On August 5, E-Crane Bangladesh had the pleasure of welcoming His Excellency Mr. Didier Vanderhasselt, Ambassador of Belgium to Bangladesh and South Asia, and First Secretary Zoë Van Landschoot to our office in Dhaka.

The delegation was in Bangladesh for a series of official government meetings. During this visit to the country, E-Crane had the pleasure of welcoming the Ambassador and First Secretary to our Bangladesh offices, offering them a closer look at our local activities and operations.

The visit provided an opportunity to share more about E-Crane’s history and long-standing presence in Bangladesh, while exchanging views on doing business internationally and the role diplomacy can play in supporting Belgian companies abroad.

Ambassador Vanderhasselt and First Secretary Van Landschoot showed a genuine interest in our activities and experiences in the region. Their visit highlighted the value of strong international relationships and open dialogue in supporting long-term business development.

We thank Ambassador Vanderhasselt and First Secretary Van Landschoot for their visit and the valuable exchange.

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Another application for the Carver Company’s 3000 Series E-Crane, Model EC19421 CR-D was an overwhelming success as the dockside crawler mounted E-Crane and Carver Company’s crew proved instrumental in the first loading of the Great Lake Dredge & Dock rock vessel “Acadia”.

The Acadia is the first U.S.-flagged, Jones Act–compliant subsea rock installation vessel, built for Great Lakes Dredge & Dock (GLDD) by Hanwha Philly Shipyard. Capable of carrying 20,000 metric tons of rock, it protects offshore wind foundations and subsea cables.

While this was the initial loading of the vessel which took place at the Port of Coeymans, the operation was flawless and was the first use of the E-Crane with skip pan designed to load the 20,000 metric ton of rock material into the Acadia for its maiden voyage.

The E-Crane, using the skip pan attachment designed by E-Crane, was easily capable of handling 22 metric tons / net load of material per cycle into Acadia’s dual holds. The impressive capacities along with the E-Cranes’ unique balance, impressive 140ft reach, and boom and stick geometry, gave the operators great confidence in the job at hand. The Carver Companies operators have become very proficient with their use of Carver’s E-Crane fleet in a variety of applications which include stevedoring, marine construction and dredging. The loading of the Acadia came with a new set of challenges in which the operators quickly became acclimated, as the vessels holds are tight quarters with the Acadia’s ships gear mounted right in the center of each hold.

Once the vessel was loaded, it set sail to perform the offshore duty it was designed for in transporting and precisely placing its bounty of 20,000 mt of rock material to a depth of 65 meters on the ocean floor for the New York offshore, Equinor’s, Empire Wind 1 project.

The initial rock material loading was accomplished in a 2-day span and will be repeated every 7 – 10 days to replenish the vessel’s holds for continuing the offshore operation.

All in all, the Carver Company’s crew, use of their 3000 Series E-Crane with skip pan attachment had a remarkable initial loading of the GLDD , newly built, “Acadia” state of the art rock vessel.

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The signs of a clogged silo, hopper, or chute are obvious.  Nothing is discharging from the spout.  Material is compacted, or there’s spillage from either overflow or conveyor backup.  When production stops, workers get creative, hitting the side of the vessel with tools or strapping on a harness to go inside, both creating safety hazards.  In response, air cannons have become a viable alternative across bulk handling sectors, offering greater safety, less labor, and significantly reducing downtime.

Figure 1 – Most silos, hoppers, and chutes can be easily retrofitted with air cannons.

Martin® Air Cannons clear and prevent clogs to promote material flow. The first step is to understand how, where, when, and why clogs occur. The second step is to remove worker involvement in clearing the clog. The third step is to monitor the flow aid system to maximize efficiency.

Why Do Silos, Hoppers, and Chutes Clog?

