Hamburg Port Authority - Experts & Thought Leaders

Maritime operations run on tight schedules and thin margins, and as ships, terminals and supply chains connect systems for visibility and efficiency, attackers gain paths to entry. Cyber risk has become an operational reliability and safety concern, not just an IT issue. “Whether we are looking at this challenge through an operational or organisational safety lens, cyber risk is a critical business risk. An incident will impact everyone,” says Michael DeVolld, Senior Director of Maritime Cybersecurity at ABS Consulting. The primary threat: Ransomware “While it’s true that digital ships feature more sophisticated and secure technologies, the cyber risk has not changed: ransomware continues to pose a major threat,” explains DeVolld. He describes ransomware as taking down an organisation’s computer systems, impacting its entire operational and financial networks, until a ransom is paid, pointing to recent disruptions across busy ports in North America, Australia, Europe and Japan. The expanding attack surface According to DeVolld, the push to integrate IT and operational technology (OT) for analytics and predictive maintenance has expanded the attack surface. With the industry increasingly reliant on digital systems, he warned, “there’s an increased risk of external cyber threats.” Foundational controls still close the biggest gaps, says DeVolld, adding that patching and updating software, limiting network access and implementing multi-factor authentication are foundational cybersecurity measures that would go a long way toward safeguarding systems. Underreporting and the New U.S. Coast Guard Rules Citing observations from the U.S. Coast Guard (USCG), DeVolld notes that while the number of reported ransomware attacks is down, the cost is up. The operative word, he stresses, is reported.  “Not all incidents are reported, which is a key issue since regulators and the private sector need to communicate and collaborate to tackle this threat together,” he says. "The goal we all share is to protect the industry as a whole, and especially to safeguard the world’s largest supply chain.” Could an attacker steer a ship? DeVolld answers that this is plausible but not likely due to the safety systems and human procedures built into commercial maritime operations. Even so, he cautions that modern ships tie navigation, propulsion, dynamic-positioning, ballast automation and cargo-handling into the same digital backbone that shoreside personnel can reach for analytics and remote support.  If an attacker slipped through weak remote access or an unpatched workstation, “they could push legitimate-looking commands straight to safety-critical equipment and change a vessel’s behaviour in real time should all other safety and human oversight processes fail,” he says. The answer is to treat cyber risk exactly like any other safety-of-navigation hazard, DeVolld says, by implementing International Association of Classification Societies Unified Requirements (IACS UR) E26/E27 and International Electrotechnical Commission (IEC) 62443 controls and segmentation, enforcing multi-factor authentication on remote access, maintaining rigorous patching and continuously monitoring OT traffic. Ports, vendors and the wider supply chain Network-connected OT in port facilities and shore-side are being targeted, DeVolld confirms, explaining that many environments still rely on outdated software and protocols and insufficient access controls. Breaches can disrupt global trade flows, delay cargo deliveries and damage relationships with customers and partners, with consequences that “extend far beyond immediate operational impacts." Europe’s chokepoints multiply impact DeVolld highlights high-volume corridors where a single node outage can cascade. The English Channel and Dover Strait funnel North–South Atlantic traffic. The Strait of Gibraltar is a narrow neck for Asia, the Americas and Northern Europe flows. Northwest gateway ports, like Rotterdam, Antwerp-Bruges and Hamburg, move a large share of containerised imports as well as refined products, liquefied natural gas (LNG) and chemicals. “Even a 24-hour cyber stoppage at Rotterdam’s Maasvlakte terminals would strand tens of thousands of twenty-foot equivalent units (TEU),” he underscores. Each node couples dense physical traffic with complex, network-connected terminal operations, so resilience should be treated as a shared critical-infrastructure obligation, supported by OT hardening, drills and transparent information-sharing under the EU’s Network and Information Systems Security Directive 2.0 (NIS2). Vessel traffic service (VTS) centres are also key dependencies in these corridors, he notes. Regulations are raising the baseline “Regulatory frameworks set a baseline and targets for where we need to go on the cybersecurity journey,” says DeVolld. Objective, third-party safety-focused organisations like ABS and its affiliated company, ABS Consulting, add to that by bringing forward standards interpretation, guidance and compliance support to: Protect life, property and the environment; and Support the maritime community in operating safely, reliably, efficiently and in compliance with applicable regulations and standards. DeVolld’s maritime cybersecurity team helps clients understand how to navigate global maritime regulations.  Minimum cybersecurity requirements The International Maritime Organization’s (IMO) Resolution MSC.428(98) mandates cyber risk management in the Safety Management System (SMS) for cargo ships 500 gross tonnage (GT) and above. In the European Union (EU), NIS2 tightens incident reporting timelines and strengthens supply-chain security, requiring measures from cryptography and multi-factor authentication to incident handling and business continuity. In the United States, the USCG’s final rule (effective July 16, 2025) establishes minimum cybersecurity requirements for US-flagged vessels, Outer Continental Shelf (OCS) facilities, and facilities regulated under the Maritime Transportation Security Act (MTSA), mandating cybersecurity plans, designated officers and structured detection, response and recovery. Training for MTSA-regulated facilities To support the USCG’s updated MTSA requirements, ABS Consulting offers role-based MTSA Compliance Training for Facility Security Officers, Vessel Security Officers, operational managers and IT/OT personnel. Tracks cover the current threat landscape, MTSA-aligned implementation and controls, and incident categories and reporting under 33 CFR, with practical exercises. Courses are available online or on site and include role-specific certificates to support audit readiness.

