Dual-use heavy-load container terminals – For the EU internal market and Europe’s military defense security

A comprehensive analysis of the integration of advanced commercial container and heavy-lift terminal systems into a dual-use logistics concept to support NATO's collective defense capability

It examines the technological capabilities of modern ports, the doctrinal framework of civil-military cooperation, and the practical challenges of interoperability. Key findings demonstrate that while commercial automation offers unprecedented efficiency, its application in military logistics requires significant investments in hybrid infrastructures, standardized digital interfaces, and robust contractual frameworks. The report concludes with strategic recommendations for policymakers, military planners, and port authorities to create a resilient, responsive, and technologically advanced logistics network capable of meeting the demands of 21st-century deterrence and defense.

The new geopolitical landscape: “Turning point” and the imperative for military mobility

The strategic environment has changed dramatically, marked by Germany's "Zeitenwende" (transformation of the era) and a renewed, alliance-wide focus on credible deterrence and defense. This "enormous thrust" requires the rapid deployment of large formations and heavy equipment across Europe. The ability to project and sustain combat power is now a primary metric for credible deterrence. This reality elevates logistics from a support function to a central strategic enabler and makes the efficiency and resilience of transport infrastructure a matter of national and alliance-wide security. The "Rearm Europe" concept is inextricably linked to the modernization of military logistics, with a focus on automation, speed, and the seamless use of civilian infrastructure.

The basics of modern heavy-duty and terminal logistics

The domain of heavy-duty logistics

Definition of the scope of application

Heavy-duty logistics is a highly specialized field focused on the project-based transport of goods that are non-standardized in their dimensions, weight, or both. This includes industrial machinery, power plant components such as turbines and generators, wind turbine parts, and entire prefabricated buildings. It is a complex undertaking that requires meticulous planning, coordination with authorities to obtain permits, route inspections, and the combination of various modes of transport (road, rail, water).

The scale of the challenge

The crucial distinction lies in the scale of the loads. While a standard industrial pallet weighs approximately 1.5 tons, a 40-foot ISO container can weigh up to 40 tons, and specialized project cargo can be much heavier. Military heavy-lift cargo, such as main battle tanks (MBTs), can reach weights of up to 80 tons. This massive scaling requires a fundamental redesign of all supporting infrastructure and handling equipment.

Infrastructure requirements

Terminals handling heavy-duty and project cargo require specialized infrastructure: heavy-duty access roads, reinforced storage and assembly areas, and cranes with high lifting capacities. For example, the Niederrhein Heavy-Duty Terminal uses gantry cranes with a lifting capacity of up to 320 tons and has extensive, heated indoor and outdoor storage areas. This infrastructure is a direct analogue to the requirements for handling heavy military equipment.

The technological lineage from industrial to port automation

The technological innovations driving the automation of modern container terminals, particularly high-bay storage (HBS), do not originate from traditional port logistics. Rather, they are a direct evolution of the heavy-duty intralogistics systems perfected over decades in industries such as steel, paper, and automotive. The technologies for handling extreme loads of 10,000 kg (10 tons) and more, developed in the steel and precast concrete industries, formed the "technological reservoir" and "base of trust" for the leap into container port automation. This means that the key engineering challenges in developing robust, reliable, and precise automated systems for massive weights were first solved in the factory environment before being adapted to the port environment. Comparing a 1.5-ton pallet with a 40-ton container illustrates the required leap in development: the principles of automated high-bay pallet storage had to be massively scaled up and made more robust. This heritage is crucial for dual-use logistics. When considering the transport of an 80-ton tank, the most relevant commercial expertise may not lie with a standard container terminal operator, but rather with a logistics service provider or engineering firm specializing in the transport of industrial project cargo or the design of automated heavy-lift systems for factories. This suggests that military planners should consider a broader ecosystem of heavy-lift specialists beyond traditional port partners.

The technological evolution of port terminals

Vertical vs. Horizontal: The Paradigm Shift in Automation

Conventional terminals using straddle carriers (RTGs/RMGs) and gantry loaders (straddle carriers) face a fundamental trade-off between storage density and operational efficiency. While stacking containers high saves space, it leads to unproductive shuffle moves to access lower-lying containers. Effective utilization is often limited to 70-80%; exceeding this threshold leads to an exponential drop in performance.

