A topic that goes through time ... Today a commentary by marineforum editor-in-chief Holger Schlüter on the visit of the British aircraft carrier in Hamburg and why Germany still does not have its own aircraft carrier.

It comes back every year - the discussion about a German aircraft carrier! Has Germany's security situation and its importance in the world changed to such an extent that a national carrier capability is necessary? Why should Germany invest a lot of money and effort - it takes around 20 years to fully develop a carrier capability - in a capability that is already available in Europe?

Listen to NDR report

Article from May 2012:

Incidentally, it is quite revealing that in such discussions there is usually talk of only one German carrier as if the supporters already realised that there was no money for more than one ship. Prestige and reputation are not arguments, by the way.

Aircraft carrier eats fleet

Not only the construction of a Aircraft carrier costs an enormous amount of money, the mere operation of which tears deep holes in the defender's coffers - our European neighbours can tell you a thing or two about it. The ship itself is not enough, aircraft and weapon systems have to be procured and pilots have to be trained, and this has to continue for decades. The current procurement of the F-35C, the carrier version of the F-35 Lightning II, by the Royal Navy is causing the British an enormous headache. Operating a carrier comes at the expense of other platforms and capabilities: Carrier eats fleet!

These circumstances have meant that France and the UK have, until not so long ago, been seriously considering the possibility of Aircraft carrier to procure and operate jointly. These considerations have since been shelved, ultimately because the foreign and security policy objectives of both countries occasionally diverge. National interests therefore stand in the way of such cooperation - for now!

The European solution

The fact that security with aspiration is the Aircraft carriers and support groups should be clear. Since European interests are indeed global, there is also a need for a carrier capability in European hands. Even if the European mills grind more slowly than some would like and we are still a long way from a truly European understanding of security, something will happen and the integration of the European armed forces will be one of the catalysts.

Pooling & Sharing was not just a topic at the NATO conference in Chicago; in view of the tight European and British budget situation, it has become a necessity. The budgetary pressure will unleash unimagined creativity! Consider that France and the UK, unlike Germany, have not yet made the necessary adjustments to their armed forces to reflect the reality of their budgets (!).

European consolidation will therefore come from this direction, and Germany could contribute in various ways:

• Why not German aircraft on American, British or French carriers, depending on the situation and mission? The Eurofighter is also available as a carrier version!
• Aircraft carrier are always accompanied, Germany could concentrate on providing the escort ships.
• In any case, Germany could contribute to the costs, as we are getting used to it at other construction sites. But it is also true that those who pay, also decide!

Instead of Germany laboriously acquiring a new capability for itself, existing European structures should be utilised sensibly. This would enable Germany to make an essential contribution together with our European and alliance partners.

Germany does not need Aircraft carrier! What we need is a true European understanding of security that recognises the need for European Aircraft carriers then derives by itself. And of course Germany could and should make a contribution here!

Post Scriptum

Incidentally, the Federal Republic of Germany already had a carrier: it was called "Schleswig-Holstein", was largely stationary and, with around 120 aircraft on two runways in Eggebek and Jagel, was very powerful! Back then, naval warfare was still practised and practised from the air. A small insertion for the Luftwaffe: naval warfare from the air is more than just flying over water! But that's another story.

Der Beitrag Warum es keinen deutschen Flugzeugträger geben wird erschien zuerst auf marineforum.

The NMK is one of the German government's most important instruments for supporting the maritime industry and is also an industry meeting. It was the first conference organised by the Scholz government, and therefore also by the host maritime coordinator Dieter Janecek. Although there was no concept paper and the "National Ports Strategy" is still in the departmental coordination phase, the speech by Olaf Scholz, which can be found here, was all the more eagerly awaited:

Federal Chancellor Olaf Scholz

https://www.bundeskanzler.de/bk-de/aktuelles/rede-von-bundeskanzler-scholz-bei-der-13-nationalen-maritimen-konferenz-2223386

Federal Minister of Economics Robert Habeck spoke about supply chains and literally said that "the naive belief that everything always works" is over since corona and that we now know how vulnerable maritime infrastructure is. He painted a favourable picture for the future of German shipbuilding and shipyards by naming the expected capacities of the "largest power plant in the world" - namely the North Sea. The target is 270 gigawatts. This would require many specialised ships and was "an opportunity that we cannot afford to miss". The construction of converters for offshore wind turbines is also something "that we will experience here on the coast in the west in Bremerhaven and Rostock." So the man from Schleswig-Holstein of all places forgot Kiel, where this could also be built. The construction of converter platforms creates a new value chain for shipyards and is the answer to security policy challenges, said Habeck. "It is an issue of energy security and therefore of national security. It has to happen. And the federal government, my house, me personally, I will do everything to ensure that it succeeds." And further: "We are building these things ourselves". The need for these platforms, which bundle the energy from the wind turbines and transport it to land, is around 30 to 2045 and the costs are estimated at up to 2 billion euros. At the press conference, coordinator Dieter Janecek was joined by Bremen's Mayor Andreas Bovenschulte, State Secretary Daniela Kluckert from the Ministry of Digital and Transport Affairs and Bremen's Senator for Economic Affairs Kristina Vogt.

Inspector of the Navy, Vice Admiral Jan Kaack

There were three speeches on maritime security. Parliamentary State Secretary Siemtje Möller represented the Federal Ministry of Defence. She cited the turning point in history and called for the navy to be significantly upgraded in terms of equipment and personnel. Addressing the maritime industry, she said "we are counting on you!". She called for a rethink of the existing security architecture, as the critical maritime infrastructure must be protected. The dividing lines in the Basic Law need to be reviewed, she said, as the tasks of the authorities, the coastguard and the navy are too important for this. Particularly with regard to an underwater situation picture, the separation of tasks is no longer up to date. She mentioned the trusting and close cooperation between the Federal Police Sea and the German Navy, which was later confirmed by the latter's representatives. For the first time, a naval inspector gave a speech at an NMK.