• Weather – Humidity and temperature affect how the material flows and builds up.
• Material weight/size/shape – Gravity is both friend and foe to bulk flow. With materials of variable shapes and sizes and different flow rates/characteristics, obstructions happen.
• Structural design – Choosing a square or round vessel for optimal flow is based on the material characteristics. Material Flow Analysis software helps in modeling flow.[Fig.2]
• Load speed/volume/distribution – Speed and volume should not exceed the vessel’s specifications, or clogs will occur. To avoid buildup and eccentric load stress, discharge distribution should match the geometry of the vessel.

Figure 2 – The structural design should accommodate the discharge target, i.e., conveyor, railcar, truck, barge, storage pile, etc.

Unsafe Practices for Silo, Hopper & Chute Clearing

Once a clog has been detected, there are several unsafe practices that, at the time, may seem harmless but frequently cause serious worker injuries or fatalities year after year.

• Beating the vessel walls with objects to loosen adhered material creates bumps and ridges on the wall, forming ledges that promote greater accumulation. This solution also puts workers near the spout, exposing them to sudden surges.
• Poking or lancing underneath the clog at the discharge point causes a surge of material, burying or crushing the worker(s) below.
• Confined space entry is a major cause of worker injuries and fatalities when clearing obstructions. Bridging material could pull the worker into the cavity.  Material buildup on the sides of the vessel could release from above, resulting in serious injury or burial.

How Do Air Cannons Work?

Martin® Air Cannons use the site’s compressed air to deliver a powerful blast that aerates material and dislodges buildup.  The basic components include an air reservoir, a fast-acting valve with a trigger mechanism, and a nozzle that distributes the air in the desired pattern to clear the accumulation most effectively.  Often installed in a series and precisely sequenced for maximum effect, the network can be timed to best suit individual process conditions or material characteristics.[Fig.3]

Figure 3 – Prevalent in cement, air cannons are becoming standard across all bulk handling, anywhere clogs happen.

With outward-facing valves for easy maintenance, the cannons connect to a solenoid box up to 61m (200 ft) away for safety and easy access.  This allows them to be linked to and activated from a centralized logistical system or fired manually from the solenoid.

Bulk Material Flow Technology

The N2® Air Cannon Intelligence (ACI) System gives bulk handlers unprecedented insight into air cannon performance, enabling entire installations to optimize throughput.  It provides operators access to continuous monitoring and detailed analytics through a secure web-based dashboard and mobile interface.

Figure 4 – The N2 sensor sends signals to a central hub that can gather data from up to 1000 units.

Fitted to each air cannon on a plant, the N2® ACI sensor measures firing characteristics, helping operators monitor, identify, and diagnose problems.  Early identification shifts maintenance staff activities to prevention rather than reaction, saving unscheduled downtime.  Remote monitoring reduces labor for inspection, lowering operating costs.

Improving Safety & Production

Martin® Air Cannons and the N2® ACI System have helped cement plants, ports/terminals, mines, quarries, agriculture, and recyclers mitigate blockages and improve production at silos, hoppers, and chutes.  By installing a modern air cannon network, bulk handlers can improve safety, reduce downtime, and lower the cost of operation.

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Most belt conveyors experience some spillage and dust at the transfer point, leading to safety and air quality concerns.  Passive dust control is achieved by retrofitting the conveyor transfer point to seal the enclosure and control airflow within it, allowing dust to settle back onto the material stream, rather than using powered air cleaners or HVAC hoods to extract particulates.  Although passive methods are not a silver bullet, this engineering control should be the first step toward transfer-point dust suppression, for the long-term ROI with low maintenance and a track record of compliance.

Nearly all global government air quality regulations for bulk handling address respirable crystalline silica (RCS) due to its association with silicosis, pneumoconiosis, and chronic obstructive pulmonary disease (COPD).  Raw material handlers are acutely affected by RCS.  However, general particle emissions are also harmful, so most bulk handlers, such as recyclers, agricultural operations, ports, and steel producers, greatly benefit from the workplace safety that passive dust control provides.