A solution inspired by industrial heavy-duty intralogistics, HBS (High-Bay Storage) systems like BOXBAY store each container in an individual, directly accessible rack compartment. This is a disruptive innovation that completely eliminates restacking and enables 100 percent direct access. This vertical approach can triple or even quadruple storage capacity within the same footprint, enables automated 24/7 operations, drastically reduces truck turnaround times (to under 30 minutes), and increases safety by separating humans from machines. The modular design allows for phased implementation, making the technology accessible even to smaller ports.

The Workhorses: A Comparative Analysis of Terminal Equipment

The technological landscape of modern terminals is diverse and highly specialized. Each device fulfills a specific function within the complex logistics chain.

Ship-to-Shore (STS) cranes: These are the primary equipment used for loading and unloading ships. Modern STS cranes are massive structures with lifting capacities of up to 120 tons and represent a key component for a terminal's throughput.

Gantry cranes: RTG vs. RMG:

Rubber-Tired Gantry (RTG) cranes: These cranes move on large rubber tires, offering the flexibility to change storage blocks or be relocated within the terminal. They are powered by diesel, hybrid drives, or, increasingly, by batteries or cable reels. Their flexibility makes them adaptable, but the interface between the rubber tires and the floor may be less precise for full automation.

Rail-Mounted Gantry (RMG) cranes: These cranes run on fixed rails and offer greater speed, precision, and energy efficiency, making them ideal for high-density automated operations (ARMG) systems. Their inflexibility is the trade-off for higher performance in a structured environment.

Horizontal Transport: Straddle Carriers vs. AGVs:

Straddle carriers: They can lift, transport, and stack containers (up to four high), making them a highly flexible, all-in-one solution. They can decouple the operation of quay cranes from stacking in the warehouse and are effective in irregularly shaped terminal areas. However, they are maintenance-intensive and have a higher center of gravity.

Automated Guided Vehicles (AGVs): These are driverless vehicles that transport containers between the quay and the storage area. They are highly efficient, have lower maintenance costs, and can be operated fully electric (emission-free). Standard AGVs require a crane at both ends of the journey (coupled operation), which can lead to bottlenecks. Lift-AGVs (L-AGVs) can autonomously place containers onto racks, decoupling the process and improving efficiency.

Specialized heavy-lift equipment: For non-containerized cargo, terminals rely on other tools, including high-capacity mobile harbor cranes (up to 100 t), floating cranes (200-600 t), and self-propelled modular transporters (SPMTs) capable of moving loads of 300 t or more per trailer.

Comparative analysis of terminal handling systems

Straddle Carrier

• Main operating mode: Lifting, transporting & stacking (all-in-one).
• Flexibility/Adaptability: High: Ideal for irregular surfaces, can serve trucks directly.
• Throughput/Speed: Medium-High: Decouples quay crane from storage.
• Space requirements/density: Medium: Stacks up to 4 high.
• Cost profile (CAPEX/OPEX): Medium CAPEX / High OPEX: High maintenance costs.
• Dual-use/Military Suitability (Advantages & Disadvantages): Pro: High flexibility for various non-standardized military vehicles. Con: High ground pressure, maintenance-intensive.

AGV (standard)

• Main operating mode: Horizontal transport (quay <-> warehouse).
• Flexibility/Adaptability: Low: Fixed routes, requires crane at both ends.
• Throughput/Speed: High: Efficient in continuous flow.
• Space requirement/density: High (in the system): Enables dense block storage.
• Cost profile (CAPEX/OPEX): Low CAPEX / Low OPEX: Low maintenance, electrical.
• Dual-use/Military Suitability (Advantages & Disadvantages): Pro: High, predictable throughput for standardized supplies (ISO containers). Con: Dual operation can create bottlenecks.

Lift-AGV

• Main operating mode: Horizontal transport with autonomous settling.
• Flexibility/Adaptability: Medium: Decouples the transfer process to the warehouse crane.
• Throughput/Speed: Very High: Reduces waiting times for AGVs and cranes.
• Space requirement/density: High (in the system): Requires racks.
• Cost profile (CAPEX/OPEX): Medium CAPEX / Low OPEX: More expensive than standard AGV.
• Dual-Use/Military Suitability (Advantages & Disadvantages): Pro: Combines high throughput with increased flexibility, reducing bottlenecks. Con: Additional infrastructure (racks) required.

