The Port of Hamburg looks back on a challenging first half of 2026. With a total throughput of 56.1 million tonnes, Germany’s largest seaport recorded a 3.1 per cent decline compared with the same period last year. Having largely offset the weather-related losses from January by the end of the first quarter, this result was characterised by the ongoing terminal modernisation process and a decline in imports of petroleum products due to the war in Iran. 

Container throughput at 4.0 million TEU in the first half of 2026

In the first two quarters of 2026, a total of 4.0 million TEU were handled at the Port of Hamburg. This represented an increase of 3.8 per cent in TEU and 4.0 per cent in tonnes compared with the same period last year. Ongoing modernisation measures by HHLA, which will enable more efficient handling in future, had led to reduced terminal capacity in the past quarter.

Trade increased with Singapore (+13.1 per cent), Finland (+24.7 per cent), India (+7.2 per cent) and Morocco (+4.7 per cent). Overall, however, the market environment remains challenging. The decline in cargo handling with the US is particularly marked (-13.5%), but negative trends in container handling were also recorded with China and the UK in the first half of 2026.

Bulk cargo throughput volumes below previous year’s level due to the war in Iran

In the bulk cargo segment, cargo throughput totalled 15.9 million tonnes, around 1.1 per cent below the figure for the same period last year. Whilst throughput of liquid bulk cargo fell significantly by 14.0 per cent, that of dry bulk cargo grew by 4.2 per cent. The pressure on global energy markets caused by the war in Iran has led to lower petroleum imports and a decline in biodiesel throughput since April. This has been countered by significant growth in ore imports and grain exports.

Conventional general cargo throughput is declining due to weak exports of steel products

The handling of conventional general cargo is subject to significant fluctuations given the high value of the cargo and a comparatively small number of handling operations. In the first half of 2026, with a total volume of 535 thousand tonnes, a significant decline of 5.0 per cent was recorded, primarily due to lower exports of steel products; however, this decline was less pronounced than at the end of the first quarter.

Note to editorial offices

In future, the publication of statistics and figures on cargo handling at the Port of Hamburg will be carried out centrally by the Hamburg Port Authority (HPA).

A comprehensive overview of developments in the maritime economy and the Port of Hamburg is provided by the Port of Hamburg’s key figures at the annual ‘State of the Port’ press conference, which regularly takes place in late September/early October. This year, it will take place on 30 September 2026. An invitation will follow shortly.

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Ports of Indiana-Burns Harbor earned the Robert J. Lewis Pacesetter Award for increasing international cargo shipments in 2025. The honor was presented by the Great Lakes St. Lawrence Seaway Development Corp. (GLS) at the American Great Lakes Ports Conference in Chicago.

The port increased its international shipments through the Great Lakes Seaway by 5.8% to 362,100 metric tons in 2025, earning it a spot among nine U.S. Great Lakes ports honored this year. Collectively, the nine award-winning ports moved more than 4 million metric tons of international freight, accounting for 27% of all international cargo that traveled through the Great Lakes in 2025.

“We are honored to be recognized with the Pacesetter Award for the 16th time,” said Jody Peacock, CEO of Ports of Indiana. “This growth reflects the strength of Lake Michigan as a multimodal hub – connecting ship, barge, rail, and highway systems to move cargo efficiently across the Great Lakes region and beyond. Recognition like this reaffirms the vital role our ports play in strengthening America’s economy and allowing Indiana businesses to compete in the global marketplace.”

The Robert J. Lewis Pacesetter Award was established in 1992 to recognize U.S. ports that increase international tonnage shipped through the St. Lawrence Seaway. The 2025 honorees were announced by GLS on July 31, 2026, alongside the Port of Buffalo (NY), Conneaut Port Authority (OH), Erie-Western Pennsylvania Port Authority (PA), Port Green Bay (WI), Lorain Port and Finance Authority (OH), Port Milwaukee (WI), Port of Monroe (MI), and Toledo-Lucas County Port Authority (OH).

GLS Administrator Mike McCoshen congratulated the nine 2025 Pacesetter Award recipients, crediting the sustained high performance to the strength of the Seaway System as a maritime supply chain and to the work of the Great Lakes port community.

Located on Lake Michigan, Ports of Indiana-Burns Harbor generates $4.63 billion per year in economic activity and supports more than 28,000 jobs. The port handles a wide range of international and domestic cargo, including steel, grain, and heavy equipment, and connects Indiana manufacturers and agricultural producers to global markets via the Great Lakes and inland waterways.

“This award reflects the hard work of our team, our customers, and our partners who keep cargo moving through this port every day,” said Ryan McCoy, Port Director of Ports of Indiana-Burns Harbor. “Our multimodal connections make growth like this possible, and this recognition reinforces the important role our port plays in the region’s supply chain infrastructure.”

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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.”

 

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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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