Seaport modernization for economy and defense: a dual-use strategy for modernization through high-cladding

Innovation for seaports: dual-use logistics and high-bay warehouse as an innovative approach

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

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The core problems

This article shows that the 15 billion euro deficit is not just a maintenance bill, but the symptom of a long-term failure to consider the port infrastructure as a national strategic asset. The physical shortcomings, from fragile quays that no longer withstand modern cranes, to an under -dimensioned rail network, create a vicious circle of falling efficiency, dwindling competitiveness and lack of reinvestment. This downward spiral threatens up to 5.6 million jobs directly and indirectly and weakens the economic basis of the entire Federal Republic.

The strategic approach: the dual-use imperative

The role of Germany, which is redefined by the geopolitical “turn of time” as a logistical turntable of NATO, offers a decisive lever to overcome the investment blockade. This article argues for the consistent implementation of a dual-use infrastructure concept, in which ports and their connections are planned, financed and operated from scratch and operated that they meet both civil and military defense requirements. The modernization of the ports is thus from a pure “cost item” to a strategic “investment” in national and European security. This legitimizes the demand to finance parts of the modernization from the defense budget and from climate and transformation funds, as the national port strategy already indicates.

The technological catalyst: the container high-bay warehouse (HRL)

The container high-bay warehouse is identified as a technological core of modernization. This technology transforms port logistics from the area -intensive stacking to vertical, fully automated storage with direct individual access to each container. HRL systems eliminate unproductive surrounding, triple the storage capacity on the same area and enable CO₂-neutral terminal operation through their fully electric operation. It is crucial for the dual-use approach that direct individual access not only maximizes commercial efficiency, but also meets the military core demands after a quick and precise access to specific goods in the event of a crisis.

The integrated future model

The article outlines a synergetic model in which HRL-based terminals act as high-performance, cyber-hardened nodes in a trimodal (lake, rail, street) 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 port, which enables precise control of civil and military logistics flows. This increases the resilience of the entire supply chain and strengthens the ability to defend.

The implementation schedule

A pragmatic timetable is proposed to implement this vision. This includes a phase-controlled investment strategy based on a mix of public funds (traffic, climate, defense), private investments and EU funds. Central success factors are the legal acceleration of planning and approval procedures as well as the establishment of new “public-private military partnerships” (public transport), which create the legal and financial framework for these complex projects. A flanking national qualification initiative is intended to make the change in the world of work in the port socially acceptable.

The crisis of the German seaports is a historical opportunity. By courageous implementation of a dual-use strategy, driven by HRL technology, Germany can not only renovate its ports, but also develop them into the globally leading examples of resilient, efficient and safe infrastructure of 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 an 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 number is more than just a maintenance calculation; It is the cumulative price for a strategic investment activity that has been postponed for decades. The problems that are acute today – aging queue from 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 euros is released: it corresponds to “just three percent of the special fund infrastructure”, which should underline the political and financial feasibility of the project, provided the political will is present.

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.

Ailing quays

The recurring catchphrase of the “dilapidated Kaimauer” has become a symbol of the crisis. These are not cosmetic defects, but critical structural defects that threaten the security and efficiency of the envelope. A dramatic example is the accident and the subsequent complete blocking of a segment of the Hachmannkais in the port of Hamburg in 2016. The new building required complex and costly processes such as the use of a combined sheet pile of steel and deeply lying microps in order not to endanger the stability of the old heavyweight wall. Modern kaian systems have to withstand enormous forces that emerge from up to 2,800 tons of container bridges, while at the same time offering deeper water levels for the ever increasing container ships – a requirement that many historical buildings are no longer up to. The costs for the modernization of a single meter of Kaimauer can amount to up to 75,000 euros, which illustrates the dimension of the financial challenge. In addition, the high rents for these outdated systems in Hamburg put a strain on the competitiveness of the port companies.

Inadequate hinterland connections

The efficiency of a port does not end at the quay. The fastest envelope becomes destroyed without powerful land -on land -on compounds. The German ports suffer from an “interval-like stress” of the road and rail infrastructure. This arises when ultra-large container ships (ULCS) delete thousands of containers in a short time, which then push onto the landlords at the same time. The German rail network, which is of crucial importance for hinterland traffic (49.7 percent of TEU are transported by train in Hamburg) suffers even from a significant investment backlog. Between 1995 and 2019, the network has shrunk by almost 15 percent, while rail freight transport has increased by 83 percent in the same period. The result is a permanent “crowd on the rail network” and a massive overload. Due to inadequate depth and width, the inland waterways such as the Elbe cannot serve as an alternative for the west ports as an alternative; Your share in TEU transport in Hamburg is only 2.4 percent. This leads to excessive dependence on the already overloaded rail and road networks.