RTG crane

• Main operating mode: stacking in block storage, truck loading.
• Flexibility/Adaptability: High: Can change blocks, flexible in layout.
• Throughput/Speed: Medium: Slower than RMG, manual operation.
• Area requirement/density: Medium: Requires tramlines for tires.
• Cost profile (CAPEX/OPEX): Medium CAPEX / Medium OPEX: Diesel/Hybrid operation.
• Dual-use/military suitability (advantages & disadvantages): Pro: Flexible deployment in temporary or less developed areas. Con: Lower level of automation.

RMG crane

• Main operating mode: Stacking in block storage, truck/rail loading.
• Flexibility/Adaptability: Low: Bound to rails.
• Throughput/Speed: Very High: High speed and precision.
• Space requirement/density: Very high: Dense stacking possible.
• Cost profile (CAPEX/OPEX): High CAPEX / Low OPEX: Highly efficient, electric.
• Dual-Use/Military Suitability (Advantages & Disadvantages): Pros: Ideal for rapid mass transfers at strategic hubs. Con: Inflexible, requires massive fixed infrastructure.

HBS / AHRS

• Main operating mode: Fully automated single-location storage.
• Flexibility/Adaptability: Medium (in design): Modular expandable.
• Throughput/Speed: Extremely High: No restacking, 24/7 operation.
• Land use/density: Extremely high: Maximum land use.
• Cost profile (CAPEX/OPEX): Very High CAPEX / Very Low OPEX: Low operating costs.
• Dual-Use/Military Suitability (Advantages & Disadvantages): Pros: Unmatched speed and capacity for strategic material stockpiling. Con: High initial investment, inflexibility for oversized cargo.

The digital brain: Terminal Operating Systems and the Smart Port

The "brain" of the terminal is the Terminal Operating System (TOS), a sophisticated software platform that manages and optimizes all complex operations. The core functions of the TOS include vessel planning, yard management (optimizing container locations), equipment control (scheduling of cranes and vehicles), gate processing, and real-time resource allocation. It integrates technologies such as RFID, GPS, and artificial intelligence (AI) to provide a complete operational picture.

A further development of this concept is the "digital twin," a highly accurate virtual replica of the physical port, including its facilities, processes, and systems. It uses real-time data from IoT sensors, cameras, and the TOS to reflect the port's condition. A digital twin enables the simulation of complex scenarios (e.g., planning a large military deployment without disrupting commercial traffic), forward-looking maintenance, traffic flow optimization, and improved security and emergency planning. It transforms complex data into understandable, actionable information for decision-makers. The future trend is toward increased use of AI and machine learning to move from reactive management to predictive and optimized control. AI can optimize ship handling, forecast cargo volumes, and manage autonomous vehicle fleets, significantly increasing efficiency and reducing emissions.

The TOS as a critical point of civil-military friction and vulnerability

Although the Terminal Operating System is key to commercial efficiency, it also represents the most critical and complex interface for dual-use operations. Its proprietary, closed nature poses a significant hurdle to seamless integration with military command and information (C2) systems. The TOS is described as the "brain" that controls every physical asset in an automated terminal. However, military operations require dedicated C2 and logistics information systems to track troops, manage supplies, and ensure security, for example, during the movement of classified information. Existing research provides no evidence of a standardized interface between commercial TOS (such as NAVIS N4 or CyberLogitec OPUS) and military logistics systems. A military deployment would require the TOS to prioritize military movements, securely handle sensitive cargo data, and potentially operate in a jammed or contested electromagnetic environment – functions for which it was not designed. Furthermore, the concentration of control in the TOS and its associated IT/OT systems makes it a high-value target for adversaries. A successful cyberattack on the TOS of a major port like Bremerhaven or Rotterdam could stop a major NATO deployment before it even begins. Achieving true dual-use capability therefore depends not only on physical access to cranes and quays. It requires the development of a secure, standardized, and resilient "digital handshake" between commercial TOS and military C2 systems. This is a major political, technological, and cybersecurity challenge that is currently underdeveloped. Without it, military operations in an automated port would be slow, inefficient, and highly vulnerable.