Dr. Melanie Leonhard, Hamburg's Senator for Economic Affairs, Friedrich Stuhrmann, Chief Commercial Officer (CCO) of the Hamburg Port Authority (HPA) and Takahiro Kikuchi, Managing Director of Ocean Network Express (Europe) Ltd. (ONE) signed an agreement on the future use of shore power supply. The signing ceremony took place along the sidelines of "Transport Logistic 2025" trade fair in Munich, Germany. CTB and CTA facilities Since May 2024, the Port of Hamburg has provided shore power for cruise and container ships, committing to equip all container terminals with shore power supply systems by the end of 2025. In addition to the facilities already in operation at Eurogate Container Terminal Hamburg (CTH) and HHLA Container Terminal Tollerort (CTT), those at HHLA Container Terminal Burchardkai (CTB) and HHLA Container Terminal Altenwerder (CTA) are currently being installed. ONE is an active partner in the current integration tests and is the first shipping company to commit to purchasing shore power at the CTB and CTA facilities. Electricity from shore power plants Port of Hamburg has fedshore power for cruise and container ships, hiring to equip all container terminals Hamburg's Senator for Economic Affairs, Dr. Melanie Leonhard, says, "When container ships obtain clean electricity from shore power plants, this is an important contribution to sustainable logistics - and a benefit for Hamburg." "ONE is thus making an active contribution to improving air quality. Hamburg shows: Port operations and climate protection can go hand in hand – reliably, in partnership and with an eye to the future." Contribute to lower emissions Friedrich Stuhrmann, CCO of the HPA says, "Since the go-ahead for shore-side power supply for container ships was given in May last year, both we and the shipowners involved have been able to gather a wealth of experience." "We are therefore delighted that ONE is now also using our new systems and that they are determined to contribute to lower emissions and more climate protection in the port by using this technology in the future." EU ports from 2030 Takahiro Kikuchi, Managing Director of Ocean Network Express (Europe) Ltd. says, “We are pleased to actively contribute to the expansion of shore power for container ships in Hamburg. This agreement and operation mark a significant milestone as it represents ONE's first shore power utilisation in Europe." "This initiative is a crucial step towards ensuring our vessels comply with forthcoming FuelEU regulations, which mandates shore power connections at EU ports from 2030. By committing early to using shore power at the CTB and CTA, we are supporting the Port of Hamburg’s transition toward low-emission operations. It also reflects our commitment to accelerate Scope 1 emissions reduction and contribute towards the advancement of sustainable shipping across Europe and globally.”

The hybrid police boat WS1 ‘Bürgermeister Brauer’ was officially welcomed in the Port of Hamburg. After a construction period of almost two years at the Estonian shipyard Baltic Workboats AS, the boat was transferred by sea to Germany and will start its service with the Hamburg water police next year. In the presence of the Senator for Economics and Labour, Dr Melanie Leonhard, the 29.4-metre-long police boat with environmentally friendly plug-in hybrid drive docked at the Überseebrücke. Also on board were Jens Meier, CEO of the Hamburg Port Authority, Karsten Schönewald, CEO of the Hamburg Fleet, and Olaf Hagenloch, Deputy Head of the Hamburg Water Police. Sea trials and crew training The new boat will replace the aging coastal patrol boat of the same name in service at present next year Particular mention should be made of the powerful 2 x 500 kW electric motors, which enable a minimum of two hours of travel at seven knots on electric power alone. Once the sea trials and crew training have been completed, the new boat will replace the aging coastal patrol boat of the same name in service at present next year. The new WS1 marks the start of the renewal of the Hamburg police boat fleet. Shortly, the new WS3 ‘Bürgermeister Weichmann,’ a slightly smaller, similar-built vessel, will reach Hamburg and, together with the WS1, will undergo the commissioning phase with crew training. Promotion of sustainable technologies A third vessel, identical to the larger WS1, is to be delivered in the course of 2025. The Hamburg fleet is pursuing the idea of a type of vessel that, on the one hand, draws on proven ship designs but, on the other hand, is precisely tailored to the needs of the Hamburg water police. The Port of Hamburg is actively pursuing a transition towards greater climate neutrality with the aim of becoming climate-neutral by 2040. The promotion of sustainable technologies and energy sources plays a central role in this. Use of hybrid watercraft The use of hybrid watercraft by the water police is a further measure to reduce emissions Since 2017, the Fleet Hamburg has been pooling its municipal watercraft and has already made significant progress. The use of hybrid watercraft by the water police is a further measure to reduce emissions. Hamburg's Senator for Economic Affairs, Dr. Melanie Leonhard, said: "We are reducing emissions by using modern technologies – the new ships in the Hamburg fleet are protecting the climate by using advanced technology in the Port of Hamburg. This brings us one step closer to achieving our climate targets and reduces our dependence on fossil fuels." Low-emission propulsion technologies Karsten Schönewald, CEO of Flotte Hamburg: "With the introduction of the first hybrid police boat in the Port of Hamburg, we are taking an important step towards a sustainable future for watercraft. We are proud to equip the water police with low-emission propulsion technologies and thus actively contribute to reducing emissions in our city." Olaf Hagenloch, deputy head of the water police: "With this new vessel, the Hamburg water police will continue to carry out their duties in the Port of Hamburg, on the Lower Elbe and in German territorial waters with their usual professionalism and high quality. The fact that this is now being done with an environmentally friendly propulsion system underlines the compatibility of environmental protection and the performance of water police duties." Technical data Length overall: 29.4 m Beam overall: 7.4 m Maximum draught: 2.2 m Maximum speed: > 25 kn Electric speed: > 12 kn Special features Hybrid drive with 2 hours of battery-electric driving time Synthetic environmentally friendly fuel GTL Wave-piercing bow for a particularly smooth ride in rough seas Automatic trim system for more comfort and reduced fuel consumption