A dual-use strategy for the modernization of German seaports through integrated high-bay logistics

### Transformation in the port: How giant robotic shelves are supposed to save Germany's dilapidated quays and make them CO₂-neutral ### The ingenious double deal: How NATO billions could now modernize Germany's most important trading centers ### €15 billion hole: Will the Bundeswehr become the savior of our most important infrastructure? ### More than just renovation: Germany's plan for the world's safest and most efficient ports ###

From problem child to pioneer: This dual strategy aims to make Germany's ports fit for the future

The German seaports, once guaranteed for economic prosperity and global connectivity, are at a critical turning point. The Maritime Infrastructure has put into a questionable condition for an investment backlog of around 15 billion euros for decades of around 15 billion euros. Ailing quays, inadequate heavy -duty areas and chronically overloaded hinterland connections not only undermine Germany's competitiveness in global trade, but also endanger the security of care and the nation's strategic ability to act in an increasingly volatile geopolitical environment. The consequences are already noticeable: falling envelope figures and the loss of market shares to European competitors.

This report analyzes the profound crisis of German port infrastructure and develops a comprehensive, future-oriented solution strategy. It is based on the synergistic combination of a strategic concept – dual-use logistics – with a technological revolution – the high-bay container warehouse (HBW).

The core problems: The analysis shows that the €15 billion deficit is not just a maintenance bill, but the symptom of a long-standing failure to view port infrastructure as a national strategic asset. The physical deficiencies, from crumbling quays that can no longer withstand modern cranes to an undersized rail network, create a vicious cycle of declining efficiency, dwindling competitiveness, and a lack of reinvestment. This downward spiral directly and indirectly threatens up to 5.6 million jobs and weakens the economic base of the entire Federal Republic.

The strategic approach: The dual-use imperative: Germany's role as NATO's logistics hub, redefined by the geopolitical "turning point," offers decisive leverage for overcoming the investment blockade. This report argues for the consistent implementation of a dual-use infrastructure concept, in which ports and their connections are planned, financed, and operated from the ground up to meet both civilian economic and military defense requirements. Port modernization thus becomes a strategic investment in national and European security, rather than a mere "cost item." This legitimizes the demand to finance parts of the modernization from the defense budget as well as from climate and transformation funds, as already suggested by the National Port Strategy.

The technological catalyst: The container high-bay warehouse (HBW): The container high-bay warehouse is identified as the technological core of the modernization. This technology transforms port logistics from space-intensive stacking to vertical, fully automated storage with direct, individual access to each container. HBW systems eliminate unproductive restacking, triple storage capacity within the same space, and enable CO₂-neutral terminal operations thanks to their fully electric operation. Crucial to the dual-use approach is that direct, individual access not only maximizes commercial efficiency but also meets the core military requirement for rapid and precise access to specific goods in the event of a crisis.

The integrated future model: The report outlines a synergistic model in which high-bay warehouse-supported terminals function as high-performance, cyber-hardened hubs in a trimodal (sea, rail, road) dual-use network. The integration of Terminal Operating Systems (TOS), Transport Management Systems (TMS), and the Internet of Things (IoT) creates a digital twin of the port, enabling precise management of civil and military logistics flows. This increases the resilience of the entire supply chain and strengthens defense capabilities.

The implementation roadmap: A pragmatic roadmap is proposed to implement this vision. This includes a phased investment strategy based on a mix of public funds (transport, climate, defense), private investments, and EU funds. Key success factors are the legislative acceleration of planning and approval procedures and the establishment of new "Public-Private-Military Partnerships" (PPMPs), which create the legal and financial framework for these complex projects. A supporting national training initiative is intended to shape the transformation of the port's working environment in a socially acceptable manner.

Conclusion: The crisis facing Germany's seaports presents a historic opportunity. Through the bold implementation of a dual-use strategy, driven by high-speed rail technology, Germany can not only rehabilitate its ports but also develop them into world-leading examples of resilient, efficient, and secure infrastructure for the 21st century. Such a step would not only strengthen the German economy but also set a new standard for NATO's critical infrastructure and position Germany as the architect of the port of the future.

The dilemma of German seaports: an infrastructure on the strategic scabbard

The German seaports, traditionally the pulsating hearts of national trade and gates to the world, are in a state that seriously endangers their fundamental role in German economy and security. A massive investment backlog has led to a progressive erosion of the critical infrastructure. This chapter illuminates the extent of the crisis, analyzes the concrete structural defects and shows the far -reaching economic and strategic consequences. It is stated that the current situation is not just a problem for the coastal countries, but is a national challenge that requires a strategic realignment.