Have Dust, Will Travel

The skirtboard enclosure is essentially a settling chamber.  The basic concept is that a dust particle will settle out of a laminar air stream based on the speed of the air flow, V_air, and the terminal velocity, V_t, of the dust particle. [Fig.1]

Current practice for conveyor enclosures is to design for V_air ≤1.0 m/s by increasing enclosure height.  Two common rules of thumb for the enclosure length are 2 times the belt width or 0.6 m per 1.0 m/s of belt speed.  It is interesting to note that if H is increased, the distance (L) that the average dust particle must travel also increases.

Controlling Airflow

The average air velocity through the skirtboards is directly proportional to the induced airflow and cross-sectional area.  Average velocities in the skirtboards due to induced air can range from 0.8 to 2.8 m/s.  Belt speed has a minor effect on the average velocities.  The maximum air velocities are almost always found where the air flows under the skirtboard curtains.[Fig.2]

Particle Density – Particles of 40 and 100 microns (μm) in size — roughly the size of a human hair — settle quickly.  A particle 10 μm or smaller is “respirable,” or able to penetrate the lungs’ natural defenses and cause serious lung diseases.  As bulk density increases, respirable dust emissions decrease moderately and must be properly contained.

Curtains – The best results are obtained using three or more curtains.  Martin^® A.I.R. Control™ Dust Curtains create controlled recirculation zones that allow dust particles to agglomerate and settle.[Fig.3]

Loading Chute and Tailbox – The width of the loading chute should be narrower than the skirtboard width. This folds the airflow between the first curtain and the tailbox, encouraging it toward the top of the enclosure rather than along the material’s surface.

Skirtboard Length – If airflow is under 0,5 cubic meters per second (1000 cubic feet per minute), the length of skirtboard is 0,6m (2 ft) for every 0,5 mp/s (100 fpm)of belt speed. If airflow is greater than 0,5 cmp/s (1000 cfpm), the length of skirtboard is 0,9 m (3 ft) for every 0,5 mp/s (100 fpm) of belt speed. This allows enough room to establish circulation zones and – if properly sealed with skirting like Martin^® ApronSeal™ Urethane Skirting – results in passive dust control.[Fig.4]

Skirtboard Height – An enclosure height beyond 600 mm (24 in.) for the standard conveyor with a single exit curtain can reduce nuisance emissions but, space allowing, a taller enclosure increases the average settling path for greater control.

Conclusion

Along with reducing emissions and spillage, passive dust control requires no power and only limited maintenance.  By controlling airflow, dustbags can be added for an extra layer of passive particle suppression.  Retrofitted equipment decreases cleaning labor, increases system life, improves compliance, and reduces downtime, making a quantifiable case for a short return on investment.

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From September 2 to 5, 2026, in Homberg/Nieder-Ofleiden, Germany, SENNEBOGEN, Schlüter Baumaschinen, and MBI are demonstrating integrated demolition excavators and specialized hydraulic attachments to optimize site logistics.

SENNEBOGEN collaborated with system partners Schlüter Baumaschinen and MBI to exhibit integrated demolition machinery solutions. The cooperation addresses complex job site requirements by matching specialized hydraulic attachments from NPK and MBI with dynamic excavator platforms designed for selective demolition, sorting, and high-reach dismantling.

Operational Challenges in Modern Demolition Logistics

Demolition operations require multi-functional machinery capable of executing height dismantling, selective material sorting, and earthmoving within restricted urban footprints. Traditional workflows rely on multiple single-purpose machines, increasing equipment transport overhead, site congestion, and logistical costs. To resolve these operational constraints, equipment manufacturers and distribution partners must integrate fast-change attachment systems and transport-optimized excavator chassis to maintain high machine utilization rates.