Container terminal systems for road, rail, and sea in the dual-use logistics concept of heavy-duty logistics – Creative image: Xpert.Digital

In a world characterized by geopolitical upheavals, fragile supply chains, and a new awareness of the vulnerability of critical infrastructure, the concept of national security is undergoing a fundamental reassessment. A state's ability to ensure its economic prosperity, the supply of its population, and its military capability increasingly depends on the resilience of its logistics networks. In this context, the term "dual-use" is evolving from a niche category of export control to a overarching strategic doctrine. This shift is not merely a technical adaptation, but a necessary response to the "turning point" that requires the profound integration of civilian and military capabilities.

Suitable for:

• Container terminal systems for road, rail and sea in the dual-use logistics concept of heavy-duty logistics

The dual-use mission: Civil-military cooperation in practice

The framework of civil-military logistics (CML)

Host Nation Support (HNS) and the “Hub Germany”

Host Nation Support (HNS) is the civilian and military assistance provided by a host nation to allied forces on its territory. It is a fundamental principle of collective defense formalized in NATO doctrine (AJP-4.5(B)) and national agreements. It is not a voluntary contribution but a core obligation.

Due to its geostrategic location, Germany is the central logistics hub (“Hub”) for NATO and serves as the primary transit country for forces deployed to the Eastern Flank. This role includes coordinating movements, providing supplies, securing routes, and supporting the reception, staging, and onward movement (RSOM) of troops and equipment. In practice, HNS covers a wide range of services, from processing permits for heavy transport and providing escorts to organizing accommodation, refueling, maintenance, and medical care. The Bundeswehr processes around 1,000 HNS applications annually. The principle is: “Whoever orders the service pays for it.”

The HNS in Germany is coordinated by the Bundeswehr's Operational Command, which cooperates with regional commands and civilian authorities. In the event of a crisis, NATO's Joint Support and Enabling Command (JSEC) in Ulm coordinates large-scale deployments within the SACEUR area of responsibility, while mobile Joint Logistics Support Groups (JLSGs) manage logistics in the actual operational area.

The civil-military interface: synergies and friction points

A key point of friction arises from the conflicting operating models of the commercial transportation sector and the military. The commercial sector is driven by efficiency, tight margins, and just-in-time principles that require high asset utilization. The military requires guaranteed capacity, flexibility, and robustness for crisis situations, often at short notice, which conflicts with long-term commercial contracts.

The military's use of "robust contracts" is often perceived by industry as an attempt to shift risk. Civilian providers have a right to refuse performance, which poses a significant risk to military planning. Key challenges include liability in a conflict zone, insurance coverage for war-like scenarios, and the status of civilian personnel (e.g., drivers from non-NATO countries).

Bridging this gap requires deeper integration. This includes the creation of long-term contracts with guaranteed charter shares, the establishment of a "reserve status" for key civilian personnel to ensure their availability and protection, the development of joint training and exercises, and the assumption of the role of self-insurer by the state to cover extraordinary risks. This goes beyond simple procurement and aims at creating a truly integrated civil-military logistics network.

Interoperability as a cornerstone of alliance logistics

The role of NATO standardization (STANAGs)

Interoperability is the ability of multinational armed forces to work together synergistically. It has three dimensions: technical (compatible equipment), procedural (common doctrines), and human (shared understanding and trust). Standardization, primarily through standardization agreements (STANAGs), is the key tool for achieving this. STANAGs exist for critical areas such as fuel types and connections, ammunition calibers, and medical evacuation procedures, which are essential for multinational logistics.

Despite the existence of STANAGs, significant interoperability gaps remain. Recent operations have demonstrated the persistence of different national traditions, resource gaps, and technological disparities. The implementation of STANAGs is a national responsibility and is not consistent across the Alliance. Existing STANAGs are often insufficient for seamless interoperability at the tactical level (brigade and below).

Overcoming practical interoperability gaps in a dual-use terminal

Even with STANAGs, physical incompatibilities can bring operations to a halt. One example is a mismatch in fuel nozzles between US and Czech equipment. In a port, this could manifest itself in incompatible attachment points on military vehicles, different data connectors for diagnostics, or varying power requirements. The military must provide civilian partners with clear technical specifications and "loading plans" for its equipment.