Quantification of the crisis: the investment deficit of 15 billion euros and its consequences

The urgency of the situation is illustrated by an alarming number: the Central Association of the German Seehafenbetriebe (ZDS) puts the financial needs for the renovation and expansion of the port infrastructure to around 15 billion euros. This sum, according to ZDS chairman Angela Titzrath, is necessary to complete all urgently required modernizations within a period of twelve years.

However, this figure is more than just a maintenance bill; it is the cumulative price of strategic investment activity that has been postponed for decades. The problems that are acute today—aging quay walls dating back to the early 20th century and a shrinking rail network—are not short-term developments, but the result of a long-term pattern of underfunding. The sum of €15 billion is put into perspective: It corresponds to "just three percent of the special infrastructure fund," which is intended to underscore the political and financial feasibility of the project, provided the political will exists.

Another proof of the systemic nature of the problem is the demand for a drastic increase in the so -called port load compensation. An increase in the annual federal subsidies from currently EUR 38 million to 400 to 500 million euros is considered necessary to ensure "that the failures of the past do not repeat themselves". This more than tenfold is a clear admission that the previous financing model was fundamentally inadequate in order to keep up with the development of global trade and the wear and tear of the infrastructure.

The consequences of this financial neglect are already measurable and are reflected in the competitiveness of the German ports. In 2023, the entire goods handling in German seaports fell by 4.1 percent compared to the previous year. The slump in container envelope was particularly dramatic, which decreased by 8.5 percent from 13.9 million TEU to 12.7 million TEU. Leading ports such as Hamburg (-3.6 percent), Bremerhaven (-8.4 percent) and Wilhelmshaven (-6.1 percent) all recorded significant declines, which indicates a loss of market shares in the better equipped competitive ports in Europe.

Structural defects: from dilapidated quays to bottlenecks in the hinterland

The investment deficit manifests itself in a number of serious structural deficiencies that directly affect the operational performance of the ports.

Dilapidated quay walls: The recurring phrase "dilapidated quay walls" has become a symbol of the crisis. These are not cosmetic defects, but critical structural defects that threaten the safety and efficiency of cargo handling. A dramatic example is the accident and subsequent complete closure of a segment of the Hachmannkai in the Port of Hamburg in 2016. The reconstruction required complex and costly procedures, such as the use of a combined steel sheet pile wall and deep micropiles to ensure the stability of the old gravity wall. Modern quays must withstand the enormous forces exerted by container gantry cranes weighing up to 2,800 tons, while simultaneously providing lower water levels for ever-increasing container ships – a requirement that many historic structures can no longer meet. The cost of modernizing a single meter of quay wall can reach up to €75,000, which underlines the magnitude of the financial challenge. In addition, the high rents for these outdated facilities in Hamburg are putting a strain on the competitiveness of the port operators.

Inadequate hinterland connections: A port's efficiency doesn't end at the quayside. Without efficient landside connections, even the fastest transshipment is nullified. German ports suffer from "intermittent strain" on the road and rail infrastructure. This occurs when ultra-large container ships (ULCS) unload thousands of containers in a short period of time, which then simultaneously crowd the landside modes of transport. The German rail network, which is crucial for hinterland transport (in Hamburg, 49.7 percent of TEUs are transported by rail), is itself suffering from a significant investment backlog. Between 1995 and 2019, the network shrank by almost 15 percent, while rail freight traffic increased by 83 percent over the same period. The result is permanent "crowding on the rail network" and massive congestion. Due to their insufficient depth and width, inland waterways such as the Elbe cannot serve as an alternative to the extent that the Rhine does for western ports. Their share of TEU transport in Hamburg is only 2.4 percent. This leads to excessive dependence on the already congested rail and road networks.

Further infrastructure deficits: The shortage also extends to the lack of "heavy-load areas." These areas are not only important for the handling of oversized goods, but also of strategic importance for the energy transition (e.g., for the pre-assembly and handling of wind turbine components) and for military logistics, as emphasized in the National Port Strategy.

These defects create a dangerous feedback effect. Dilapidated quay walls cannot wear modern, heavy and fast container bridges. Without these cranes and sufficient depth, the ports cannot efficiently use the largest and most profitable container ships. This leads to a lower envelope and the loss of market shares to competitors. The resulting lower income of the port operators restrict their ability to co -state in the infrastructure, which further increases the dependence on narrow public funds. This cycle from decay, loss of competition and reinvestment inability can only be broken through a massive, strategic supply of external capital.

The economic and strategic consequences

The decay of the port infrastructure is not an isolated problem of the coastal regions, but a national mortgage with far -reaching consequences. The seaports are lifeline for the entire German economy. Inland countries such as Bavaria and cities such as Dresden or Kassel are dependent on the German seaports for a large part of their foreign trade, the share of the goods traffic there is up to 95 percent.

The economic importance is also reflected in the jobs. Nationwide, the ports secure up to 5.6 million jobs directly and indirectly. A drop in performance in the ports thus has an immediate impact on employment and prosperity across the country.