His speech is attached as a pdf. 2023 InspM-NMK

This was followed by a keynote speech by Dr Sarah Kirchberger, Director of the Institute for Security Policy at the University of Kiel and Vice President of the German Maritime Institute, on maritime security in the Indo-Pacific. She emphasised how important and good the visit of the frigate Bayern to this part of the world had been, something she hears again and again when she travels. The planning for 2024 is therefore to be welcomed. Those in the audience who had heard little about Chinese naval activities up to that point were almost overwhelmed by the facts presented about its naval shipbuilding and armaments projects. The conference also featured panels on the energy transition, naval shipbuilding, munitions in the sea, critical infrastructure and the national harbour strategy. In the foyer, the state of Bremen primarily presented its portfolio of innovative industries and institutions.

Photos/Text: Schlüter

Der Beitrag „Standort stärken. Klima schützen. Zukunft gestalten“ erschien zuerst auf marineforum.

The last multi-purpose landing craft in the fleet is on its last inland voyage after 57 years of service.

It is the only grey-painted boat of the German Navy that can navigate the Rhine. The crew of the "Lachs" uses its shallow draught to present the last landing craft of the German Navy to all interested parties.

The boat arrives in Düsseldorf on 10 June and presents itself to its visitors the following day at a Open Ship. Two days later, the "Lachs" docks in Bonn. Here, too, the crew opens the jetty for guests. The navy's mine divers are present at both events and answer visitors' questions about their profession and training.

14 June marks the founding day of the German naval forces. The crew of the "Lachs" in Cologne also commemorates this special event with a Open Ship. "Our German navy is celebrating its 175th anniversary. That's why we want to invite guests in the harbours to get to know one of our boats up close, experience the German Navy first-hand and celebrate the milestone anniversary with us," says Stabsbootsmann Karsten H., the boat's long-serving commander.

Other harbours on the boat's Rhine cruise are Duisburg and Emmerich. The 19-strong crew of the "Lachs" is looking forward to welcoming every visitor on this special farewell tour.

The long-serving specialised vehicle is based at the Eckernförde naval base command on the Baltic Sea. The city of Gladbeck in the Ruhr region is the sponsor city of the "Lachs". It is expected to be decommissioned next year.

Der Beitrag Düsseldorf/Köln/Bonn: Landungsboot auf Abschiedstour erschien zuerst auf marineforum.

The German Navy minehunting boat "Dillingen", the multi-purpose boat "Mittelgrund" and the federal police patrol vessel "Potsdam" have completed their mission in the Baltic Sea and are back in their home harbours.

Minesweeper class 332 "Dillingen" of the German Navy. Photo: Michael Nitz

The joint operation following the request for assistance from the German Federal Police focussed on the leaks north-east of the Baltic Sea island of Bornholm. According to information from SPIEGEL, a "Sea Cat" underwater drone was used. Divers from the German Federal Police and the German Navy were not deployed due to the water depth of 70 metres. Sweden had already inspected the crime scene south-east of the Baltic Sea island beforehand and recovered evidence from the seabed. However, there were analysable images of the damaged pipeline and so it leaked out that several craters and damage to the pipes could be seen over a long distance. This is not exactly a sensation, but almost to be expected.

Germany, Denmark and Sweden are conducting a joint investigation into the incident. Russia demanded to be involved, which - as we reported - was rejected. And it is precisely this joint investigation that is now causing irritation. According to information from SPIEGEL and security circles, Sweden is currently refusing to share the results. The relevance for Sweden's national security is too high to share them with other countries. There is no official statement on this from Sweden.

This is not surprising, as Sweden is very sensitive when it comes to the security of its coasts due to historical experience. This should not be seen as an affront; Sweden has a right to act in this way - even in the run-up to possible NATO membership.

Der Beitrag Pipeline Mission beendet erschien zuerst auf marineforum.

Why the Russian military is brutalising Ukraine
About resentment and betrayal
From Tom Nichols

War is always a brutal business, but why is the Russian military so determined to inflict civilian damage on neighbouring Ukraine? I spoke to another Russia expert.

Run amok
I spent years teaching military officers who served in conflicts around the world. I am not naive about the viciousness of war, and I am grateful that it has never befallen me. But I am appalled by the sheer sadism of Russia's war against Ukraine. Russia's armed forces are engaging in actions such as levelling cities, deliberate attacks on civilian targets and other obvious war crimes that we would associate with a war of annihilation.

I turned to a friend, also an expert on Russia, to question this more thoroughly. Nick Gvosdev has a Ph.D. in Russian history from the University of OxfordHe and I worked together for many years on the U.S. Naval War College taught. (He still teaches there, and his comments here are his personal views and not those of the US government). We are both Eastern Orthodox Christians ourselves, which adds a particularly painful aspect for us to this immense tragedy. We have had many conversations about the war, the latest of which I now offer to readers trying to understand this terrible conflict.

Tom Nichols: Nick, international relations experts will elaborate on the "great power" dimensions of this war, but why is the conflict so brutal at the level of actual fighting? Is it really enough to say that the Russians were merely reacting to the humiliation of defeat almost from the start?