Communications and information systems pose a significant challenge. Civilian logistics companies use commercial GPS and data systems that are vulnerable to interference. Military forces rely on hardened, encrypted communications. The integration of civilian trucks into military convoys is one proposed solution for command and control. The lack of a common operational situational picture between a port's TOS and the military's C2 system is a critical gap. Overcoming these procedural and human gaps requires intensive joint training and the use of liaison officers (LNOs) to bridge differing doctrines and languages. The principle that "practice is the key to success in operations" is of utmost importance.

Civil-military logistics integration: requirements and challenges

Planning horizon

• Commercial imperative: Long-term, predictable, just-in-time.
• Military requirement: Short-term, reactive, just-in-case.
• Resulting point of friction: Commercial capacities are tied up and not flexibly available for crises.

Contract model

• Commercial imperative: efficiency and cost-based, fixed service description.
• Military requirement: Capability-based, flexible retrieval, guaranteed availability.
• Resulting point of friction: Standard contracts do not cover military risks (e.g. war clauses).

Risk management

• Commercial imperative: risk avoidance, insurable risks.
• Military requirement: risk acceptance as part of the operation.
• The resulting point of friction: Civilian companies shy away from incalculable risks; liability and insurance issues remain unresolved.

staff

• Commercial imperative: efficient deployment, cost minimization, diverse nationalities.
• Military requirement: Guaranteed availability, security clearance, protection status.
• Resulting point of friction: the status of civilian drivers (especially from third countries) in crisis situations; lack of "reserve" concepts.

Equipment philosophy

• Commercial imperative: Standardized (ISO), high utilization, cost-effective.
• Military requirements: Robust, off-road, often non-standardized, redundant systems.
• Resulting point of friction: Incompatibility of civilian infrastructure (e.g. loading areas) with military equipment (e.g. tanks).

IT/Communication

• Commercial imperative: Public (GPS, mobile), unencrypted, efficiency-oriented.
• Military requirement: Hardened, encrypted, redundant, security-oriented.
• Resulting friction point: Lack of interoperability between TOS and C2 systems; vulnerability of civilian systems to disruption/attacks.

Container high-bay warehouses and container terminals: The logistical interplay – Expert advice and solutions – Creative image: Xpert.Digital

This innovative technology promises to fundamentally change container logistics. Instead of stacking containers horizontally as before, they are stored vertically in multi-tiered steel rack structures. This not only enables a drastic increase in storage capacity within the same space but also revolutionizes the entire processes in the container terminal.

More about it here:

• Container high-bay warehouses and container terminals: The logistical interaction – expert advice and solutions

Case studies on dual-use capability

German gateways: Hamburg and Bremerhaven

HHLA Hamburg: The high-tech/heavy-load hybrid

The Port of Hamburg is an all-purpose port with terminals for every type of cargo. The Container Terminal Altenwerder (CTA) is a highly automated facility and represents the latest state-of-the-art in container handling, featuring automated stacker cranes and AGVs. Its high, predictable throughput theoretically makes it ideal for the rapid handling of large volumes of standardized military cargo in ISO containers. However, the rigid automation could pose challenges for non-standardized, oversized military vehicles. At the same time, O'Swaldkai is a universal and multi-purpose terminal specializing in RoRo, project, and special cargo.

HHLA's floating cranes (HHLA III – 100 t, HHLA IV – 200 t) are a crucial capability for heavy-duty handling. They offer immense flexibility and can lift extreme loads such as ship propellers or wind farm components directly from barges onto ships, where quay cranes cannot reach. Their capacity is perfectly suited for handling the heaviest military goods, such as tanks or bridge components, which cannot be handled by standard container equipment. The recent successful handling of railway wagons demonstrates the port's project logistics expertise.

BLG Bremerhaven: The proven military mobility hub

The RoRo terminal in Bremerhaven is one of the largest in Europe and a proven hub for military deployments, having played a crucial role in exercises such as DEFENDER-Europe. It handles a massive volume of self-propelled units (trucks, construction equipment) and general cargo. The port is also a key hub for the offshore wind industry, handling massive components such as nacelles and towers. This provides a direct commercial analogue to military project logistics and requires heavy-duty cranes, SPMTs, large reinforced staging areas, and complex project management – all skills and facilities directly transferable to military needs.

The terminal features a 100-ton mobile crane, access to 500-ton truck-mounted cranes and a 600-ton floating crane, SPMTs with a 300-ton capacity, and extensive storage areas. BLG and EUROGATE are pooling their wind energy expertise under the "Eco Power Port" brand, further concentrating these critical heavy-lift capabilities.