Modular Boom Systems and Hydraulic Attachment Integration

• A two-piece boom providing a 17-meter bolt height
• A three-piece Longfront configuration reaching a 23-meter bolt height
• An earthmoving configuration with a 12-meter reach

Machine Uptime and Process Reliability

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Hitachi Construction Machinery (Europe) NV (HCME) has promoted Dr. Hubertus Muenster as Vice President with expanded responsibility for both construction and mining machinery across Europe and parts of Africa. In addition to his existing responsibilities for construction equipment sales, rental and distribution management, Dr. Muenster will now lead the mining business. This brings the company’s core equipment segments under a single commercial leadership across the region.

Since joining HCME in July 2025, Dr. Muenster has focused on strengthening dealer collaboration, fostering operational agility and harmonising internal processes. The integration of construction and mining activities is intended to shorten decision cycles and improve coordination with dealers across both product segments. It also creates a more consistent approach to business management and go-to-market activities across each segment.

For dealers, the new structure provides a more integrated collaboration with the manufacturer across the entire product portfolio, while maintaining a tailored approach to the diverse needs of different customer segments. For customers, it delivers a more consistent brand experience and enhanced access to integrated solutions that draw on the combined strengths of both business divisions.

Francesco Quaranta, President & CEO of HCME, commented: “We are simplifying how we operate and how we work with our dealers. By bringing construction and mining together under one leadership, we can move faster, reduce complexity and offer more integrated solutions to our customers.”

The organisational change supports HCME’s strategy to strengthen its position across both construction and mining markets and to further develop its capabilities beyond equipment supply, with a stronger focus on customer value enhancement, integrated solutions and lifecycle support.

It reflects HCME’s ongoing commitment to strengthening dealer partnerships, accelerating innovation, and delivering customised solutions to customers across Europe and Africa.

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Based on the business development to date and updated estimates for the further development of the 2026 financial year, the Executive Board of Hamburger Hafen und Logistik AG (HHLA) today decided to adjust the outlook for the current financial year.

The extensive modernisation measures to automate the Hamburg container terminals together with comprehensive infrastructure measures relating to the rail network have had a greater impact on operations than originally expected. As a result, the throughput and transport volumes have fallen short of the original assumptions. At the same time, the challenging macroeconomic environment and ongoing geopolitical uncertainties have weighed on the business development. Furthermore, in light of recent developments, it is no longer expected that HHLA will be able to fully offset the impact of the winter weather at the beginning of the year during the remainder of the financial year. Against this backdrop, the Executive Board expects a lower revenue and earnings development for the 2026 financial year than previously forecast.

For the Port Logistics subgroup, a slight decrease is now expected year-on-year in container throughput (previously: significant increase). For container transport, a slight rise compared to the prior year is now expected (previously: strong rise).

For revenue, a significant year-on-year increase is expected (previously: strong increase). The forecast for the operating result (EBIT) has been adjusted due to the reasons outlined above and now ranges from € 135 to 155 million (previously: between € 160 and 180 million).

For the Real Estate subgroup, revenue is still expected to remain at the prior-year level, while a significant decrease is forecast for operating result (EBIT).

Accordingly, at Group level, a significant increase in revenue is now expected (previously: strong increase). The forecast operating result (EBIT) has also been adjusted as a result of the changed assumptions and is now within a range between € 150 and 170 million (previously: between € 175 and 195 million).

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Cargo handling declined by 2.4%, the market share of containers remained stable, and investments are bolstering the future.

In the first half of 2026, Port of Antwerp-Bruges handled 133.9 million tonnes of maritime cargo, a decline of 2.4% compared with the same period last year. Against the backdrop of geopolitical tensions, trade conflicts, exceptional operational disruptions, and a challenging economic climate, the decline was relatively limited. While RoRo grew (+5.9%) and bulk remained more or less stable (-1.3%), the decline was observed primarily in the general cargo segment, with container throughput being the main factor. At the same time, Port of Antwerp-Bruges retained its market share in container throughput and continued to invest in additional capacity, efficient infrastructure, and sustainable growth.