Nick Gvosdev: To a certain extent. At all levels of Russian society, from the taxi driver on the street to the Kremlin insider, there was a strong belief that the Russian forces would be welcomed as liberators, especially in the Russian-speaking areas of Ukraine. In fact, the original Russian military plan was based on the assumption that Ukrainian soldiers would refuse to fight and Ukrainian politicians would defect. However, this was not the case. Even more strikingly, the two largest Russian-speaking cities in Ukraine - Kharkiv and Odessa - proved to be focal points for the successful defence against the Russian invasion.

Nichols: The last point seems to be important.

Gvosdev: Yes, Western Ukraine - at least those areas that were part of the Habsburg Empire and were never under Russian imperial rule - emphasised its difference from the Russians and was always the heartland of Ukrainian nationalism. But almost all the atrocities we have seen have been directed against people precisely in those parts of Ukraine that are part of the Russian-speaking world. There seems to be a strong undercurrent to give these "traitors" their due reward.

Nichols: I don't think this is fully understood in the West. The massacre in Bucha, for example, was directed against Russian-speaking people - almost as if they made the Russians more angry than Ukrainian nationalists.

BUKHA, UKRAINE - 06 Apr. 2022: War in Ukraine. Chaos and devastation on the streets of Bucha as a result of the attack by Russian invaders

Gvosdev: Bucha was certainly a particular target, as it served as a dormitory town for Ukrainian government employees and military officers. But this is all a direct result of the appropriation of a World War II narrative in which the Ukrainian government is routinely described as a Nazi regime and that those fighting against the Russians are fascists. Meanwhile, Russian social media routinely uses the term "Allied Forces" to describe the Russian military and the militias of the Donetsk and Luhansk republics - with all the World War II connotations that description carries. So think about it: If the Ukrainian military and government are the modern-day successors to the Nazis, then of course no quarter should be given to those who fight on the side of the fascists - and especially those who betrayed their relatives.

Nichols: What about the Russian military? Is there something in their training and background that makes them harder to control? They certainly haven't improved in their effectiveness as a fighting force since the Soviet days.

Gvosdev: Russia has tried to create a professional army of volunteers, but it still lives with the "traditions" from the Soviet era, including the brutalisation of its own recruits - the so-called "dedovshchina" - and a strictly hierarchical command structure. Add to this the ongoing problem of corruption within the military, and they create an ethos in which it is more advantageous to brutalise others than to be affected by it themselves. Another point: the Kremlin is keen to avoid general mobilisation, and so a number of Russian soldiers now fighting in Ukraine chose military service over prison - as the US did during the Vietnam War.

Nichols: I almost didn't believe it when I saw it.

Gvosdev: Worse still, the Russians also rely on mercenaries and militias, and this is another group in which people with criminal records can end up. In many cases, the atrocities were the result of some of these people being allowed to run amok - except that they were simply given general orders to punish "traitors" and eliminate "Nazis" without any special supervision or discipline from above.

Nichols: In contrast, Ukraine has found that a solid and reliable corps of NCOs works wonders in the field.

Gvosdev: Absolutely. Ukraine's military reforms to NATO standards in recent years have also enabled its military to carry out more decentralised operations.

Nichols: It seems that resentment is the strongest "force multiplier" in the Russian military: You betrayed us, you live better than us, you elected your own government, so ... you are Nazis, consequently we can do to you what we already did to them in World War II.

Gvosdev: This is the logical outcome - and how to move from "brothers and sisters" to all-out carnage. From the Russian point of view, Ukraine has turned its back on its brother Russia and driven a sword into the heart of the "Russian world" by trying to integrate into the Western world. Russian politicians and experts deal with these issues every day. This narrative of "betrayal" is linked to the general Russian resentment towards Europe and the West. Some of it is certainly related to living standards, but it is also driven by the feeling that Europeans - and now Ukrainians - look down on Russia as not quite European, definitely not Western and perhaps not even civilised. And this resentment leads to a Russian determination to let others share in Russia's misery, be it by bombing Ukraine or by triggering an energy and economic crisis in the rest of Europe. [Editor's note meerverstehen: And a worldwide famine.]

Nichols: I sense an unpleasant parallel here with events in the USA and some other countries.

Gvosdev: Dhe politics of resentment is always the gateway to legitimising anger and thoughtless rage - and ultimately violence - against those who are considered traitors or evildoers, as a justified reaction of those "looked down upon", so to speak. However, the Russians do not have a monopoly on this in the world.

Der Beitrag Ein Zwiegespräch: "Warum das russische Militär die Ukraine brutalisiert" erschien zuerst auf marineforum.

During his time, the unpredictable pandemic, the most severe bushfires and floods in south-east Australia took place, during which the navy was not only deployed continuously along the coast. In addition, the permanent presence in the East Indies and Western Pacific, which has become increasingly urgent with the growing presence of Chinese units. "Dynamic times need an evolving navy": 15,000 new posts had to be filled during his time. The two new Hobart-class frigates "Brisbane" and "Sydney", as well as the supply ships "Supply" and "Stalwart" were commissioned. The first of the twelve Arafura-class OPVs (NUSHIP, Lürssen) and the first guard boat of the modified Cape-class have taken up their duties. Vice Admiral Noonan served 38 years in the RAN.

The new Chief of Navy may well continue on this course: by the end of the next decade, the Navy is to grow by a further 20,000 posts, and at least eight new nuclear submarines are to be built under the trilateral AUKUS agreement. Hammond began his service as an officer in 1986 as an electrical engineer and graduated as an officer two years later from the Australian Defence Force Academy, becoming its first graduate to rise to the rank of CoN. As a submariner he commanded Her Majesties Australian Ship Farncomb (Collins class, Kockums Type 471), sailing aboard British, French and American nuclear powered attack submarines as well as a Dutch flagged conventional boat. Of course, he has also been seen on board normal fat ships! The RAN saw him in his last assignments as fleet commander and as Noonan's deputy.

