[et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ module_class=”reverse-columns-mobile” _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”||0px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]Credits: iStock\/serggn, ZDS 3000px,, Universit\u00e4t Bielefeld, Bundeswehr\/Kesler\/Rodewald[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ custom_padding=”0px||0px|||” bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ global_colors_info=”{}” theme_builder_area=”post_content”]Almost a year ago, LOGISTICS PILOT spoke with Professor Julian Hinz, lecturer at Bielefeld University and Head of the Research Center Trade Policy at the Kiel Institute for the World Economy (IfW Kiel), for the first time about how geopolitical tensions are affecting global trade and the maritime economy. With developments in the Red Sea and the sanctions against Russia and Iran in mind, he emphasised that the geopolitical climate at the time had made \u201cde-risking\u201d the order of the day. All this spoke in favour of diversifying both supply chains and trading partners, in order to reduce dependencies on individual suppliers, countries and trade routes. \u201cNothing\u2019s fundamentally changed,\u201d he says today. \u201cThere are still 70\u00a0per cent fewer ships sailing through the Red Sea than before the first attacks by Houthi rebels in November 2023. However, the global trade climate has also become significantly more challenging.\u201d<\/p>\n
He identifies, among other things, the latest developments in the USA, particularly the Trump administration\u2019s tariff policy, and the Middle East conflict as key factors in this. \u201cWith its current policy, the USA is a hotbed of uncertainty,\u201d he states. He believes that, in such situations, global trade usually reacts cautiously and postpones planned innovations and investments. For the shipping industry, this usually means less business, less cargo on board the ships and, in turn, a fall in demand and less income. \u201cIt\u2019s up to Europe to chart the right course here,\u201d Hinz advises, implying we should make a virtue out of necessity. \u201cIt\u2019s true that Europe does ten per cent of its trade with the USA, which certainly isn\u2019t a small amount. At the same time, though, a market share of 90\u00a0per cent and many partners around the globe who pursue similar economic interests to those of Germany and Europe as export nations are out there.\u201d The task now is to conclude, finalise or modernise further trade agreements with these nations. Indeed, Hinz is shifting his focus partly to the OECD countries, particularly Canada and Australia. Likewise, the agreement between the EU and the Mercosur countries, signed in December 2024 after almost 25\u00a0years of negotiations, must be ratified quickly by all member states.[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_sidebar area=”et_pb_widget_area_7″ show_border=”off” admin_label=”Werbung Startseite \/ Artikel” _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_sidebar][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ custom_margin=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Daniel Hosseus, Managing Director of the Association of German Seaport Operators (ZDS), also assumes that current US policy could have an adverse impact on the economy and international trade policy. \u201cThe uncertainty sown by the American government\u00a0\u2013 whether in Greenland, Panama, the Suez Canal or elsewhere \u2013 isn\u2019t helpful,\u201d he says, \u201cnor are the announcements of new tariffs. They\u2019re shooting themselves in the foot, as they now also risk being hit by tariffs. After all, they want to sell their products and services on the European market, too.\u201d This is why he hopes that the EU will present a strong, united front in the trade dispute and implies possible trade substitution effects. \u201cIt remains to be seen whether Trump\u2019s actions will actually lead to less freight traffic or whether goods will just find other routes. This doesn\u2019t necessarily have to be a bad thing for the European and German economy,\u201d Hosseus predicts.[\/et_pb_text][et_pb_text _builder_version=”4.27.4″ custom_margin=”||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]\u201cThe cooperation between the German ports works very well,\u201d Hosseus concludes with regard to Germany as a business location. The ZDS embodies the daily cooperation of 20\u00a0seaports and around 140\u00a0companies involved in seaborne cargo handling on the Baltic and North Seas. \u201cWhen talking about cooperation between ports,\u201d he continues, \u201cwe must always clarify who should work with whom and on what. I think that things are working really well at federal state level and in the context of cross-border marketing cooperation. And the companies also work well together where it\u2019s sensible for them to do so. Nevertheless, we must be clear. These are market-based decisions that each company makes for itself and which are subject to legal conditions, antitrust law for instance. Politics should stay out of it.\u201d<\/p>\n
