Breakbulk and project cargo shipping covers the transportation of heavy, oversized and non-containerised goods. As such it requires more specialist and often customised equipment to help lift and shift it.
Industries that are heavily reliant on breakbulk shipping include construction, energy, mining and infrastructure, as they require the movement of goods that won’t fit in containers, such as large machinery, turbines, generators and raw materials. Ports wanting to accommodate breakbulk, therefore, need specialised handling equipment, such as cranes and forklifts.
Crane trends
Konecranes sees a clear need for electrification for mobile harbour cranes (MHCs), not only to help its customers reach their decarbonisation goals, but also to benefit from energy savings. “Konecranes Gottwald Mobile Harbor Cranes are a perfect choice as they have an electric drive concept in general,” says Robert Vennemann, marketing manager, MHC Konecranes. “That means that, when switching from diesel engine to grid power, the efficiency of the entire drive train is higher.”
Safety is always a priority, too. “This means we continuously design MHCs that can be operated and serviced safely,” he adds. “This was one of the important design criteria for our latest Generation 6 model, which also included digital and smart tools to improve ergonomics and performance.”
Robert says that the design of Konecranes Gottwald MHCs is influenced by feedback from its customers. “For example, the latest design of the tower cab includes feedback from crane operators,” he adds. “Improvements are in comfort and unhindered view on the working environment.”
Overall, Konecranes designs its MHCs with a high classification and strong lifting capacity curves, which it says provides its customers with robust, reliable and long-lasting cargo handling equipment.
When it comes to breakbulk operations, a key buying decision is versatility. Konecranes’ MHCs are designed to be versatile cargo handling cranes that can handle any kind of cargo from container, general and project cargo up to bulk materials. “What we’ve seen is that customers appreciate this flexibility as they can be flexible too in their business,” adds Vennemann.
A good example of this need for flexibility is a recent order from the Fratelli Fazio Group. It is investing in a Konecranes Gottwald ESP.9 MHC, which is the first Generation 6 crane with 200t of lifting capacity to be delivered to Italy. Konecranes is due to install the machine at Sicily’s Port of Augusta soon.
The Port of Augusta is a key entry point into the EU’s TEN-T core network of strategic transport corridors. It has a deep harbour, accommodating vessels of all sizes.
For many decades, Fratelli Fazio Group operated an earlier-generation Konecranes Gottwald MHC at the port. The new 200t capacity crane – the heaviest lifter in Konecranes’ MHC portfolio – will now increase their handling capacity of heavy general cargo, including project loads and wind power generators, as well their container handling.
The crane is equipped with external power supply to be electrified once the local infrastructure is set up. Two onboard diesel generator sets allow for full unplugged operation and redundancy. The crane comes with Konecranes TRUCONNECT for remote monitoring, giving the Fratelli Fazio Group real-time data to support operations and predictive maintenance. Compliance with Italy’s latest standards for sustainability and digitalisation makes the investment eligible for government incentives.
With its heavy lifting capacity and strong digital capabilities, the new crane supports high performance daily operations and longterm development. The investment reflects Fratelli Fazio Group’s ambition to expand its port operations with equipment trusted by terminal operators around the world.
In addition, Liebherr Maritime Cranes sees breakbulk handling evolving in response to environmental, operational and technological pressures. “One major trend is the shift towards electrification and alternative drive systems, as ports aim to reduce emissions and comply with stricter regulations,” it says.
A recent example is Saga Fjordbase, Norway’s largest supply base with around 2,000 vessel calls annually.
Saga Fjordbase has ordered a Liebherr LHM 280 mobile harbour crane, with delivery expected during the first quarter of 2026. The crane is tailored for electric operation and includes a rotator for versatile cargo handling. With a weather-protected staircase to the tower cabin and a reactive power compensation unit, the crane is engineered for both operator comfort and grid efficiency.
Liebherr says that the LHM 280 reflects a growing trend among ports to align equipment choices with long-term operational needs. The crane’s electric drive system, coupled with an 84t winch and 40m outreach, significantly reduces local emissions, aligning with the port’s environmental goals.
A standout feature is the integrated reactive power compensation unit, which optimises energy use and minimises strain on the local grid. It works by adding or absorbing reactive power to balance the electricity in a system, which helps keep voltage stable and reduces the extra power the grid has to supply – this makes energy use more efficient and lowers strain on the local grid by improving power quality and reducing energy losses.
The LHM 280 will be deployed to handle supply chain operations for offshore platforms, where reliability and turnaround time are paramount. The crane’s rotator adds flexibility for complex lifting tasks, while its electric configuration supports the port’s broader electrification efforts. The base has also reduced average quay turnaround time by 30% through the use of custom logistics software – an efficiency gain that complements the crane’s rapid handling capabilities.
At the same time, Liebherr’s customers are seeking greater efficiency and safety. This includes interest in cranes with automated load monitoring, remote operation and collision avoidance systems. Another key development is the demand for intelligent equipment that integrates with terminal systems and provides real-time diagnostics and predictive maintenance. “These trends reflect a broader push for sustainable, connected and high performance port operations,” it adds.