However, the strategic dimension is of crucial and increasingly critical importance. The state of the infrastructure directly affects Germany's ability to fill out its role in the context of state and alliance defense. This knowledge is not only shared by industry representatives, but also explicitly in government documents such as the national port strategy and forms the core of the demand to understand the modernization of the ports as a task of defense policy. The ports are no longer just trading places, but critical nodes for national security.

The dual-use imperative: realignment of the national infrastructure to economic and strategic security

The profound crisis of the German port infrastructure falls together with a fundamental re -evaluation of the national and European security architecture. The “Time turn” and the associated return to the state and alliance defense create a new strategic context that can give the decisive impulse for the overdue modernization of the ports. This chapter develops the central argument of this report: the solution to the infrastructure crisis is the consistent application of a dual-use principle. The investment in the ports is not framed as a subsidy for an needy industry, but as an essential investment in the economic and military resilience of the Federal Republic of Germany.

Definition of dual-use infrastructure for the 21st century

In order to understand the strategic approach, a clear conceptual demarcation is necessary. The traditional term “dual-use goods” refers to goods, software and technologies that can be used for both civilian and military purposes and are therefore subject to strict export controls, as are determined in the EU Dual-Ulle Ordinance (EU) 2021/821. Examples range from chemicals to high -performance lasers to machines that could be misused for the production of cartridges.

In contrast, the concept of dual-use infrastructure used here describes physical systems such as ports, rail networks, bridges and streets, which are designed, built, built and operated from the outset in such a way that they serve systematically both civilian economic requirements and military-logistic needs. The core idea is not the subsequent military use of civilian systems, but the proactive integration of the requirements of both user groups from the planning phase.

This concept is based on two pillars of integration:

• Integration of the modes of transport: the seamless link between sea path, rail and road into a resilient, multimodal overall network.
• Integration of users: the interpretation of the infrastructure and the operational processes for efficient processing both civil and military logistics flows.

Successful implementation requires a departure from traditional, separate planning and financing logics. It requires close, institutionalized cooperation—an "integrated governance"—between military agencies (such as the Bundeswehr Logistics Command and NATO), civilian authorities (such as the Federal Ministry for Digital and Transport), and private economic actors (such as port operators and logistics companies).

Germany as a logistical linchpin of NATO: the strategic reason for investments

Germany's geographical location in the heart of Europe gives it an inevitable strategic role as a transit country and logistical hub for NATO. The national security strategy of 2023 formally recognized this reality and explicitly named Germany as a “logistical hub” for the alliance.

The scope of this responsibility is enormous and far exceeds the demands of past missions. In the event of a crisis, Germany must support the deployment of up to 800,000 soldiers from NATO partners across its territory within 180 days. This task cannot be accomplished with the Bundeswehr's purely military capabilities. Ports are the crucial gateways and transshipment points for personnel and equipment within the framework of so-called "military mobility."

The Bundeswehr's logistics command in Erfurt has recognized this gap and is actively looking for cooperation with the private sector to ensure the necessary capacities. This explicitly includes the operation of transshipment points at sea, air and inland navigation terminals. The military thus formulates a direct, inevitable need for powerful, modern and safe port infrastructure. The port of Rostock already serves as a practical example, which has developed into a central hub for NATO operations and exercises in the Baltic Sea area and demonstrates the dual-use character in practice.

Analysis of the “national port strategy” and its military mobility mandate

With the adoption of the national port strategy, the federal government created the political framework for this paradigm shift in March 2024. The document is a clear commitment to the double importance of the ports for the economic prosperity and the “crisis management and defense”.

The strategy demands a “shoulder closure” between the federal, state, municipalities and operators with the aim of increasing resilience and the protection of the ports as a critical infrastructure. The mandating of a “cross -departmental vote on the inclusion and catalogization of port infrastructure and inland waterway within the framework of overall state defense is of crucial importance. This wording creates the formal political basis in order to integrate defense aspects directly into infrastructure planning and financing and to overcome the traditional department limits.

This national approach is reinforced by initiatives at European level. The “Action Plan on Military Mobility 2.0” of the EU and projects as part of the constant structured cooperation (PESCO) also aim to improve the dual usability of the traffic infrastructure. A central focus is on the upgrading of streets, rails, bridges and port systems for the transport of heavy military equipment, which can mean loads of up to 70 tons for a Leopard 2 combat tank.

Development of new sources of financing: The argument for the integration of defense and infrastructure households

Angela Tititzrath's demand to take a look at the defense budget for the renovation of the port is not any request against this background, but a logical consequence of the dual-us imperative. When ports are recognized as a critical defense infrastructure, their maintenance and modernization is a legitimate defense -relevant edition.