The disputes over the "rustic" design have also been settled. Cancellation of the contract already negotiated in 2016 with the French state-owned Naval Group for the construction of twelve conventional submarines worth 31 billion euros at the time. Nine months ago, Prime Minister Scott Morrison cancelled the contract unilaterally and without any intention of compensation, after he had already committed to the construction of at least eight nuclear submarines of common technology as part of the AUCUS agreement with the UK and the US. Following the recent change of government at the end of May, the new Prime Minister Anthony Albanese is very keen to restore the broken relations with France and immediately (mid-June) negotiated a "contractual penalty" of 555 million euros in order to resolve the dispute and also to be able to focus on the tasks in the region with France. This submarine contract with France, which was botched from the outset, has cost the Australian taxpayer around €2 billion without the government having anything concrete to show for it apart from talks and planning. Could there be political repercussions and could someone be held accountable? It should not directly harm the navy, as the key decisions were made elsewhere.

Australian fuel supplier HMAS Supply at the RAS with HMAS Adelaide. Photo: Royal Australian Navy

The two new Supply class fuel suppliers have already been named.

In mid-February, HMAS Supply carried out the first sea supply operations with HMAS Adelaide, the second Canberra-class helicopter dock landing ship, as part of "Operation Tonga Assist 2022". The ability to handle refuelling and general cargo supply by highline and also as a helicopter representative was successfully demonstrated.

Australian fuel supply ship HMAS Stawart during first RAS after commissioning. Photo: Royal Australian Navy

A good three months later, HMAS Stalwart was also able to confirm that it had mastered the RAS supply procedures in cooperation with the Anzac-class frigate HMAS Parramatta and was awarded the "Mission Ready" certificate. In addition, of course, all the other tasks required for sailing in a fleet formation had to be mastered. The commander then declared his unit "open for business" to the rest of the navy. Both ships were built by Navantia in Spain and are based on the Armada's Cantabria-class supply ship design.

Last but not least, at the beginning of July HMAS Supply demonstrated the functionality of the CIWS Phalanx (close-in weapon system) in a live-firing together with the "Canberra" and the Anzac frigate "Warramunga".

CIWS Phalanx on HMAS Supply. Photo: Royal Australian Navy

The eight MEKO 200 frigates of the Anzac class that have been in service with the RAN since 1996/2008 have been undergoing their "Anzac Midlife Capability Assurance Programme".

Australian Anzac-class frigate HMAS Arunta after modernisation. Photo: Royal Australian Navy

In this way, the frigates are to remain operational until the new Hunter-class frigates (Arrowhead design, BAE Systems Type 26) can take over their tasks from 2031 at the latest. HMAS Perth, Stuart, Arunta and Anzac were the first to receive their extensive modernisations. These are best recognised by the removal of the conventional Raytheon SPS49 antenna and the upwardly enlarged mast structure, which now also integrates the new digital air surveillance radar (phased array). Among others, Saab Australia and BAE Systems contributed to bringing various command, sensor and weapon systems within the ships up to the state of the art. At the end of April, HMAS Warramunga - for whatever reason called "Purple Pony" - became the fifth ship to return from the 18-month shipyard period and is now entering the functional certification and training phases to regain full operational capability.

See also the video: https://youtu.be/U_zSgWlXgas

Der Beitrag Royal Autralian Navy: Neues von „Down Under“ erschien zuerst auf marineforum.

When the President of the German Maritime Institute (DMI), Rear Admiral (ret.) Karsten Schneider concluded the DMI's 8th Maritime Colloquium with these words, it was possible to look back on a series of challenging presentations and panels. On 24 May 2022, maritime security experts gathered at the Atlantic Hotel Wilhelmshaven for the Topic: "The German Navy facing new tasks - new challenges - new capabilities?" arrived.

The organiser was supported by the German Navy's Operational Flotilla 2, the griephan information service, the German Naval Association, the German Armed Forces Association and the German Atlantic Society. It was the first face-to-face event since the outbreak of the pandemic and the first event following the DMI's move to its new office in Wilhelmshaven. The hall was fully booked and high-ranking representatives from business, politics and science had registered. DMI President Schneider opened the event and explained the choice of topics - the focus on the "Indo-Pacific" had been expanded to include "Ukraine" due to the war.

Siemtje Möller, Parliamentary State Secretary to the Federal Minister of Defence

No "brain death"

Siemtje MöllerParliamentary State Secretary to the Federal Minister of Defence, emphasised in her welcoming address the renewed solidarity within NATO, which is not "brain dead". The German Navy carries NATO "in its heart" and the Baltic Sea is now once again of strategic importance. Concentrating on national and alliance defence is now the priority, so the topic of the colloquium was "going in the right direction", said Möller.

Naval capital Wilhelmshaven

The deputy mayor of Wilhelmshaven, Gesche Marxfeld, conveyed the greetings of the Jade city to the international audience. She did not miss the opportunity to confidently refer to Wilhelmshaven as the "naval capital", even though Rostock may claim this title for itself.