The ARA Hub: Rotterdam and Antwerp-Bruges

As the two largest ports in Europe, Rotterdam and Antwerp-Bruges form the backbone of continental trade and have immense capacities in the general cargo and heavy-duty sectors.

The Port of Rotterdam is positioning itself as a key enabler of the energy transition, driving demand for project and heavy lift cargo (e.g., for offshore wind and hydrogen infrastructure). This focus on complex, high-value cargo has given it a resilient breakbulk profile. The port authority has explicitly stated its ambition to support defense logistics as a necessary component of its role as a European hub. It boasts specialized facilities such as the Heavy Lift Centre, which can handle loads of up to 700 tons indoors.

The Port of Antwerp-Bruges has a strong history of handling general cargo, but faces challenges from economic downturns affecting core steel volumes. The decommissioning of the 800-ton floating crane "Brabo" has raised concerns about its competitive position in the heaviest cargo segment compared to Rotterdam. However, private terminals are investing in project cargo ecosystems and heavy-lift quay cranes to compensate.

Both ports are deeply embedded in Europe's strategic ambitions for energy, security, and competitiveness. Their infrastructure, expertise in project cargo handling, and hinterland connections are essential dual-use assets.

Dual-use capability matrix of major European ports

Hamburg (HHLA)

• Key infrastructure for dual-use: Automated container terminals (CTA), multi-purpose terminals (O'Swaldkai), floating cranes (100-200 t).
• Specialized skills: Project logistics, heavy lift, RoRo, oversized cargo handling.
• Documented military/dual-use role: Handling of project cargo (e.g. trains), HHLA Project Logistics established.
• Strategic Assessment: Flexible hybrid model: Combines highly efficient handling for standardized goods with highly flexible capacities for the heaviest, non-standardized equipment.

Bremerhaven (BLG)

• Key infrastructure for dual-use: Large RoRo terminal, high & heavy areas, heavy-duty cranes, SPMTs, floating crane access (600 t).
• Specialized capabilities: Wind energy logistics, RoRo, breakbulk, vehicle handling.
• Documented military/dual-use role: Central hub for NATO exercises (e.g. DEFENDER-Europe).
• Strategic Assessment: Proven RoRo mobility hub: Specialized and proven in the rapid handling of large volumes of rolling stock and military project cargo.

Rotterdam

• Key infrastructure for dual-use: Extensive breakbulk terminals, heavy lift center (700 t indoor), strong hinterland connections.
• Specialized skills: Energy transition projects (offshore wind, hydrogen), project cargo, steel.
• Documented military/dual-use role: Explicit policy to support defense logistics.
• Strategic Assessment: Strategic Energy & Defense Hub: Leader in complex project cargo required for energy and security infrastructure; clear strategic direction.

Antwerp-Bruges

• Key infrastructure for dual-use: multi-purpose terminals, quay cranes (up to 400 t), Project Cargo Ecosystems.
• Specialized capabilities: Breakbulk (esp. steel), project cargo, RoRo.
• Documented military/dual-use role: Important NATO logistics hub (historical and current).
• Strategic Assessment: Competitive breakbulk specialist: Strong industrial base, but must compensate for the loss of heavy-lift capacity (floating crane) to remain competitive in the top segment.

Critical enablers and future-oriented challenges

Securing the digital backbone: The cybersecurity challenge

Modern ports are a complex mix of information technology (IT) systems (business networks, scheduling) and operational technology (OT) systems (cranes, AGVs, sensors). The increasing interconnectedness of these two areas creates a massive, vulnerable attack surface. Key risks include ransomware, insider threats, and sophisticated, state-sponsored advanced persistent threats (APTs). OT systems often use older, less secure technologies and cannot be easily patched or protected with traditional IT security tools without disrupting operations. The reliance on third-party software and remote maintenance creates vulnerabilities in the supply chain.

For a dual-use terminal, the stakes are even higher. Adversaries know that compromising this critical civilian infrastructure can impair a nation's ability to deploy and supply military forces. The massive volume of cyberattacks on major ports like Los Angeles (40 million per month) underscores the constant threat.