This approach makes economic and strategic sense. The Bundeswehr relies on the logistics capacities of the private sector, which in turn relies on a functioning public infrastructure. A government investment in the underlying infrastructure is far more efficient than if the military had to build its own redundant and expensive logistics systems. The synergies are obvious: The upgrades required for military purposes – increased load-bearing capacity of quay walls and areas, secure and segregated areas, robust and redundant digital networks – also directly benefit civilian users by increasing the port's overall performance and resilience.

Linking harbor modernization with national security thus offers the political and strategic narrative that is necessary to break through the investment blockade in Germany. It transforms a “cost position” (repair of old ports) into an “investment” (strengthening national security and NATO alliance). This approach raises the topic beyond the usual political arguments about traffic sets and ties in with the broad political consensus to strengthen defense ability. However, the biggest challenge in implementing this concept is not technical, but organizational and cultural in nature. It requires the breaking of deeply rooted silos between military planners, civilian transport ministries and private sector port operators who have historically operated on separate worlds with different cultures, budgets and safety regulations. The creation of new joint planning and control bodies is therefore a crucial, albeit difficult step towards success.

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

Technological disruption as a catalyst: the paradigm of the container high-base bearing (HRL)

Achieving the ambitious goals of a dual-use, highly efficient, and resilient port infrastructure requires more than just financial resources and strategic realignment. It requires a technological leap that overcomes the fundamental bottlenecks of traditional port logistics. This chapter conducts an in-depth analysis of the key technology proposed as a catalyst for modernization: the container high-bay warehouse (HBW).

It explains how this technology works, what transformative benefits it offers, and how it is precisely tailored to the requirements of a dual-use environment.

From horizontal waste of space to vertical efficiency: the core principles of the HRL

The container high-bay warehouse is a paradigm shift in terminal logistics. Instead of stacking containers on huge, paved areas in just a few layers, they are stored in a vertical, highly compressed steel rack structure that resembles a fully automated high-distance warehouse for pallets.

Leading systems such as Boxbay, a joint venture from the global port operator DP World and the German plant manufacturer SMS Group, stacked containers up to eleven levels. Other concepts aim at heights of up to 14 or even 18 layers. Compared to conventional container yards, in which more than six containers are rarely stacked on top of each other due to stability and access reasons, an HRL can store the triple amount of containers on the same floor area. This enormous area efficiency is of existential importance for historically grown and area -limited ports such as Hamburg or Bremen.

The technology is not an unpredictable invention, but an intelligent adaptation of proven systems from other industrial branches, such as the fully automated logistics of heavy steel coils. This significantly reduces the perceived implementation risk for port operators. Early pioneers of the technology were already in 2011 LTW intralogistics with a warehouse for the Swiss army in Thun and JFE engineering with a facility in the Tokyo-Ohi terminal.

Revolutionation of throughput: The end of the unproductive surrounding

The most revolutionary feature and the largest efficiency driver of the HRL is direct individual access (Direct Single Access) on each individual container. In a traditional terminal, access to a container that is located on the bottom of a stack is a logistical nightmare. In order to achieve it, all containers above it must be moved. These unproductive “umstack” or “reshuffling” movements can make up between 30 % and 60 % of all crane movements in a terminal.

This problem is completely eliminated in an HRL. Fully automatic, rail -guided shelves or shuttles can control any container immediately and without the movement of another container on its individual shelf. Every movement of a crane is a productive movement. This technological jump dissolves the fundamental conflict of goals between storage density and access efficiency, which paralyzes traditional terminals. The warehouse changes from a sluggish department store into a highly dynamic sorting and buffer node, which dramatically increases the envelope speed and the overall throughput of the terminal. For shipping companies and port operators, the reduction in the ship stay in the port means cash.

The coupling products: sustainability, security and resilience

The implementation of HRL systems brings with it a number of positive side effects that perfectly deposit on the strategic goals of the national port strategy.

• Sustainability: High-bay warehouse systems are consistently designed for electric drives. This eliminates the local emissions of CO₂, nitrogen oxides, and particulate matter generated by diesel-powered vehicles and cranes in traditional terminals. Many systems also utilize regenerative drives that recover energy during deceleration and feed it back into the system. The vast roof areas of the racking systems are ideal for the installation of photovoltaic systems, enabling the terminal to cover a large portion of its own electricity needs and achieve carbon-neutral or even energy-positive operations. Full automation also allows for operation with minimal lighting, further reducing energy consumption and light pollution.
• Safety: By creating a fully enclosed and automated storage area, the risk of accidents is drastically reduced. Human workers no longer need to enter the hazardous area of ​​heavy machinery operations, significantly increasing occupational safety.
• Resilience: Automation enables reliable 24/7 operations, independent of human fatigue or shift changes. The system's ability to act as an intelligent buffer gives the terminal far greater flexibility in dealing with the unpredictable peaks and disruptions common in modern global supply chains.