Gesche Marxfeld, the deputy mayor of Wilhelmshaven

100 billion is not a panacea

Rear Admiral Jürgen zur Mühlen, Commander Operational Forces in the Naval Command, was the highest representative of the German Navy. In his intro, he made it clear that the war in Ukraine is being closely monitored by the Navy, in particular the activities of the Russian Navy in the Black Sea: he also briefly addressed the motivation of its soldiers and their ability to secure ships, before concluding his assessment of the Russian Navy's operational capability with the words "I can't express myself more clearly" and a reference to the fact that it has now been at sea for five months. He also emphasised that NATO does not have a "flatline", but can demonstrate its strength with a high level of operational readiness and presence in the Baltic Sea region. The capabilities for conventional deterrence and "cold start" must be strengthened and the focus must be placed on successful naval combat. According to zur Mühlen, the Baltic Sea is changing, the geography is changing, not least due to new partners, and the defence plan needs to be rethought. He described the navies of Sweden and Finland as highly professional. As expected, he addressed the 100 billion in special funds and the needs of the navy - a topic that was certainly of particular interest to the defence industry representatives present. The "100 billion is not a panacea", he said, but the priorities are clear: strengthening the existing fleet is important. He expects short-term effects through the procurement of ammunition, spare parts and the fulfilment of many small requirements. Strengthening the naval arsenal would make it possible to improve operational readiness in the short term and thus the ability to plan, operational training and the emotional and professional commitment of personnel to their weapon system. He answered the question about new capabilities, which he would prioritise, in the subjunctive and listed all of the navy's requirements, from the P-8A to the frigates 126 and 127 to U 212, combat boats, mine defence and auxiliary vehicles.

Niklas Granholm, Deputy Director Swedish Defence Agency

All navies in the Baltic must be future proof

Niklas GranholmDeputy Director Swedish Defence Agency, addressed geostrategic and geopolitical developments in the Baltic Sea region in his presentation, which was held in English. He focussed on Baltic maritime trade, critical infrastructure such as wind farms and pipelines as well as IT dependencies. He assessed the world's major navies from the perspective of the Swedish navy, in particular the American, Russian and Chinese navies. He then went on to discuss the capabilities of the German and Scandinavian navies. With regard to the Swedish navy, he said bluntly that its resources were too small to cover the entire coastline. He literally spoke of an "archipelago fleet". Finally, with a view to the threat, he emphasised that all navies must position themselves for the future.

The threat situation is deteriorating

Frigate captain Sebastian Hamann, a staff officer at the Mürwik Naval Academy, then turned his attention from the North Flank region to the Middle East and the Black Sea. He captivated the audience with a tour d'horizon of the various deployments in this region and his assessments of the future of the countries concerned, which he considered to be hopeless in parts at present. He also emphasised the Russian role in provoking migrations and pointed out the increasing importance of UNIFIL. This mission had undergone a significant change under German leadership - Flotilla Admiral Axel Schulz, last year's UNIFIL commander, was in the room. His bitter conclusion was that the economic situation will not improve and the general security and threat situation will deteriorate. The importance of the missions was still there.

Russia is fighting a global war

 Dr. Ian Ralby from the Atlantic Council joined us live to discuss the security situation in the Black Sea. He chose an unusual approach based on Russia's many false narratives. The country is a master of inventing narratives and thus triggers a "mental weaponisation" that has already been successfully planted in many people's minds. However, facts such as the sinking of the "Moskva", however ridiculous the arguments and explanations of the Russians may be, stand against this. And now the food supply is also being weaponised. Interestingly, Ralby sees 4 February as the starting point of the war. On that day, Putin was assured by China that the Middle Kingdom would act as a wholesaler for Russian energy and wheat. Russia may have failed strategically, but economically it had largely secured itself and there would be supply bottlenecks for years to come, according to Ralby. Sudan, for example, is suffering more from food shortages than from the civil war. His final point: if the Russians weaponise the judiciary, people's thinking and food, we should take up the fight for democracy - and continuously support Ukraine. Russia is waging a war with global implications and we should have a global response.

Dr Michael Paul, Senior Fellow at the Berlin Institute for International and Security Affairs

Bringing the Bundeswehr up to the level of the 21st century

Dr. Michael Paul, Senior Fellow at the Berlin-based German Institute for International and Security Affairs (SWP), focussed on the Indo-Pacific and described China's expansionist ambitions, from the Silk Road to the landfills in the South China Sea. China's brazen policies include restrictions on freedom of movement on the seas, illegal fishing and intimidation of neighbouring countries. The key democratic states (as he described the USA, Great Britain, Germany, Japan and Australia) should play a stronger role here. A European naval organisation would also send a clearer signal than a frigate. Turning to the Arctic and the northern flank region, he also emphasised the new German security policy role in Europe with regard to the changes on the northern flank. Germany should focus its security and defence policy on protecting the Baltic states and its contribution to NATO. The special fund of 100 billion euros was just the beginning of bringing the Bundeswehr up to the level of the 21st century.

Values don't matter

Participants in the 63rd Admiral Staff Officer Course at the German Armed Forces Command and Staff College presented their ideas on maritime strategy for the German Navy's operational areas. The corvette captains Benjamin Bachmann and Frederick Schmidt-Skipiol had chosen China's strategic thinking and striving for hegemony as their topic. With impressive facts and assessments of China's plan to become the global technology leader by 2049 and the mentality of the country in which, in their view, only their own interests count, they made it clear to the audience what challenges the strategic thinking of the Western world is facing. The two officers made the audience realise in an impressive way that our values, our social thinking and our system of rule-based order are completely the same as the small and elitist Chinese leadership cadre. With several recommendations for action for the German Navy, they made suggestions for bilateral and multilateral measures.

Karsten Schneider, retired Rear Admiral of the German Navy.