However, Hosseus does see a need for politics to get involved when it comes to improving infrastructure and suprastructure in the ports. \u201cThe energy transition and these changing times demand huge investments quickly, which the federal states and industry can\u2019t provide.\u201d Billions in investments are needed every year, also due to the new requirements placed on the ports by the government. Consequently, significantly more money must flow into the system. \u201cGermany is the third-largest economy in the world,\u201d he adds, emphasising what he considers to be the prominent role of the country\u2019s ports. \u201cThe majority of our foreign trade is transported by sea. Moreover, the ports are not only an important basis for prosperity and security in Germany, they also support change throughout our country. The government must be involved in this.\u201d<\/p>\n
Professor Carlos Jahn, Head of the Fraunhofer Centre for Maritime Logistics and Services (CML) in Hamburg, has a plausible explanation for why maritime structures and ports are particularly vulnerable to cyberattacks in these difficult times. \u201cThey\u2019re complex systems in which a large number of different parties are interconnected to a very high degree,\u201d he explains. Plus, many different modern and older systems interact within these structures, which create gateways for such attacks, especially at the interfaces. \u201cThe main risks are in accessing routing systems, inventory and customer records, but also in the loss or blocking of sensitive company data,\u201d he continues, outlining the breadth of the risk spectrum.<\/p>\n
In this context, Jahn has identified that there is not only a growing number of cyberattacks on ports, maritime facilities and ships, but these criminal acts are also increasing in quality. \u201cEven the bad guys are getting better and better,\u201d he concedes, without wishing to downplay the seriousness of the situation. He makes this point to emphasise that both sides are in constant competition \u2013 the \u201cgood guys\u201d are working to make systems more secure, while the \u201cbad guys\u201d are trying to identify and exploit their weak spots.[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/DanielHosseus_500px.png” alt=”Portrait of Daniel Hosseus” title_text=”Portrait of Daniel Hosseus” align=”center” _builder_version=”4.27.4″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||50px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Managing Director of ZDS[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/ProfessorJulianHinz_500px.png” alt=”Portrait of Professor Julian Hinz” title_text=”Portrait of Professor Julian Hinz” align=”center” _builder_version=”4.27.4″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||50px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Prof. Julian Hinz, Head of the Research Center Trade Policy at the IfW Kiel[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ custom_padding_last_edited=”on|phone” _builder_version=”4.27.4″ _module_preset=”default” background_image=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/240822_Funklabor_053_c-Fraunhofer_4C_1920.jpg” parallax=”on” custom_padding=”450px||450px||false|false” custom_padding_tablet=”” custom_padding_phone=”” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]In their Ship Cybersecurity Lab in Hamburg, experts at the CML are looking for answers to urgent questions on cybersecurity and more.[\/et_pb_text][et_pb_text _builder_version=”4.27.4″ custom_margin=”||50px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]Based on a multitude of different studies, Jahn groups cyberattacks into four categories. \u201cAround 50\u00a0per cent of attacks involve ransomware and malware attacks,\u201d he says. In these cases, the data on an IT system is encrypted and only decrypted again once a ransom has been paid. Alternatively, malicious software is introduced into the system in order to destabilise it. \u201cDDoS attacks and insider threats, human error, phishing emails and data manipulation each account for a quarter of the cases,\u201d the expert adds. Distributed denial-of-service (DDoS) attacks are activities that contribute to, for example, taking down websites or disrupting the availability of network resources. In this respect, Jahn refers to the insights he has recently gained in collaboration with external IT specialists at the in-house ship cybersecurity lab in Hamburg. \u201cI\u2019ve known for a while that AIS (Automatic Identification System) data can be falsified, but that radar can also be manipulated was news to me.\u201d<\/p>\n
He considers regular testing and updates, raising employee awareness, ongoing training and dialogue between all parties involved in ports and logistics to be important IT security safeguards. \u201cNothing\u2019s perfect, there\u2019s always room for improvement. It can\u2019t hurt if those affected share what they know and talk openly about cyber issues,\u201d states Jahn. In light of this, he acknowledges that companies within the industry have taken a significant step towards greater transparency in recent years and that incidents of this kind are rarely swept under the carpet any more. Furthermore, the ports are really well prepared. This is proven, for example, by the fact that ports such as Hamburg, Bremerhaven and Cuxhaven are hit by cyberattacks multiple times every week, but only a fraction of them are successful. \u201cThis is good, but every successful attack is one too many,\u201d he concludes.