A multi-layered approach to mitigation is required:

• Governance: Develop a comprehensive cybersecurity plan, appoint a cybersecurity officer, and conduct regular risk assessments.
• Technical controls: Implementation of strong access controls (least privilege, separation of duties), network segmentation to isolate OT and IT, encryption, and robust patch management for all systems, including third-party software.
• Resilience: Developing and testing emergency plans. Crucial here is the ability to resort to manual or limited operating modes – a capability that is often questionable and untested in highly automated environments.
• Collaboration: Promote public-private partnerships between port operators, government agencies, and military cyber defense units to share threat intelligence and coordinate responses.

The green transition as a driver of modernization

The push toward sustainability is accelerating the adoption of electrically powered equipment such as e-RTGs and battery-powered AGVs. This aligns with military goals of reduced reliance on fossil fuels and can lead to quieter, more efficient, and more reliable equipment.

For the heaviest, most energy-intensive equipment (e.g., reach stackers, straddle carriers), hydrogen fuel cells are emerging as a viable, zero-emission alternative to diesel. Ports worldwide, including those in Japan, Los Angeles, and Valencia, are actively testing and implementing hydrogen-powered equipment, particularly RTG cranes. While battery-electric technology is currently more mature, hydrogen is considered competitive for certain heavy-duty cycles.

The development of hydrogen infrastructure (production, storage, and refueling) in ports for commercial purposes creates a valuable dual-use facility. It provides a potential source of clean energy for deployed military forces, increases energy resilience, and reduces the logistical burden of transporting fossil fuels. Investing in "Eco Power Ports" is therefore also an investment in strategic resilience.

Strategic recommendations

A blueprint for a resilient dual-use logistics network

The synthesis of this report's findings paints a picture of an ideal dual-use heavy-duty logistics network. It is not a single terminal, but an ecosystem.

Hybrid physical infrastructure: It combines the high-throughput automation of RMG/HBS systems for standardized cargo (containerized replenishment) with flexible, robust RoRo and multipurpose terminals equipped with high-capacity mobile and floating cranes for non-standardized heavy equipment (tanks, artillery, vehicles).

Integrated digital layer: A secure "Smart Logistics Backbone" connects the commercial TOS of multiple ports to military C2 systems via a standardized, secure API. This network is overlaid with a digital twin for collaborative planning, simulation, and real-time visibility for civil and military authorities.

Resilient operating model: The network is underpinned by pre-negotiated, long-term contracts with key logistics providers. It includes a cadre of civilian specialists with "reserve status," regular joint exercises, and a government-supported liability and insurance framework to minimize the risk of providing support to commercial partners in times of crisis.

Distributed and redundant: The network relies on multiple interconnected ports (such as the Hamburg-Bremerhaven and Rotterdam-Antwerp clusters) to create redundancy and avoid single points of failure.

Actionable recommendations

For national governments and policy makers

Establishment of a national dual-use port strategy: designation of key ports as critical national infrastructure and financing the development of hybrid capabilities (automation + heavy-lift flexibility).

Reform of the legal and contractual framework: Create new long-term contractual instruments and laws governing liability, insurance, and personnel status for civilian partners in a crisis to eliminate commercial disincentives.

Funding a “Digital Handshake” initiative: Launch of a public-private R&D program to develop a secure, standardized interface between commercial TOS and military C2 systems.

For NATO and military commands (JSEC, JLSG)

Updating HNS Doctrine for the Automated Age: Revising AJP-4.5 and related doctrines to specifically address the challenges and opportunities of operating in highly automated and digitally controlled civilian ports.

Extending STANAGs for digital interoperability: Developing new STANAGs for secure data exchange with civil logistics systems that go beyond physical standards.

Integration of commercial port operators into exercises: Transition from simple transit exercises to complex scenarios that test digital and procedural integration with automated terminals under contested conditions.

For port authorities and terminal operators

Investing in hybrid capabilities: When planning new infrastructure, a balance should be sought between investing in pure container automation and maintaining and modernizing flexible, versatile, and heavy-duty capabilities.

Prioritizing cybersecurity for IT/OT systems: Implementing robust cybersecurity measures, including network segmentation and developing manual fallback/limited operations plans, as a core business and security requirement.

Proactive engagement with defense planners: Marketing dual-use capabilities to military and government actors and actively shaping the policy framework that will govern their use.

Markus Becker

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Konrad Wolfenstein

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