Further infrastructure deficits

The deficiency also extends to a lack of “heavy load surfaces”. These areas are not only important for the envelope of oversized goods, but also of strategic importance for the energy transition (e.g. for pre -assembly and the handling of wind turbine components) and for military logistics, as is emphasized in the national harbor 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.

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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 article: 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.

The successful implementation requires a departure from traditional, separate planning and financing logic. It requires close, institutionalized cooperation – an “integrated governance” – between military bodies (such as the Logistics Command of the Bundeswehr and the NATO), civilian authorities (such as the Federal Ministry of Digital and Transport) and private business 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 dimension of this responsibility is vigorous and far exceeds the requirements of past missions. In the event of a crisis, Germany must support the relocation of up to 800,000 soldiers from NATO partners via its territory within 180 days. This task cannot be mastered with the purely military capacities of the Bundeswehr. The ports are the decisive gate and cover points for personnel and material as part of the 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 is economical and strategically useful. The Bundeswehr rely on the logistics capacities of the private sector, which in turn rely on a functioning public infrastructure. A state 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 resignations required for military purposes – increased load -bearing capacity of quay walls and areas, safe and separated areas, robust and redundant digital networks – also benefit civilian users by increasing the general performance and resilience of the port.

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.

Advice, planning and implementation of complete solutions for high -bay warehouse and automated storage systems – Image: Xpert.digital

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

In order to achieve the ambitious goals of a dual usable, highly efficient and resilient port infrastructure, more than only financial means and strategic re -establishment are required. A technological jump is required that overcomes the fundamental bottlenecks of traditional harbor logistics. This chapter carries out a depth analysis of key technology, which is proposed as a catalyst for modernization: the container high-base warehouse (HRL). It is shown how this technology works, what transformative advantages it offers and how it is 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.

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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

HRL systems are consistently designed for electrical drives. This eliminates the local emissions of CO₂, nitrogen oxides and fine dust, which arise from diesel-powered vehicles and cranes in traditional terminals. Many systems also use regenerative drives that regain energy when braking and feed back into the system. The huge roof surfaces of the shelf systems are ideal for the installation of photovoltaic systems that enable the terminal to cover a large part of its electricity requirements themselves and to implement CO₂-neutral or even energy-positive operation. Full automation also allows operation with minimal lighting, which further reduces energy consumption and light pollution.

Security

By creating a fully encapsulated and automated storage area, the risk of accidents is drastically reduced. Human workers no longer have to enter the danger area of heavy machine operation, which significantly increases occupational safety.

Resilience

Automation enables a reliable 24/7 operation that is independent of human fatigue or shift changes. The system's ability to act as an intelligent buffer gives the terminal to a much greater flexibility in dealing with the unpredictable tips and disorders, which are 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 investment costs (Capex)

HRL systems follow a “capex-intensive but opex-emptied” model. The initial investments are enormous and can range from several hundred million to over one billion euros per project. These sums, in particular against the background of the current economic weakness in the German construction industry, represent a high hurdle for many port operators.

Integration (Brownfield vs. Greenfield)

The implementation of an HRL in an existing, in operation (“Brownfield”) is more complex and disturbing than a new building on the “green meadow” (“Greenfield”), as was realized in the port of Jebel Ali in Dubai. In order to master this challenge, modular retrofit concepts such as the “Sidegrid Retrofit” by Konecranes-AMova are developed, which enable a gradual modernization of existing systems.

Change of the world of work

Automation inevitably leads to the elimination of traditional jobs in port logistics, which encounters the resistance of unions. At the same time, however, new, higher-qualified job profiles are created in system monitoring, maintenance, IT control and data analysis. A successful transition can only succeed if it is accompanied from the start by an open social dialogue, comprehensive retraining and further education programs as well as an active participation of the social partners.

The decisive factor for the German situation is that HRL technology is the physical manifestation of the “access-centered” philosophy required for military mobility. Military logistics does not require access to “any” containers, but to very specific, mission -critical containers – and that immediately. A traditional terminal cannot do this. An HRL, with its direct individual access, meets this military core requirement in a system. The investment in HRL therefore not only buys general efficiency, but directly a critical military ability: speed and precision in the laying of forces. This strengthens the argument for co -financing from defense funds fundamentally.