Container flows under pressure due to exceptional disruptions

Container throughput came under pressure in the first half of 2026 and was the main cause of the decline in total cargo handling. Expressed in TEU, throughput fell by 1.5% compared to an exceptionally strong first half of 2025; in tons, the decline was 3.6%. Exports of full containers in particular fell behind (-5.7%), reflecting the weak export position of the Western European economy. At the same time, throughput of empty containers rose (+13.7%), indicating a growing imbalance between imports and available export cargo.

The decline was exacerbated by exceptional operational disruptions. A four-day strike in the nautical chain in March resulted in an estimated loss of 100,000 TEU, followed by the oil spill in the Deurganck dock in April, which caused an additional loss of approximately 85,000 TEU. In June, industrial action by pilots once again caused disruptions and resulted in an estimated loss of 75,000 TEU. Despite diversions and adjusted sailing schedules, the port remained operational, and backlogs were gradually cleared.

Geopolitical forces are reshaping trade flows

The geopolitical developments in the Middle East had a clear impact on trade flows. Imports from the countries around the Persian Gulf were 57% lower in the first half of 2026 compared to the previous year. Energy flows above all were impacted: following the final LNG shipment from Qatar on 23 March, shipments from the region came to a virtual standstill in April, and LNG shipments from Qatar fell by 66%. Container shipping lines adjusted their schedules and plotted alternative routes through the Red Sea and the Eastern Mediterranean region. As a result, cargo flows through the Persian Gulf declined sharply, while other ports in the Middle East picked up the slack. Net cargo losses related to the Persian Gulf rose to approximately 2.2 million tons in the first half of the year. The biggest impact is indirect: higher energy, bunker, and transport costs, as well as disruptions to supply chains, are putting additional pressure on European industry.

U.S. trade policy also had an impact. The United States remained Port of Antwerp-Bruges’ most important trade partner, but imports of full containers from the U.S. fell by 10.4%, while exports to the U.S. fell by 16.5%. Exports of conventional general cargo to the U.S., primarily steel, fell by 32%. Conversely, liquid bulk increased thanks to higher volumes of LNG and chemicals. China is still a growth market, with higher container traffic, vehicle volumes, and steel shipments. LNG imports from Russia rose by 12.5% ahead of the European import ban which will come into force in 2027.

Other cargo segments showed resilience

Apart from container throughput, the other segments held up well. RoRo throughput grew by 5.9%, driven by higher volumes of new vehicles and unaccompanied cargo. The number of new vehicles handled rose by 7.7% to 1,695,000 units, mainly due to growth in China (+25.5%) and Japan (+5.5%). Bulk traffic also remained relatively stable. Dry bulk grew by 2.2%, while liquid bulk declined slightly (-1.9%) after a weak start to the year. There were significant shifts within this segment, including growth in LNG (+1.3%) and naphtha (+31.3%). Conventional general cargo remained under pressure (-11.7%) due to weak European industrial demand, U.S. import tariffs on steel, high energy and transport costs, and uncertainty surrounding the CBAM and European import quotas. The higher steel volumes from China (+44.8%) only partially offset the decline in other trade flows.

Market share of containers remains stable, investments are bolstering the future.

Despite the challenging market conditions, Port of Antwerp-Bruges was able to stabilise its market share. Furthermore, new developments within the container alliances strengthened its position. For example, Gemini Cooperation took the decision to deploy deep-sea services to Antwerp on the Far East–Europe trade lane, while Premier Alliance deployed larger container vessels. Important steps were also taken toward developing the Extra Container Capacity Antwerp (ECA) project, with the market assessment for the allocation of additional container capacity and the Flemish government’s approval of the draft project decision for the Left Bank Container Cluster (CCL). By investing in capacity, efficient infrastructure, and sustainable logistics, Port of Antwerp-Bruges continues to strengthen its position as a dependable gateway to Europe.