Some lessons learnt

In his closing remarks Karsten Schneider some insights:

The war in Ukraine took us in Germany by surprise, mainly because we didn't want to see the warning signs. We cannot afford such a denial of reality again in the future. Once the current armed conflict has ended and this flashpoint has cooled down somewhat, the earlier conflicts behind it will resurface. China remains the elephant in the room, and its course must also adapt to the lessons learnt from the Russian invasion. We have learnt a lot today about strategic narratives, how Russia and, incidentally, China are successfully spreading them.

 Strategy is therefore much more than a question of armed forces, but also, for example, Russian grain exports, the Chinese Silk Road project or grey zone operations.  The lack of strategic thinking in Germany is alarming, not only in politics, but in the entire politically active public, including the media and business, science and education. Strategy is not a supreme discipline in Germany.

With the outlook: "For the German Maritime Institute and its partners, there is still a lot to do" the DMI President concludes the event.

Text/Photos: H. Schlüter

Der Beitrag Strategie ist in Deutschland keine Königsdisziplin erschien zuerst auf marineforum.

In this 2.5-minute film, members and employees have their say and provide an overview of the MCN's work, objectives and topics. The Maritime Cluster Northern Germany (MCN) is a maritime industry network with more than 350 members in five northern German states. With its offices in Bremen, Hamburg, Mecklenburg-Western Pomerania, Lower Saxony and Schleswig-Holstein, the MCN is present in the north and cooperates closely with the players in the regions. This results in successful collaborations and innovative projects across federal states and sectors. The film gives interested parties the opportunity to gain insights into the Maritime Cluster Northern Germany in a compact form - and thus get to know us better.

Watch video now

Der Beitrag Das Maritime Cluster Norddeutschland (MCN) goes Bewegtbild erschien zuerst auf marineforum.

How maritime in character is the choice in Schleswig-Holstein?
Or rather, how strongly are theses with direct or indirect maritime significance represented in the parties' programmes? A look at what the Federal Agency for Civic Education (bpb) has to offer helps us here. Wahl-O-Mat online tool offers a decision-making aid for the state election. While sifting through the 38 opinion theses, we noticed the following questions, which have a maritime significance in the narrow or broadest sense:

Thesis no. 1 - "No further areas for wind turbines are to be designated in Schleswig-Holstein."

Thesis no. 5 - "Schleswig-Holstein should campaign for a permanent increase in German defence spending."

This yield does not seem particularly productive to us. An overview with the responses of the 16 parties to the Wahl-O-Mat theses can be found here as PDF.

What do the parties say?
Do maritime issues perhaps not play a special role in this election? As usual in this format, we took a look at the election programmes of the relevant parties represented in the state parliament. It turns out that the parties analysed address a wide range of maritime issues and also link these to a wide variety of social, political and economic topics. What a glance at the Wahl-O-Mat does not give us any idea of is that the range of information on offer is actually so extensive that it threatens to go beyond the scope of this format! For this reason, we would like to present a non-exhaustive selection of the main maritime content of the parties in Schleswig-Holstein here:

CDU
As a coastal state between the seas, we are the only federal state with harbours on the North Sea and Baltic Sea coasts. This special location coupled with our strong harbours also make up Schleswig-Holstein's locational advantages. Together with the Port of Hamburg, which is an employer for many people in Schleswig-Holstein, they form the backbone of our maritime economy. We want to strengthen them and position them in such a way that sustainable shipping is possible in the future. We are also focussing on sustainability with regard to our ports.

Schleswig-Holstein on water & air
We want to increase the proportion of shore power utilisation in our ports in future. Climate-neutral fuels, known as synthetic fuels or e- or green fuels, can make an important contribution to the sustainability of shipping if they themselves fulfil the sustainability criteria. We want to update the port development concept for implementation and focussed planning. We want to preserve currently unused infrastructure in port facilities, such as railway lines in particular, for future expansion where it makes sense.

In addition to their logistical functions, our ports also play a key role in passenger transport. We are committed to cruises, maritime coastal tourism and tourist RoRo shipping in Schleswig-Holstein. In order to maintain the attractiveness of the harbours, we want to support harbours in their tasks on the state side. We want to provide the right incentives by subsidising berthing fees for low-emission ships. A new generation of ships is about to be launched on the Baltic Sea: they are becoming larger in both length and width, have a greater draught and are equipped with environmentally friendly propulsion systems. We will therefore lobby the federal government to ensure that the fairway to and in our harbours is swiftly adapted to the new requirements.

As the world's busiest artificial waterway, the Kiel Canal is of immeasurable importance to the economy of Northern Europe. We have therefore always actively demanded and constructively supported the expansion of and investment in the lock chambers by the federal government. Various accidents have shown that repair work on the lock gates must be carried out even more quickly.

The planned gate repair dock in Brunsbüttel with berths for reserve gates should be realised swiftly by the federal government. At federal level, we will continue to work towards strengthening the canal's infrastructure. For us, this also includes increasing the water depth to 12 metres. We will also lobby the federal government in favour of climate-neutral ferries on the Kiel Canal and promote their use for the Elbe crossing.

We want to lobby the federal government to adjust the charging system for the Kiel Canal. Firstly, we want to link the charges to fuel prices. In this way, we want to ensure that the canal is no longer bypassed for economic reasons in future. Secondly, we want sustainable and environmentally friendly ship propulsion systems to be promoted. To this end, environmental rebates are to be introduced for low-emission drives. We have advocated the use of data-based assistance systems for the optimisation of lock access, and these should be introduced quickly. Import and export terminals for sustainable energy sources offer an excellent opportunity to strengthen Schleswig-Holstein as a business location with the production, processing and handling of renewable products. We want to drive this forward by supporting a multi-energy terminal. We are committed to the expansion of the Elbe-Lübeck Canal as the only access of the German inland waterway network to the Baltic Sea and will continue to work at federal level to ensure that the expansion plans are reliably implemented in the interests of strengthening the environmentally friendly inland waterway transport route.