HRL technology – a comparative overview of leading systems

HRL technology – a comparative overview of leading systems – Image: Xpert.digital

HRL technology offers a comparative overview of leading systems from different manufacturers. The Boxbay system from DP World and SMS Group is based on steel shelves with shelf control units that drive either above (top grid) or to the side (side grid) of the alleys. It enables a maximum stack of up to 11 layers and is characterized by direct individual access, fully electric functionality and a modular design that is specially designed for solar systems. Well-known projects are the pilot facility in Jebel Ali (Dubai) and a commercial facility in Busan (South Korea), with the focus on greenfield megate minals and large commercial ports.

LTW Intralogistics relies on a gait chassis with on-board shuttles, whereby the maximum stacking height is not specified. This system is considered to be a pioneer in HRL technology and is particularly proven in niche applications, such as in the container camp of the Swiss Army in Thun since 2011. The target markets are military logistics, special applications and small terminals.

JFE Engineering uses a one-hand crane with an integrated rotary table for the flexible alignment of the containers and allows a stacking height of up to 7 layers. This system was an early pioneer in the commercial port environment and has been used in the “container hangar” at the Tokyo-Ohi Terminal since 2011. The target market is existing terminals in densely populated areas.

The Tower Matrix System from CLI (container logistics innovation) is characterized by particularly narrow shelf control units and side procedure and is designed for up to 14 locations (planned). It offers a very high pack density and can be expanded modularly. This system is currently in the concept phase and is aimed at empty container depots and internal terminals.

With the SIDEGRID Retrofit concept, Konecranes-Amova is pursuing a variable approach to retrofitting existing crane systems, such as RTGs, for integrating HRL structures. This system is also in the concept phase and focuses on the Brownfield modernization of existing terminals.

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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 construction and the shelf control units must be designed for higher loads than usual in standard container traffic. This is necessary to be able to safely handle overweight military goods such as containers with armored vehicles or special equipment. The infrastructure must meet the requirements for heavy load transports, as defined for military mobility.

Segregated and secured zones

Within the HRL structure, physically or digitally separated and particularly secured areas can be created. Sensitive military goods such as ammunition, weapons or secret electronics can be stored in these zones. Access to these areas is strictly controlled by special protocols and authorizations, which ensures a clear separation from the general commercial current of goods.

Integration of Roro reversal

Military relocations often include a large number of wheel and chain vehicles that are transported in the roll-on/roll-off process (RORO). The terminal layout must therefore provide efficient ramps and provision areas for these vehicles and intelligently link their traffic flows with the containerized lift-on/lift-off operation (LOLO) of the HRL.

Prioritized handling

The heart of the control, the Terminal Operating System (TOS), must be configured in such a way that it can give military goods absolute priority if necessary. In the event of a crisis or defense, containers of the Bundeswehr or NATO must be put at the top of the outsourcing queue at the push of a button and provided for immediate 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 equipment with Internet of Things (IoT) sensors on cranes, vehicles, the kaianlage and the containers themselves provide continuous stream of real-time data. This data is the basis for forward -looking maintenance (predictive maintenance) that minimizes unplanned failures and for the creation of a digital twin of the port. In this virtual 1: 1 image, complex scenarios – from commercial optimizations to large military lettings – can be simulated, planned, planned and deconflicted before they take place 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 an HRL-based terminal – Image: Xpert.digital

The dual-use feature matrix for an HRL-based terminal shows how different features and technologies can be used in both commercial and military context. In the commercial area, the HRL direct individual access enables a drastically reduced ship stay, maximum throughput and the elimination of unproductive surrounding, while in the military area it allows the rapid laying of specific, mission -critical goods such as ammunition or spare parts on call. Increased load-bearing capabilities of cranes and shelves allow the handling of special and heavy goods containers as well as the development of new business areas; Militually, heavy devices such as fighting tanks or pioneering vehicles can be transported in containers. Sneaked and secured warehouse zones serve to store dangerous goods or high -quality goods and meet specific customer requirements, while militarily ensure the safe and controlled storage of ammunition, weapons and wastelands separately from civilian. The digital twin enables the simulation to optimize traffic flows, test new processes without risk and predictive maintenance; In the military area, major laying is planned, conflicts with civilian traffic are avoided and crisis scenarios are trained. An integrated terminal operating system (TOS) or Transport Management System (TMS) ensures seamless, paperless handling across the entire transport chain and optimized truck and rail slots, while military transports can be controlled and military goods can be followed without gaps. On-site solar power generation reduces the operating costs and contributes to the achievement of ESG goals and an improved sustainability balance, at the same time it increases the energy self-sufficient and resilience of the terminal in the event of a failure of the public power grid in the military context. Finally, a cyber-hardened network protects against operating interruptions through ransomware or other attacks and secures customer data, while militarily protect the critical NATO logistics hub from sabotage files by state or non-state actors.

