hybridisation are now mainstream, driven by local air‑quality rules and total‑cost economics.
“Liebherr’s e‑drive LHMs and the LPS 420 E demonstrate that zero local emissions can coexist with high turnover, while Pactronic 2.0 adds scalable efficiency,” says Haugner. In addition, operational intelligence and training are accelerating drivers. Liebherr’s LiDAT smartApp turns crane data into actionable KPIs for cycle optimisation and maintenance planning, while LiSIM ROS and the mobile LiSIM help to expand talent pipelines without tying up live cranes – improving safety, consistency and retention.
“Resilience and versatility remain priorities. Dockside coverage highlights sustained demand for multipurpose capability and low‑emission upgrades across regions, aligning with Liebherr’s flexible LHM platform and STS semi‑automation options,” adds Haugner.
Liebherr launched LiSIM ROS in October, a simulator for remote operator training. Designed specifically for remote operator station (ROS) controlled ship-to-shore container cranes. It is built with original Liebherr controls, hardware and PLCs, so every function feels and responds exactly as it would on the real crane. Developed by the same engineers who build the real machines, LiSIM ROS accurately simulates load sway, load response and moment of inertia, so that when operators transition to a real crane, they are fully prepared from day one.
When it comes to customer challenges, he cites grid constraints, skills shortages and variable cargo mixes. “These are met through modular drives – diesel, hybrid, electric – analytics-driven service and training ecosystems that shorten the learning curve for remote and automated operations.”
Sennebogen also sees a clear trend towards electrification – but also towards durability. “Customers increasingly value simple, reliable solutions over highly complex systems,” says Sebastian. “That’s why Sennebogen focuses on robust technology, proven components and easy service access. Our cranes deliver long-term reliability, ensuring uptime and productivity in demanding port operations.”
For Konecranes, it is important to understand the role of MHCs and STS cranes within a broader context. This view encompasses the global material handling of containers, bulk materials and general cargo. “Individual terminals can of course experiment, and some 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 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 midsized 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.