Fishing & Angling
In the current difficult situation for our fisheries, it will be important to use the temporary and permanent set-aside premiums wisely in order to enable the remaining businesses to survive. Maintaining the infrastructure for fishing is of great importance here. Funding from the European Maritime, Fisheries and Aquaculture Fund (EMFAF) must also be used in a targeted manner, for example for selective fishing gear that prevents unwanted bycatch. This will also help fish stocks to recover.

In this respect, we want to preserve sustainable fishing - taking into account economic, ecological and social concerns. This includes raising consumer awareness of sustainable fishing in order to support local family-run coastal fisheries. This includes, in particular, crab fishing, the existence of which must not be jeopardised by the designation of further no-take zones in the Wadden Sea National Park. The interests of the fishing industry are taken into account in all projects and fishermen are involved in the dialogue process.

We are in favour of expanding and supporting the further development of aquaculture facilities, which can increasingly meet the demand for fish, but must not significantly harm the environment. Schleswig-Holstein is not only a state of fishermen and fisherwomen, but also a state of anglers. This is also an important pillar for tourism, which we strongly support. Naturally, species and animal protection must be taken into account. It is a well-established principle that people who kill vertebrate animals must be competent. This is why there are hunting tests, falconry tests and fishing licence training and tests. However, the holiday fishing licence and other exemptions currently allow untrained people to catch and kill fish without being able to identify the species and its protection status and without having learned how to handle, anaesthetise and kill it properly. Against this background, we are in favour of requiring every angler to provide proof of expertise, unless there is an objective reason to justify an exception.

German Armed Forces
The Bundeswehr belongs to Schleswig-Holstein like no other federal state. Bundeswehr bases, training grounds and visible units are located throughout the state. The German navy belongs in our harbours and also plays an important role for our federal state far into society. This becomes clear again and again every year during Kiel Week, for example.

 Our freedom and prosperity are and will remain dependent on stable internal and external security, especially as a coastal country. The Baltic Sea region in particular harbours diverse security policy potential, but also risks for which we must be prepared in the existing alliances. This requires the Bundeswehr to be adequately funded for its mission. For this reason, we are expressly committed to NATO's two per cent target.

As part of the fight against the consequences of the pandemic, the Bundeswehr in Schleswig-Holstein has provided us with considerable support with its soldiers, skills and medical facilities and is once again reliably on hand in the current difficult situation. This deserves our special recognition. This has shown unmistakably: The Bundeswehr is also helping us directly as the federal state of Schleswig-Holstein. The Bundeswehr units stationed in our state not only fulfil the security policy requirements of the federal government, but also ensure our own ability to act and react in disaster control and general crisis preparedness in the federal state of Schleswig-Holstein.

For us, the Bundeswehr must be publicly visible and we want to continue to be and remain attractive to members of the Bundeswehr and their families as a place to station, live and work. We are also committed to ensuring that political education in our schools and universities is fact-based and holistic. For us, this also includes imparting objective knowledge about national and international security policy contexts. Upon invitation, the youth officers of the Bundeswehr impart such knowledge in a reliable, appropriate, value-neutral and age-appropriate manner.

SPD
We will utilise the potential of our sea-locked Schleswig-Holstein. We support our shipyards and their suppliers. They are important employers for thousands of employees, part of our state's identity and must be preserved. With modern, environmentally friendly propulsion systems, they can make a major contribution to the clean organisation of global shipping. Climate protection will also be a driver for innovations for climate-neutral shipping. That is why we want to see greater promotion of alternative propulsion technologies in favour of more climate-friendly shipbuilding.

In addition, university research projects must be more closely interlinked with industry and the transfer of knowledge and technology between industry and universities must be promoted. We also know that one of the biggest customers for the shipyards in the state is the federal government. In the past, important orders and thus added value have not come to Schleswig-Holstein. We will prioritise industrial policy and strengthen our local shipyards. We are committed to naval shipbuilding, which includes shipyards and suppliers alike. At the same time, we clearly state that only those who respect co-determination and collective agreements deserve state support. Both must be taken into account when awarding contracts by the state and, above all, the federal government, as must the export restrictions on war material to crisis regions. Ship recycling can also represent attractive added value locally in the future.

We want to promote developments that digitalise Schleswig-Holstein's ports and make them more environmentally friendly. This is because the digitalisation of ports holds great potential for making maritime transport chains both more efficient and more flexible. In the international environment of the maritime industry, the digital networking of seaports also offers opportunities to improve efficiency and safety along the entire shipping route through the targeted exchange of information and data. Furthermore, the ports of Schleswig-Holstein are to become climate-neutral ports. We will therefore work with the port operators to develop and apply an ecological sustainability strategy with meaningful indicators. This essentially includes the use of shore-side electricity during harbour berthing times.

In the maritime industry in particular, we can utilise Schleswig-Holstein's advantages: short distances, a high density of companies in this sector, outstanding research and close networks. We must succeed in mapping the entire value chain from the idea to the realisation of innovative maritime business in our state. The newly founded TransMarTech, as a centre for marine transformation and technology, offers excellent starting conditions for this. In this sector in particular, we now need to bring companies even closer together so that they can support each other. Only together can we stand up to the global competition. We will therefore safeguard maritime vocational training and maritime further education and study programmes at technical colleges and universities in Schleswig-Holstein.

