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Photo: Courtesy of HHLA/Vincent Wolff
Hydrogen can be a complementary decarbonization option in ports and terminals where battery-electric equipment may not meet all operational needs. We look at how hydrogen is being evaluated and why its role remains narrow for now.
Battery-electric drives are now delivering on the promise of zero tailpipe emissions in ports and terminals around the world. However, some lifting operations require equipment to travel long distances from charging ports, making full electrification impractical. This creates demands beyond the scope of electrification. In addition, not all regions can rely on a stable or sufficiently powerful electric grid
In environments where full electrification faces these operational or grid constraints, hydrogen is being evaluated as an additional option. At small to medium scales, hydrogen can be supplied to ports by road using tube trailers or liquid hydrogen tankers. Larger-scale deployment typically requires dedicated infrastructure, such as pipelines, bunkering facilities or even on-site production.
The practical application of hydrogen in ports was examined in an extensive 2023 Deloitte-led report for the Clean Hydrogen Partnership. It underlines that hydrogen adoption is not uniform, but is determined by the specific operational requirements and available infrastructure of each port environment.
A similar perspective emerged in a 2022 analysis commissioned by the government of the Netherlands, a country with a significant role in European port operations. The report notes that while hydrogen will be essential to lowering long-term maritime CO2 emissions, the large-scale roll-out of alternative fuels before 2030 will be constrained by various structural factors.
Accordingly, hydrogen is entering operations in a narrow scope through defined use cases. It is not simply a drop-in solution that will work anywhere.
But if hydrogen is to play a role in some terminal operations, what does its introduction mean for operational continuity? How can it be supplied and integrated on site? What regulations and safety requirements are shaping the use of hydrogen?
These questions are already being worked through in a small number of port environments, where hydrogen is being assessed alongside existing diesel and battery-electric solutions. The focus is less on whether hydrogen works as a technology and more about how it fits into existing terminal operations.
An important hydrogen trial project is currently underway at Hamburg’s Container Terminal Tollerort, owned and run by Konecranes key customer Hamburger Hafen und Logistik AG Logistik (HHLA). A hydrogen-powered Konecranes Noell Straddle Carrier is being tested in live terminal operations, delivering positive early results.
“With this pilot project, we are demonstrating that hydrogen drive systems represent a genuine alternative in the area of heavy-load operations. The technology matches the performance level of conventional drive systems,” says Dr. Volker Windeck, Head of Hydrogen Projects at HHLA.
HHLA’s Clean Port & Logistics (CPL) innovation cluster includes a hydrogen refueling station at Container Terminal Tollerort. Here the straddle carrier is fueled using procedures similar to standard bunkering, creating operational synergies with existing workflows.
This is what often brings hydrogen into serious consideration. As it follows a refueling model rather than a charging model, hydrogen closely aligns with processes established by decades of diesel-powered operations. Industry experience shows that hydrogen can be replenished within 10–20 minutes, which is comparable to diesel operations and significantly faster than charging.
High productivity depends on established operational workflows, so speed of replenishment is important for terminal operators. Hydrogen offers a way to preserve these familiar structures while supporting emission-reduction goals.
But making hydrogen viable requires more than the availability of fuel and speed of replenishment. Fuel-cell systems, hydrogen storage and high-voltage power electronics need to be integrated into the equipment platforms used for high-load lifting operations.
For the hydrogen-powered Konecranes Noell Straddle Carrier deployed with HHLA, fuel-cell specialist zepp.solutions has supported system integration within Konecranes’ redesigned D200 straddle carrier platform. The modular design has been developed to enable retrofitting of different power options, including hydrogen fuel cells.
“The way that fuel cells, storage and power electronics are packaged within the tight space and weight limits of port equipment ultimately shapes how hydrogen performs. This configuration also determines how hydrogen compares with other power options,” explains Jonas Brendelberger, CCO from zepp.solutions.
Cost comparisons between hydrogen and battery-electric solutions are best made on a total cost of ownership basis, rather than on upfront price alone. Despite higher initial investment, hydrogen supply and refueling costs should be assessed against the costs and constraints associated with battery-electric charging. This again helps to explain why hydrogen is entering operations in a narrow scope, with deployment varying by site and use case.
From a safety perspective, hydrogen technology is treated as a regulated energy carrier rather than an experimental solution. Hydrogen-powered equipment, fuel-cell systems and storage components are subject to established EU certification and safety requirements. Deloitte’s 2023 study for the Clean Hydrogen Partnership notes that EU work is ongoing to define standards for refueling and handling in port environments.
However, progress at EU level remains uneven across the wider hydrogen ecosystem. The 2022 analysis commissioned by the government of the Netherlands indicates that while EU mechanisms incentivize low-CO₂ fuels, the development of dedicated hydrogen supply and bunkering infrastructure is not yet addressed. This continues to constrain near-term adoption.
In conclusion, hydrogen is likely to remain a complementary option rather than a primary solution in port and terminal environments. Battery-electric equipment will underpin most emission-reduction strategies, with hydrogen considered where refueling infrastructure and operating patterns support its use.
Konecranes thanks HHLA and zepp.solutions for contributing industry knowledge used in this article.
A strong focus on customers and commitment to business growth and continuous improvement make Konecranes a material handling industry leader. This is underpinned by investments in digitalization and technology, plus our work to make material flows more efficient with solutions that decarbonize the economy and advance circularity and safety.