The implementation timetable: a strategic timetable for the modernization of the 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.

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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 the basic infrastructure, which primarily serves civilian traffic, such as the basic renovation of quay walls, lifting gutter adjustments and the connection to the overarching road and rail network.

Climate and transformation funds (KTF)

For all aspects that contribute directly to decarbonization. This includes the electrification of the terminal equipment, the installation of large-scale solar systems on the HRL roofs, the expansion of land current 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. This includes upgrading for heavy load transports, the construction of secured and segregated storage areas, the implementation of hardened cyber security systems and the compensation for the granting of guaranteed access rights for the military.

Private capital

Of terminal operators and institutional investors. This capital is mobilized by securing the enormous initial risk of HRL investment by public co-finance and above all by long-term usage and service contracts (see PPMP model).

EU fund

Targeted use of European support programs such as the “Connecting Europe Facility” (CEF), which explicitly has a funding for dual-use projects as part 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.

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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: teachings 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 Halle)

The port of Singapore is a master class in the Greenfield development of a completely new port. The TUAS port project, which will be the largest fully automated container terminal in the world when completed, demonstrates profound integration of sustainability aspects (e.g. reuse of excavation material, resettlement of coral reefs) and digital systems (such as DigitalPort@SG) from the first planning phase.

Rotterdam

As a pioneer of the Brownfield transformation, Rotterdam shows how an existing, historically grown port can be gradually digitized. The use of IoT sensors in the entire 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-Haven)

The port of Shanghai demonstrates the sheer scaling and speed, which can be reached by consistent automation. The use of 5G-controlled driverless transport systems (AGVS) and automated cranes has increased the efficiency of 30-40 % compared to manual operations and has made Shanghai the world's strongest 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 Smart Port Benchmarking

International Smart Port Benchmarking – Image: Xpert.digital

International Smart Port Benchmarking shows that the port of Rotterdam captivates with a very high degree of automation and is considered a leader in the area of Brownfield automation, for example with driverless charging robots for AGVs. The port of Singapore, especially the Terminal Tuas, is fully automated (Greenfield) and plans the world's largest automated terminal with a capacity of 65 million TEU. The port of Shanghai, Yangshan Terminal, also has a very high degree of automation with 5G-controlled AGVs and cranes. The proposed German dual-use model relies on HRL-based full automation as the centerpiece of modernization. In the field of digitization, Rotterdam convince with a comprehensive digital twin and the portxchange platform for AI-based operations, Singapore with DigitalPort@SG and advanced transport systems, as well as Shanghai with intelligent control systems and integration into national logistics platforms. The German model aims at a comprehensive digital twin for the simulation of civil and military scenarios as well as the integration of TOS, TMS and PCs. Sustainability initiatives are high in all ports, whereby Rotterdam develops country power for tankers and hydrogen networks, Singapore relies on the reuse of building materials and coral protection, uses Shanghai electrification and green technologies, and the German model pursues a CO₂-neutral operation through solar energy and electrification with focus on green fuels. The hinterland integration in Rotterdam with an excellent connection to rail, street and inland waterway is very high in Singapore and Shanghai, while it is a core challenge in the German model and requires considerable investments in rail. With regard to dual use and military integration, Rotterdam and Singapore are low, Shanghai are not applicable, while the German model provides for high integration that explicitly takes into account military requirements such as loads, security and prioritization.

Hub for security and defense – Image: Xpert.digital

The hub for security and defense offers well-founded advice and current information in order to effectively support companies and organizations in strengthening their role in European security and defense policy. In close connection to the SME Connect working group, he promotes small and medium -sized companies (SMEs) in particular that want to further expand their innovative strength and competitiveness in the field of defense. As a central point of contact, the hub creates a decisive bridge between SME and European defense strategy.

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Markus Becker

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Konrad Wolfenstein

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