Challenges and approaches: high investment costs, integration and change in the world of work

Despite the obvious advantages, the introduction of HRL systems is associated with considerable challenges that must be addressed proactively.

• High capital expenditures (CAPEX): High-bay warehouse systems follow a "CAPEX-intensive but OPEX-light" model. Initial investments are enormous and can range from several hundred million to over a billion euros per project. These sums represent a significant hurdle for many port operators, especially given the current economic downturn in the German construction industry.
• Integration (brownfield vs. greenfield): Implementing a high-bay warehouse (HBW) in an existing, operating terminal (brownfield) is significantly more complex and disruptive than building a new, greenfield facility, as was realized at the Port of Jebel Ali in Dubai. To overcome this challenge, modular retrofit concepts such as Konecranes-AMOVA's "SideGrid Retrofit" are being developed, enabling the gradual modernization of existing facilities.
• Changing world of work: Automation will inevitably lead to the loss of traditional jobs in port logistics, which is met with resistance from unions. At the same time, however, new, higher-skilled job profiles are emerging in system monitoring, maintenance, IT management, and data analysis. A successful transition can only be achieved if it is accompanied from the outset by open social dialogue, comprehensive retraining and continuing education programs, and the active involvement of the social partners.

The decisive factor for the German situation is that high-bay warehouse technology is the physical manifestation of the "access-centric" philosophy required for military mobility. Military logistics requires access not to "any" containers, but to very specific, mission-critical containers – and immediately. A traditional terminal cannot provide this. A high-bay warehouse, with its direct, single-point access, inherently fulfills this core military requirement. Investing in high-bay warehouses thus not only purchases general efficiency, but directly purchases a critical military capability: speed and precision in the deployment of forces. This fundamentally strengthens the argument for co-financing from defense funds.

HRL technology – A comparative overview of leading systems

HRL technology – A comparative overview of leading systems – Image: Xpert.Digital

HRL (High-Rack Logistics) technology is an innovative approach to efficient container handling, for which various manufacturers have developed different system solutions. BOXBAY, developed by DP World and SMS group, relies on a steel rack system with electric storage and retrieval machines that can stack up to 11 layers high and are optimized for solar installations. Pilot plants in Dubai and Busan already demonstrate the potential for mega-terminals.

LTW Intralogistics focuses on niche applications such as military logistics with a single-aisle chassis and on-board shuttles, while JFE Engineering has developed a single-aisle crane with an integrated turntable for flexible container orientation, particularly suitable for densely populated areas.

CLI's Tower Matrix system aims for maximum packing density with up to 14 layers and is particularly suitable for empty container depots. Konecranes-AMOVA, on the other hand, pursues an innovative retrofit approach to modernizing existing terminal structures.

Each approach has its specific advantages and addresses different challenges in modern container logistics, from greenfield terminals to efficient retrofitting of existing facilities.

A synergetic model for the future: Integration of HRL into a trimodal dual-use logistics network

After analyzing the strategic imperative and the technological catalyst, this chapter brings together the two strands. An integrated model is developed that shows how HRL-based terminals can act as high-performance cores of a fully networked, resilient and safe dual-use logistics system. This model not only addresses the physical, but also the digital and safety requirements of a modern, sustainable port infrastructure.

The HRL-based terminal: a high-performance node for the lake, rail and road

A terminal equipped with a container high-bay warehouse (HRL) is far more than just a storage area; It is a high-speed hub. Its primary function is the dissolution of the fundamental bottleneck of modern ports: the friction between the maritime and the country -sided traffic. On the one hand, huge ship loads (ULCS) arrive bundled, on the other hand, they have to be broken down into smaller, more frequent units for trains and trucks.

Here the HRL acts as a massive, intelligent buffer. The thousands of containers that are deleted by a ship can absorb and store them in a short time. The system can then hand over these containers to the land -on modes of mode in precisely sequential waves. This enables the optimized compilation of entire block trains and the clocking of truck collections every minute, which significantly reduces the “interval-like load” of the hinterland infrastructure. The high efficiency of the HRL, which arises from the elimination of the stacking, translates directly into faster loading times for trains and shorter dwells for trucks (turnaround time), which increases the capacity of the entire trimodal system (See-Schiene-Straße).