Liebherr Maritime Cranes is responding with a range of solutions tailored to these evolving needs. They include the LHM 800 mobile harbour crane, available with electric main drives and offering high lifting capacities for heavy breakbulk cargo. In addition, the LPS 420 E is a fully electric portal crane designed for ports with environmental restrictions or urban proximity, offering reduced noise and no local emissions.
Other innovations include Sycratronic, Liebherr’s tandem crane control system, which enables two cranes to be operated by a single operator, but retaining 100% lifting capacity. The company says this improves safety and efficiency during complex lifts.
Liebherr’s key differentiators include a modular design so that its cranes can easily be configured for specific cargo types, port layouts and environmental conditions.
Forklift fuels
When it comes to forklift trucks, Hyster notes that electrification is a key area of interest for many customers. “We’re drawing on our expertise in electric forklift design to forge new power alternatives for high-capacity equipment that has traditionally relied on internal combustion engine (ICE) power,” it says. “These increasingly capable electric options are the result of a significant investment in engineering, testing and pilot programmes.”
Hyster recently launched its J10-18XD series of integrated lithium-ion high-capacity forklifts, which it says show its continued commitment to provide a practical electric solution with a competitive total cost of ownership.
These electric lift trucks offer performance comparable to an ICE alternative, alongside advantages such as scalable battery options to match duty cycle and charging requirements. “This solution provides the flexibility to tailor the power, and the truck, to meet the requirements of a broad range of differing operating requirements,” it adds.
“We took steps with this series to help ease the transition for operations pursuing decarbonisation, which includes…commonality with equivalent diesel Hyster models.”
However, while electrification of higher capacity lift trucks is moving forward, Hyster argues that it is not yet the right solution for every application. In some cases, switching to greener fuel types, such as HVO100 (hydrotreated vegetable oil), might help businesses to reduce their carbon footprint.
Hyster heavy-duty forklifts can use HVO 100 according to the EN15940 standard. This alternative to diesel can reduce CO2 emissions by up to 90%. Hyster says it supports compliance with Stage IIIA, Tier III, Tier IV and Stage V emissions regulations and can be easily applied in the field, or factory-fitted for new equipment.
For applications using diesel fuel, Hyster equipment is designed with energy efficiency in mind, helping support fuel economy and emissions levels.
“The right equipment choice will always depend on the particular needs of the operation, such as the demands and intensity of the application,” it says. “There will also be factors dictated by infrastructure and working patterns. There are also geographical considerations – certain energy options like electricity and hydrogen are more affordable in some countries than others.”
Cost is an important factor, as the price of solutions will vary based on the equipment type, power source, charging or refuelling infrastructure and other factors.
“Work in intense industries like breakbulk also often requires special consideration to reach productivity targets,” adds Hyster. “Material handling solutions must be carefully chosen, and sometimes uniquely configured, for rugged conditions and difficult freight.”
Breakbulk sites should contemplate several factors when selecting forklifts to meet specific challenges. Variability of load types, regulatory compliance, product and vessel damage, increased costs and longer shipping times are all daily issues for breakbulk applications. Hyster provides tough forklifts, with capacities up to 48t, that can leverage specialised, flexible attachments to handle non-standard loads, or can be customised to unique challenges where needed.
With the services of its Special Products Engineering Department (SPED), Hyster can also customise a solution for unusual needs or special applications where custom forklifts are required.
“Whether truck choices are related to productivity, safety or operating environments, operations should be sure that each decision or customisation is justified and that the solution is flexible enough to change with the business and its goals,” it says.
At the Seaonus Stevedoring location in Jacksonville, USA, more than 1,000t of throughput are handled per day. This includes paper rolls, pulp and palletised paper in containers in conjunction with lumber, steel and super sacks. The site needs solutions to accommodate this wide range of breakbulk applications, managing large, expensive and damage prone products.
Seaonus needs to keep cargo moving on vessels and within their warehouse. Here, the challenge is that operations include low heights in cargo elevators and tight aisles in warehouses.
Hyster Big Trucks with highly controllable paper handling attachments provided a solution to help efficiently move multiple paper rolls simultaneously, with a forklift cab that optimises operator visibility and light packages for added support – all helping to mitigate damage.
Furthermore, Hyster forklifts were built to Seaonus’ unique specifications to deliver dimensions low enough to enter and exit cargo elevators, and which feature a short wheelbase chassis to provide the level of manoeuvrability needed in the warehouse.
With its Hyster fleet, Seaonus achieves maximum efficiency and uptime to handle 400,000t of throughput annually without overhauling its facility.
Ports perspective
DLM also asked the Louisiana Gateway Port – formally known as Plaquemines Port – to provide an alternative perspective.
Located at the mouth of the Mississippi River, the port provides water access to more than 30 states and is well positioned to serve the global markets for oil, gas, grain, coal, liquefied natural gas (LNG) and chemicals.
However, it is battling against excess breakbulk capacity both locally and nationally. “We are not seeing growth primarily because there is too much breakbulk capacity on the Mississippi River,” says Charles Tillotson, executive director of Louisiana Gateway Port.