[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/240221_Aspides_FGSHessen_SoudaBay_Kessler_03_4C_800.jpg” alt=”Two soldiers on a ship exchanging messages using a Morse lamp.” title_text=”Two soldiers on a ship exchanging messages using a Morse lamp.” _builder_version=”4.27.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]Soldiers sending messages with a semaphore lamp. Despite the latest technologies, optical signalling is still valued as a secure, analogue means of communication.[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/ProfessorCarlosJahn_500px.png” alt=”Portrait of Professor Carlos Jahn” title_text=”Portrait of Professor Carlos Jahn” align=”center” _builder_version=”4.27.4″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||50px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Prof. Carlos Jahn, Head of Fraunhofer CML[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.27.4″ custom_padding=”0px||0px|||” bottom_divider_style=”waves2″ bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.27.4″ custom_margin=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
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Karsten Schneider, retired rear admiral and president of the German Maritime Institute (DMI), also emphasises the great importance of the sea routes and, in turn, of German ports. \u201cWe mustn\u2019t forget that Europe is a peninsula and that a large part of our supply, communication and economic performance is carried out on or under the water,\u201d he explains. Schneider not only has global shipping in mind here, he is also highlighting the importance of undersea cables, pipelines, offshore wind farms and offshore oil production. \u201cThe wider public doesn\u2019t often recognise this, but we\u2019re highly dependent on the smooth functioning of maritime structures,\u201d he continues. \u201cThe extent of this has been shown not only by the \u2018Ever Given\u2019 accident in the Suez Canal and its consequences for supply chains. Recent acts of sabotage against data and power cables in the Baltic Sea serve as further proof.\u201d<\/p>\n
[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/241018_IPD24_Photex_Rodewald_46_4C_800.jpg” alt=”Ships of the German navy on patrol.” title_text=”Ships of the German navy on patrol.” _builder_version=”4.27.4″ _module_preset=”default” custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]In view of the threats to critical infrastructure at sea, a new debate on a maritime security law is emerging.[\/et_pb_text][et_pb_text _builder_version=”4.27.4″ custom_margin=”||25px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
\u201cSo far, the existing system has always managed to cope with such threats somehow \u2013 for example, by sailing around certain regions or switching to other modes of transport,\u201d Schneider ascertains, both in view of the current geopolitical developments in the Red Sea and the South China Sea and the pirate attacks in the Strait of Malacca. \u201cHowever, if there were to be a deliberate increase in such incidents on a larger scale, things could become difficult.\u201d He also addresses cybercrime. \u201cDigitalisation is a key prerequisite for ensuring that the maritime industry and logistics remain modern and efficient,\u201d he continues. \u201cHow-ever, their growing importance means they\u2019re also increasingly becoming a target for cybercriminals.\u201d<\/p>\n
In terms of coordination between the responsible maritime authorities, Schneider sees considerable potential for improvement in a crisis. \u201cWe\u2019re dealing with a completely new form of hybrid warfare today,\u201d he states. \u201cIt\u2019s a conflict with a hostile, foreign power that\u2019s constantly attacking us just below the NATO alliance threshold. In peacetime, which is what we officially have right now, the Bundeswehr can only provide administrative assistance without executive authority.\u201d The enemy exploits the boundaries between the responsibilities of law enforcement and the armed forces skilfully by overburdening the police but not doing enough to trigger military involvement. \u201cThis is the crux of the problem,\u201d explains Schneider. \u201cWe\u2019ve not made any progress on the Maritime Security Act for two decades now. Such a law would give the navy greater scope for action in peacetime without taking on police duties. This would be a major step without having to intervene substantially in the constitutional separation of law enforcement and the military.\u201d (bre)<\/em><\/p>\n [\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/KarstenSchneider_500px.png” alt=”Portrait of Karsten Schneider” title_text=”Portrait of Karsten Schneider” align=”center” _builder_version=”4.27.4″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.27.4″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||100px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Karsten Schneider, retired rear admiral The maritime industry is facing major challenges, and not only with regard to the energy transition and the transformation to a climate-neutral economy. Market players also have to contend with geopolitical conflicts and cyberattacks. Experts from the Kiel Institute for the World Economy, the Association of German Seaport Operators, the Fraunhofer Centre for Maritime Logistics and Services and the German Maritime Institute view this explosive cocktail from their respective standpoints\u00a0\u2013 and have various ideas for cooperation.<\/p>\n","protected":false},"author":10,"featured_media":67925,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[54],"tags":[],"class_list":["post-67943","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-main-topic-en"],"yoast_head":"\n\u201cSo far, the existing system has always been able to cope with such threats.\u201d<\/h3>\n
and president of the DMI.[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":"