Design for duality: the accommodation of civil and military logistics flows

A dual-us-drl terminal must be designed from scratch to such a way that it meets the specific requirements of the military without affecting commercial operation. This requires specific design decisions:

• Increased load capacity: The steel rack structure and storage and retrieval systems must be designed for heavier loads than those typically encountered in standard container transport. This is necessary to safely handle overweight military goods, such as containers with armored vehicles or specialized equipment. The infrastructure must meet the requirements for heavy-duty transport as defined for military mobility.
• Segregated and secured zones: Physically or digitally separated and specially secured areas can be created within the high-bay warehouse structure. Sensitive military goods such as ammunition, weapons, or classified electronics can be stored in these zones. Access to these areas is strictly controlled by special protocols and authorizations, ensuring a clear separation from the general flow of commercial goods.
• Integration of RoRo traffic: Military deployments often involve large numbers of wheeled and tracked vehicles transported using the roll-on/roll-off (RoRo) method. The terminal layout must therefore provide efficient ramps and staging areas for these vehicles and intelligently link their traffic flows with the containerized lift-on/lift-off (LoLo) operations of the high-bay warehouse.
• Prioritized processing: The heart of the control system, the Terminal Operating System (TOS), must be configured to give absolute priority to military goods when necessary. In the event of a crisis or defense, Bundeswehr or NATO containers must be able to be placed at the top of the retrieval queue at the push of a button and made available for immediate onward transport.

The digital backbone: integration of TOS, TMS and IoT for seamless processes

The physical automation of an HRL is only enabled and controlled by a highly developed digital nervous system. This system consists of several integrated layers:

• A terminal operating system (TOS) is the brain of the terminal. It manages and optimizes all internal processes: the assignment of storage spaces, the control of the crane and shuttle movements and the entire yard management.
• This TOS must be seamlessly connected to intermodal transport management system (TMS). The TMS coordinates the handover of the containers to the downstream rail and truck operators and plans the transport chains to the hinterland.
• Communication with external actors such as shipping companies, freight forwarders, customs and veterinary authorities takes place via a port community system (PCS). This creates a uniform digital platform for data exchange and replaces paper -based processes, which speeds up the handling and makes it more transparent.
• A comprehensive installation of Internet of Things (IoT) sensors on cranes, vehicles, the quayside, and the containers themselves provides a continuous stream of real-time data. This data forms the basis for predictive maintenance, which minimizes unplanned downtime, and for the creation of a digital twin of the port. In this virtual 1:1 replica, complex scenarios—from commercial optimizations to large-scale military relocations—can be simulated, planned, and deconflicted without risk before they occur in the real world.

Built for resilience: physical security and the defense against cyber threats

The progressive automation and digitization increases efficiency and resilience compared to certain disorders (e.g. pandemics, lack of workers), but at the same time creates a new, critical vulnerability: cyber space. The idea that a modern port can no longer be paralyzed by physical attacks, but by a cyber attack, changes the risk assessment fundamentally.

The Cooperative Cyber Defense Center of Excellence (CCDCOE) of the NATO urgently warns that critical port infrastructures are exposed to an unprecedented level of threats by state -related actors. Attacks are in particular access control systems and shipping guidelines, the failure of which could bring the entire port operation to a standstill. NATO's current maritime strategy is considered outdated because it does not contain any formal framework conditions for cyber security cooperation with civilian, commercial port operators.

Cyber security is therefore not an IT task for a dual-use port, but an integral part of national defense. From the beginning, the modernization plan must include robust protective measures that go far beyond standard firewalls. This includes:

• Sector-specific networks for the exchange of threat information in real time.
• Coordinated reaction mechanisms for cyber attacks, including port operators, BSI and the military.
• A resilient and redundant energy supply for the port, which is protected against attacks.
• Strict physical and digital access controls and continuous monitoring of the networks.

The integration of HRL creates a new, powerful synergy between economic efficiency and military effectiveness. The same system, which maximizes the commercial throughput, provides the speed and precision that is necessary for the fast military laying. This is the ultimate “dual -use” win. An investment in HRL for commercial reasons is directly buying a proportional increase in military logistics ability. The two goals are not in conflict, but reinforce each other, enabled by the same nuclear technology.

Dual-use feature matrix for an HRL-supported terminal

Dual-use feature matrix for a high-bay warehouse-based terminal – Image: Xpert.Digital

The dual-use feature matrix for a high-bay warehouse-based terminal demonstrates the diverse application possibilities of modern logistics technologies between commercial and military usage scenarios. The focus is on innovative solutions that can meet both civil and defense-related requirements.

Direct single-unit access via HRL, for example, enables a drastic reduction in ship dwell times and maximum throughput for commercial applications, while simultaneously ensuring the rapid deployment of mission-critical goods such as ammunition or spare parts for military purposes. Similarly, the increased load-bearing capacity of cranes and racks enables the handling of specialized containers as well as the transport of heavy military equipment such as battle tanks.

Other key technologies such as digital twins, integrated transport systems, on-site solar power generation, and cyber-hardened networks offer dual benefits: They optimize processes, increase efficiency, and simultaneously enhance the resilience and security of critical infrastructures in both civilian and military contexts.