He explains that breakbulk shipping remains essential for cargo that is difficult to containerise. Additionally, fluctuating container carrier rates lead breakbulk shippers to switch between modes, as seen during the Covid-19 container shortage.
“US regions like Baltimore, Houston and New Orleans will remain high volume breakbulk ports due to their geography,” he adds. “However, significant growth only happens during specific external factors, such as oil price fluctuations or global container shortages. Even then, this growth is limited in duration.”
He also notes that electrification for breakbulk operations is moving relatively slowly but is happy with the amount of new equipment on offer. “Companies like Taylor offer a wide variety of new material handling equipment, from electric to alternative fuels,” he says. “The challenge is breakbulk markets are stagnant in the US, and very few new terminals enter the market. Also, stevedoring companies vary when it comes to budgeting capex to replace aging equipment. Some do a great job adding new equipment over time, while others will run old equipment far beyond depreciated life value.”
Although the equipment is available, procurement is another matter. “Stevedores are considering replacing material handling equipment with alternative fuels and electric options where markets allow,” he adds. He acknowledges that there are incentive programmes, such as the EPA Clean Ports grant, which subsidise the cost of energy-efficient equipment. “However, the qualification standards for these programmes can be challenging, and none of LGP’s stevedore operators have utilised the programme in 2024,” he says.
Another challenge is the current tightness of margins in the breakbulk handling sector. “The competitive markets with multiple stevedores allow ocean carriers to negotiate lower rates, which in turn reduces profit margins for stevedores,” he says. “Lower profits can affect companies’ ability to reinvest in equipment.”
Market outlook
Tillotson is also honest and forthright in his predictions for the future. “The outlook is uncertain due to fluctuating volumes and suboptimal cargo handling rates,” he says.
Meanwhile, Liebherr Maritime Cranes believes that the outlook is strong. The company notes that, as global supply chains diversify and infrastructure investments grow, the volume of non-containerised cargo is expected to increase. “Therefore, the rise of project cargo and oversized freight which cannot be containerised will continue to drive demand for specialised handling equipment,” it says.
Environmental regulations and digital transformation will also shape future equipment design. “Ports are increasingly seeking solutions that combine sustainability with intelligent operation,” the company adds. “Liebherr is focused on meeting these needs through electrification, automation and customerspecific engineering.”
Liebherr sees several industries driving growth in breakbulk handling. The renewable energy sector, particularly wind power, is increasing demand for the transport of large components such as blades, nacelles and tower segments. Infrastructure and industrial projects are also contributing to the rise in noncontainerised cargo.
Regionally, it says South East Asia, West Africa and South America are seeing increased demand due to port development and industrial expansion. In Europe, inland ports are investing in breakbulk capabilities to support multimodal logistics and reduce road congestion. “These trends point to a sustained need for flexible, high-capacity handling solutions,” it adds.
Overall, the breakbulk shipping market is predicted to grow significantly. Market analysts Mordor Intelligence value the global breakbulk shipping market at an estimated $35.64bn for 2025. They predict that it will reach $43.65bn by 2030, demonstrating an average CAGR of 4.5% over that period.
Key recent changes outlined in its report include geopolitical tensions, regulatory changes and evolving industry practices. It cites recent US sanctions imposed on Russia’s oil supply chain as having “notably disrupted trade routes to China and India, leading to increased shipping costs and a search for alternative oil sources by these nations”.
It also highlights new EU maritime fuel regulations, which came into effect on 1 January. These regulations mandate that commercial ships exceeding 5,000 gross tonnage operating in EU ports must reduce emissions or incur penalties. “The limited availability of alternative fuels such as biodiesel and LNG, coupled with competition from other sectors, is expected to result in increased costs, which will likely be transferred to consumers and businesses”, says the report.
Elsewhere, the report notes that the Indian government has approved the Coastal Shipping Bill of 2024, aimed at modernising and streamlining the shipping industry. Key reforms include the removal of the trading license requirement for Indian-flagged vessels engaged in coastal trade, alignment of regulations with international standards and integration of coastal maritime transport with inland waterways. These measures are anticipated to enhance the competitiveness of domestic shipping operators and establish a more efficient and cost-effective transport chain.
These views are broadly echoed by analysts Mobility Foresight, which offers further insights into key trends and regional differences.
It notes that there are a number of new products and services being launched in the breakbulk shipping market, including the development of digital platforms to facilitate the booking of shipments, the use of automated systems to manage the transportation of goods and the introduction of new technologies such as blockchain and the Internet of Things (IoT).
Its analysts expect North America to remain a prime market for breakbulk, followed by Europe. It notes that Western Europe has some of the highest margins for breakbulk shipping “due to regional supply and demand dynamics”. Eastern Europe is predicted to grow at a faster rate than its western counterpart, due to the ongoing growth of its manufacturing base. However, Asia will remain the global manufacturing hub for breakbulk shipping, focused on China.
Another area of high growth will be the Middle East, while Africa will see the largest increase. “This growth aligns with the surge of investments targeting key sectors such as agriculture, mining, financial services, manufacturing, logistics, automotive and healthcare,” says the report. Other areas of interest include Latin America, where growth is expected due to the increasing strength of its automotive industry along with mining.
