Port of Rotterdam Authority - Experts & Thought Leaders

The ports of Duisburg and Rotterdam are pressing ahead in their close cooperation: A new letter of intent (LoI) between the ports was signed in the presence of Hendrik Wüst, Minister President of the state of North Rhine-Westphalia. With this, the two major European logistics hubs reinforce their goal of jointly developing sustainable transport corridors via waterways as well as future-oriented initiatives for the energy transition – for the benefit of industry and the supply chain between and within Rotterdam and Duisburg. Europe’s largest seaport NRW Minister President Hendrik Wüst: “The port of Rotterdam – as Europe’s largest seaport – and Duisburg’s port – the world’s largest inland port – together make a decisive contribution to the industrial future of North Rhine-Westphalia.” “Both ports will become central hubs for hydrogen and CO₂ in the future, making them important partners on our path to climate-neutral industry. It is good news for North Rhine-Westphalia that both ports are taking their cooperation another step further.” “The close cooperation between Rotterdam and Duisburg strengthens the competitiveness of our economy – and especially the resilience of our supply chains. North Rhine-Westphalia remains a logistics hub for Europe, for energy supply, as well as for military mobility in mutual defence.” Modernising infrastructure As such, Rotterdam and Duisburg stand for a strong, networked Europe – especially now in this time of global upheaval. “Their cooperation signals confidence: by modernising infrastructure and deepening partnerships, we secure the future viability of our continent – in terms of economy, ecology as well as security policy,” Wüst says. A central new element of the cooperation is the export of CO2. This is crucial for ‘hard to abate’ industry, since decarbonising these sectors via CCUS (carbon capture, utilisation and storage) is not possible without strong ports and high-performance transport chains. The ports of Duisburg and Rotterdam thus create the conditions for cross-border CCU/CCS activities, that is, the targeted capture, storage and utilization of carbon dioxide. Another big focus in the agreement between the two ports lies in strengthening the Rhine corridor as a sustainable cross-border logistics hub. Rhine corridor The Rhine corridor forms the backbone of European energy supply and enables efficient, sustainable access for the production sites to international markets. As the most important waterway in Europe, it secures the security of supply and the competitiveness of a vast array of companies along the entire value chain. “We face great challenges which we can overcome much more quickly, efficiently and intelligently together,” emphasises duisport CEO Markus Bangen. “It is crucial for us to bundle our expertise and develop collective cross-border solutions, especially in sustainable logistics and the sectors surrounding the energy transition. Logistics is a team sport – and the port of Rotterdam is our ideal partner.” Europe’s energy demand “13 percent of Europe’s energy demand is imported by way of Rotterdam,” says Boudewijn Siemons, CEO of the Port of Rotterdam Authority. “This is still primarily made up of fossil fuels, but our long-term aim is to become Europe’s port for importing renewable energies.” “Inland shipping – and thus our cooperation with duisport – is especially important in the onward transport of these energy sources. As such, the waterway needs a strong lobby, and we are delighted that Minister President Wüst is setting a clear signal here with his visit to Rotterdam.” Letter of intent The two ports already signed a letter of intent in 2022 on cooperation in the fields of rail and inland land development, digitalisation and the energy transition. Examples of past successes include the partnership with the Brazilian port in Pecém for transporting green energy to Europe, the advancements made in the cooperation of digital port community systems RheinPorts and Portbase and the pilot of the first low carbon ammonia transport when the Dutch king visited in November 2023. 

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.

Sperry Marine, a global major in navigation solutions for seagoing vessels, has been selected to supply the complete Integrated Bridge Systems for two highly innovative container vessels under construction for Samskip. Built by Cochin Shipyard Limited, the groundbreaking vessels will be delivered, achieving zero-emission propulsion and ready for future autonomous navigation. Green corridor initiative The two ships combined are expected to reduce CO₂ emissions by approximately 25,000 tons annually The 135-metre length vessels are scheduled for delivery in 2027 to operate between Oslo Fjord and Samskip’s home port of Rotterdam, as part of a pioneering green corridor initiative.  The two ships combined are expected to reduce CO₂ emissions by approximately 25,000 tons annually, when operating in zero-emission mode using green hydrogen. Integrate emerging autonomous navigation solutions At owner’s request, each IBS will feature open architecture that makes it possible to integrate emerging autonomous navigation solutions. Now, no industry-wide standards exist covering autonomous ship navigation. However, Sperry Marine’s modular design and open interfaces will allow shipowners to innovate at their own pace.  The IBS package on board will include Sperry Marine’s new ‘self-adaptive’ NAVIPILOT 4500N autopilot, which dynamically adjusts to vessel characteristics and changing conditions, resulting in measurable fuel savings and reduced bridge workload. Samskip’s level of ambition “Samskip’s level of ambition on emissions requires partners like Sperry Marine, with similar objectives for innovation and the willingness to invest in the future,” said Jeroen Hollebrands, Head of Newbuilding and Projects, Samskip Group. Jeroen Hollebrands adds, “These ships are a milestone for the maritime industry, delivering hydrogen fuel cells and autonomous-ready navigation as a clean and renewable technology.” Sperry Marine’s resilient sensor technology “What sets this IBS apart is its open and flexible architecture, combined with Sperry Marine’s resilient sensor technology and robust cyber protection. This creates a secure and future-proof navigation platform, ready for today’s hydrogen-powered operation and tomorrow’s autonomous services,” said Pascal Göllnitz, Sperry Marine’s Product Line Manager for Integrated Bridge Systems. Sperry Marine’s Advanced ARPA tracking Also on board will be Sperry Marine’s Advanced ARPA tracking, whose streams operate separately from radar video, meaning performance is unaffected by anti-clutter settings. As well as consistently reliable target tracking, even in difficult conditions, the system provides tracking ranges of 40NM to ensure early awareness among bridge teams. The full scope of supply includes Sperry Marine’s Secure Maritime Gateway cyber threat protection, and remote diagnostics and support. Innovators in ship safety, efficiency, and sustainability “Sperry Marine is proud to collaborate with Samskip and Cochin Shipyard Limited on this transformative project,” said Guy Millard, Managing Director of Sperry Marine, adding “This contract demonstrates how our navigation technologies are sought out by the maritime industry’s true innovators in ship safety, efficiency, and sustainability.”