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

Blueprint for implementation: A strategic roadmap for the modernization of German ports

A vision, as convincing as it may be, remains a theoretical exercise without a concrete and implementable plan. This chapter outlines a strategic timetable that shows the path from the current crisis to the resilient, dual usable port of the future. The focus is on the practical challenges of financing, regulation, governance and personnel management in the specific German context.

A phase-controlled investment and implementation strategy

A simultaneous, complete modernization of all German seaports is neither financially nor logistically feasible. A promising approach must therefore be phase -controlled and prioritized.

Phase 1 (short-term: 1-3 years): “Payer and pilot projects”

This phase is about laying the basics for success. This includes the finalization of binding technical and operational standards for dual-use infrastructure. At the same time, a pilot project should be started at a strategically particularly suitable location. Ports such as Wilhelmshaven (only deep water port in Germany) or Rostock (already established NATO hub) are ideal for this. Such a pilot project serves as a “proof of concept” and learning field for the nationwide rolling. However, the most important step in this phase is the reform of the planning laws in order to accelerate the subsequent phases.

Phase 2 (in the medium term: 4-8 years): “Scaling and networking”

Building on the experience of the pilot project, the full-time construction of the first HRL-based dual-use terminal begins. At the same time, the modernization of the critical rail corridors must be forced to the hinterland, which have been identified as bottlenecks for military mobility. The digital networking of the port systems with the hinterland actors is intensified in this phase.

Phase 3 (long-term: 9-12+ years): “Establishment of the national network”

In the last phase, the successful model is rolled out at other keyports such as Hamburg and Bremerhaven. The focus is on creating an integrated national network of high -performance, dual usable ports. Continuous investments in the modernization of digital systems and the strengthening of cyber security are crucial to maintain technological leadership and to adapt the system to new threats.

Financing of the transformation: Models for mixed financing from public, private and defense

The financing of the 15 billion euro investment offensive requires an intelligent, mixed model that taps into various financing stews, as the ZDS chairman Titzrath has already sketched.

• Federal Transport Budget (BMDV): For basic infrastructure that primarily serves civil transport, such as the basic renovation of quay walls, fairway adjustments and connections to the overarching road and rail network.
• Climate and Transformation Fund (CTF): For all aspects that directly contribute to decarbonization. This includes the electrification of terminal equipment, the installation of large-scale solar systems on the high-bay roofs, the expansion of shore-side power systems, and the creation of infrastructure for future green fuels such as hydrogen and its derivatives.
• Defense budget / NATO funds: For all specific dual-use requirements that go beyond purely commercial needs. These include upgrading for heavy-duty transport, the construction of secured and segregated storage areas, the implementation of hardened cybersecurity systems, and compensation for granting guaranteed access rights to the military.
• Private capital: From terminal operators and institutional investors. This capital is mobilized by hedging the enormous initial risk of the high-bay warehouse investment through public co-financing and, above all, through long-term usage and service agreements (see PPMP model).
• EU funds: Targeted use of European funding programs such as the “Connecting Europe Facility” (CEF), which explicitly provides a funding pool for dual-use projects within the framework of military mobility.

Political and regulatory pioneers: acceleration of planning and approval procedures

The largest non-financial hurdle for infrastructure projects in Germany are the notoriously lengthy and complex planning and approval process. The national port strategy itself demands its acceleration and simplification. In order not to have the modernization offensive directed into bureaucracy in a decade, a legislative reform is essential. Dual-use port projects should receive the status of an “outstanding public interest” by law. This status, which is already used for the expansion of renewable energies or the construction of LNG terminals, enables a significant shortening of the procedures and prioritization compared to others. Without such a “acceleration of procedures”, every plan, no matter how well -financed remains a theoretical exercise.

Promotion of public-private military partnerships (ÖPMP)

The complexity of a dual-us project breaks the framework of classic public-private partnerships (ÖPP). A new cooperation model is required that can be referred to as a public-private military partnership (ÖPMP). In this model, the Bundeswehr and NATO as a third partners with specific requirements and right -wing are formally integrated into the contractual relationship between the public sector (e.g. port authority, federal government) and the private operator.

This model is not a pure theory, but is already promoted by the Bundeswehr logistics command. This strives for long -term framework contracts with terms of five to seven years, in which private companies as general contractor provide complex logistical services, including port operations. This represents a fundamental change in the procurement of defense: Instead of individual “things” (e.g. military truck), an “ability as a service” (capability-as-a-service) is bought (e.g. “guaranteed envelope and further transport of a brigade”). For the private sector, these long-term contracts create precisely planning and income security that is necessary to justify the massive investments in HRL systems and other systems.

A national initiative to qualify the port workers

Technological change must be accompanied by a strategy for the human capital in order to avoid social faults and to secure the operational performance of the new terminals. Automation will change jobs and require new qualifications.