Rob Smeets, CEO of Port of Antwerp-Bruges: “The first half of the year shows that Port of Antwerp-Bruges continues to play its role as a gateway to Europe, even in exceptional circumstances.” Trade flows are continually adapting to the new geopolitical reality. This demands flexibility from our port community and underscores the importance of continued investment in capacity, efficient infrastructure, and sustainable logistics. At the same time, the international context remains extremely uncertain. That is why Europe must continue to focus on a strong industrial policy and a competitive investment climate.”

 

Johan Klaps, Chairman of the Board of Directors of Port of Antwerp-Bruges and Port Alderman for Antwerp: “The first half of this year demonstrates not only how vulnerable international logistics chains are to disruptions, but also how resilient our port is. Despite successive operational challenges, Port of Antwerp-Bruges managed to maintain its market share in container traffic. This confirms just how crucial investments in accessibility and capacity, as well as a reliable port organisation, are to our port’s appeal to shipping lines, the industry and the wider logistics sector.”

 

Dirk De Fauw, Vice-Chairman of the Board of Directors of Port of Antwerp-Bruges and Mayor of Bruges: “The rapid shift in energy flows demonstrates how essential the complementarity between Antwerp and Zeebrugge is.” Thanks to this complementarity, our port remains a crucial link in Europe’s energy and logistics supply chains. By continuing to invest in infrastructure and sustainable growth, we are not only strengthening the port, but also boosting economic vitality and employment in our region.”

 

Would you like to know more?

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The vessel was officially named in Le Havre on 2 July 2026 and subsequently entered service on the Asia–Northern Europe trade. FAL is one of CMA CGM’s key Asia–Europe services, connecting the ports of Ningbo, Shanghai, Yantian, Singapore, Le Havre, Rotterdam, Hamburg and Tangier Med on a rotation of approximately 105 days.

“The maiden call of CMA CGM NOTRE DAME in Hamburg highlights the strategic importance of the Port of Hamburg for the CMA CGM Group. By deploying modern and energy-efficient vessels, we continue to invest in more sustainable transport solutions while strengthening our long-term commitment to Hamburg. We are pleased to celebrate this milestone together with our partners in the port,” sais Mirja Nibbe, General Manager CMA CGM Germany.

“We are delighted that CMA CGM is calling at the Port of Hamburg with its latest generation of vessels. The innovations and environmental friendliness of this new series of vessels also reflect Hamburg’s commitment to being a progressive and sustainable port. Furthermore, this maiden call by an ultra-large container vessel once again highlights Hamburg’s importance as a key hub for trade between Asia and Europe,” adds Axel Mattern, CEO of Port of Hamburg Marketing.

CMA CGM NOTRE DAME is powered by liquefied natural gas (LNG) and features an 18,600 m³ LNG fuel tank, an aerodynamic windshield designed to reduce energy consumption, and intelligent energy management systems. The vessel offers capacity for up to 1,600 refrigerated containers (reefers) and, thanks to an optimised design, can carry 280 more containers than previous CMA CGM vessels of comparable dimensions.

In addition, the vessel is equipped with a fully digitalised bridge, combining real-time navigation tools, augmented reality systems, and AI-enabled solutions to optimise route planning, speed management, and energy consumption.

CMA CGM NOTRE DAME operates under the French flag and is registered with the French International Register (RIF). She is the first vessel in a series of ten sister ships to be delivered between 2026 and 2028, each named after iconic landmarks of French heritage.

The Port of Hamburg is one of Europe’s leading hubs for trade between Asia and Europe. With 19 regular container liner services, Hamburg offers extensive connections to Asia’s major economic centres. More than half of the port’s container throughput — approximately 4.2 million TEU in 2025 — was generated by Asian trade. The deployment of CMA CGM’s newest vessel generation on the FAL-3 service to Hamburg, together with the Group’s planned acquisition of a 20% stake in EUROGATE Container Terminal Hamburg, underlines the port’s strategic importance in global container shipping.

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