Therefore, a national qualification initiative is necessary, which is carried together by the federal government, the federal states, the unions (such as ver.di) and the industry associations. This initiative must ensure the financing and development of large-scale retraining and further education programs. The aim is to show the employees clear career paths from traditional port activity towards the new job profiles of the automated port: system technicians, remote control operators, data analysts and cyber security experts.

Global implications and the German precedent

The proposed modernization strategy for German seaports is more than just a national renovation program. It has the potential to put Germany into a global management position and to set a new international standard for the conception and operation of critical infrastructure in the 21st century. This last chapter puts the German plan in a global context, draws teachings from the world's leading port projects and outlines the far -reaching implications of a successful German precedent.

Benchmarking with global leaders: Lessons from Singapore, Rotterdam, and Shanghai

Germany does not start modernization from zero. It can and must learn from the experiences of the world's leading “smart ports” that already set standards in terms of automation, digitization and efficiency.

• Singapore (Tuas Port): The Port of Singapore is a masterclass in greenfield development of a completely new port area. The Tuas Port project, which will be the world's largest fully automated container terminal upon completion, demonstrates a profound integration of sustainability aspects (e.g., reuse of excavated material, relocation of coral reefs) and digital systems (such as Digitalport@SG) from the initial planning phase.
• Rotterdam: As a pioneer of brownfield transformation, Rotterdam is demonstrating how an existing, historically developed port can be gradually digitized. The deployment of IoT sensors throughout the port infrastructure and the development of a comprehensive "digital twin" enable the optimization of processes and preparation for future developments such as autonomous shipping.
• Shanghai (Yangshan Port): The Port of Shanghai demonstrates the sheer scale and speed achievable through consistent automation. The use of 5G-controlled automated guided vehicles (AGVs) and automated cranes has increased efficiency by 30-40% compared to manual operations, making Shanghai the world's busiest container port.

The central teaching from these international examples is that technological island solutions do not lead to success. Leading ports follow a holistic ecosystem approach, automation, digitization, sustainability and close cooperation between all involved players. This is exactly where the chance for Germany lies: it can take over these proven approaches and expand a decisive, previously neglected dimension.

Establishment of a new standard for NATO port infrastructure

While ports like Singapore and Shanghai primarily focus on maximizing commercial efficiency, Germany has the unique opportunity to integrate the military dimension from scratch into the design of a modern port. A successfully implemented German dual-U-HRL terminal would become a de-facto benchmark for all critical logistics nodes of NATO.

Such a precedent would provide a proven template for:

• The physical and cyber technical hardening of port infrastructure against the threats of the 21st century.
• The guarantee of interoperability between civil and military logistics and IT systems.
• The fulfillment of the specific requirements of modern armed forces in severe load capacity and rapid reliability.

By creating a network of high-resilients and efficient logistics hubs across Europe, Germany would not only strengthen its own security, but also the deterrent and defense capability of the entire alliance.

Germany as an architect of the resilient, dual usable port of the future

The infrastructure crisis of the German seaports, as threatening as it appears, is the chance of a cross -generational course. Due to the determined acceptance of the dual-use imperative and the use of transformative technologies such as the container high-base warehouse, Germany can achieve far more than just repairing its ports. It can do a strategic pivot.

This pivot would transform the German ports of aging, unprofitable liabilities into highly efficient, resilient and safe strategic assets. At the same time, these would strengthen economic competitiveness and anchor NATO's logistical strength in Europe. By using this crisis as a catalyst for innovation, it can restore and consolidate its status not only as a commercial power, but as a globally leading architect and operator of the port of the future.

International benchmarking of smart ports

International performance comparison of smart ports – Image: Xpert.Digital

The international benchmarking of smart ports reveals remarkable developments in global port infrastructure. The ports of Rotterdam, Singapore, and Shanghai demonstrate leading innovations in various strategic dimensions. Rotterdam impresses with brownfield automation and advanced digital platforms, while Singapore excels with a fully automated greenfield terminal and comprehensive sustainability initiatives. The Port of Shanghai presents itself as a global leader in automated terminals with sophisticated 5G-controlled systems.

The proposed German dual-use model stands out for its unique design. It integrates highly automated (HRL-based) systems with an explicit focus on military and civilian use scenarios. Particularly noteworthy are the comprehensive digitalization strategies that enable a digital twin for simulating various scenarios, as well as a strong focus on sustainability through CO₂-neutral operating concepts and green technologies.

The challenges lie primarily in hinterland integration and the massive infrastructure investments required, especially in the rail sector. The concept is distinguished by its "Integrated by Design" philosophy, which considers military requirements such as load capacities, safety, and prioritization from the outset.

Markus Becker

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Head of Business Development

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Konrad Wolfenstein

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contact me under Wolfenstein ∂ Xpert.digital

call me under +49 89 674 804 (Munich)

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