Strong waterways
Schleswig-Holstein needs a functioning waterway infrastructure and lively harbours. This is not only part of our identity, but also an economic strength. We need to invest in this infrastructure. While the coastal coalition was still in government, we succeeded in securing funding for the Kiel Canal and the expansion of the Elbe-Lübeck Canal.

It is also important to strengthen inland shipping in order to get more goods off the road and onto the water. A modern inland waterway vessel replaces up to 150 lorries. This means a considerable reduction in road congestion and transport is also more climate-friendly. The Elbe-Lübeck Canal is therefore of particular importance. Falling river levels due to increased heat are a threat to inland shipping. The use of autonomous or semi-autonomous steering systems could make it possible in future to use small ships with a shallower draught to counter this problem. Our ambition as a country is to lead the way in these developments. That is why we are also focussing on the use of sustainable propulsion technologies. This can also be a strength and future prospect for the technologically strong shipyards in our country.

We will implement an active port policy with the expansion of corresponding hinterland connections for seaports. In doing so, we are focussing on more port cooperation and want to take better account of the existing strengths of the port locations in funding practice. We want to intensify the representation of port interests at federal and EU level. The completion of the Fehmarnbelt Fixed Link offers opportunities and risks for our two Baltic Sea ports of Kiel and Lübeck. Lübeck in particular could become a hub for goods transport in northern and north-eastern Europe. However, the necessary infrastructural prerequisites must be created in good time. Greater utilisation of the North Polar route for freight transport also offers opportunities for Schleswig-Holstein's ports. We want to position ourselves now to become an important station on this potential new global freight transport axis.

Greens
Our coasts are there for everyone and open to all - but we must also ensure that they are protected. As a country between the seas, we have many opportunities, but also obligations to protect the seas and coasts, the climate and biodiversity. We want to coordinate the increasingly diverse demands on the seas in such a way that the populations of marine animals and seabirds stabilise, the pollution caused by nutrient inputs and marine litter is reduced to an ecologically acceptable level and we achieve good ecological status for the seas.

Wadden Sea National Park
In line with international conservation agreements, the EU's "Green Deal" and the state's biodiversity strategy, our aim is to improve marine conservation in Schleswig-Holstein's Baltic Sea. We want to strengthen the effective protection of species and habitats in existing and new protected areas. In order to achieve this, we are aiming to achieve zero exploitation by 2030, particularly in 20 per cent of the area of the Baltic Sea in Schleswig-Holstein. In addition, we want to initiate a dialogue on improving management measures in protected areas in the Baltic Sea region so that this unique natural area is even better protected in future. We want to cease all commercial use of at least 50 per cent of the area of the Schleswig-Holstein Wadden Sea National Park. In the foreland of the Schleswig-Holstein Wadden Sea National Park, the existing salt marsh management is to be maintained, leaving at least half of the area ungrazed and left to nature. We are planning to establish a new national park in the Baltic Sea.

We want to protect and develop the seagrass meadows in the North Sea and Baltic Sea in order to utilise their natural ability to bind CO2 for climate protection. We will consistently implement the European Water Framework Directive and the EU Marine Strategy Framework Directive, establish refuges and resting areas for marine species and make watercourses more accessible for migratory fish species. We support model projects for the restoration of the Schlei and the Flensburg Fjord. We are implementing the state government's general coastal protection plan and looking for innovative solutions for climate adaptation that safeguard natural processes and harmonise them with technical measures. For special features such as the compensatory coasts of the Baltic Sea, we want to work together with all stakeholders on the implementation of necessary measures for the future of the Baltic Sea coast as part of the "Baltic Sea Coast Strategy 2100" dialogue process that has already begun.

Making fishing sustainable
We recognise that regional artisanal fishing is a traditional economic sector in Schleswig-Holstein that is part of our identity as a coastal state. We want to make fishing in the North Sea and Baltic Sea fit for the future and at the same time achieve effective protection of sensitive areas in the Wadden Sea and coastal and marine areas. In addition to technical innovations, this requires more intensive coordination with conservation efforts and competing uses. This also includes phasing out bottom trawling, which is harmful to the climate and the environment, as quickly as possible and regulating gillnets in a way that protects nature. We want to orientate fisheries subsidies towards ecological marine use. We will support regional fishing businesses in the transition as well as in the development of alternatives through environmentally friendly tourism offers. Fishing quotas are to be determined on the basis of international research findings. Together with the government of Mecklenburg-Western Pomerania and the federal government, we will work out development perspectives for fishing in the event of serious long-term restrictions on catches. Endangered species must not be fished or targeted. An update of the aquaculture strategy will focus in particular on animal welfare, the feed base, the use of energy, water protection and marine conservation, as well as setting guidelines for the authorisation of aquaculture projects. We want to advocate in the Federal Council that at least 30 per cent of the exclusive economic zone be placed under strong protection, at least half of which should be a zero-use zone.

Litter in the sea
Plastic waste in lakes, watercourses and oceans is a global problem. In Schleswig-Holstein, we are promoting technical solutions to remove plastic residues and microplastics from compost, fermentation residues and other organic waste and wastewater. In the Bundesrat and at EU level, we are in favour of a plastic tax, the further tightening of the Biowaste Ordinance and the introduction of an EU Biowaste Directive to reduce the proportion of plastic in organic waste. We are in favour of a comprehensive ban on microplastics in cosmetics. A third of the waste in the North Sea and Baltic Sea comes from fishing. In international shipping and fisheries bodies, we are therefore calling for measures to prevent nets from being lost and drifting around for decades as "ghost nets". We will also work to promote measures to remove existing "ghost nets" from the sea. We support the efforts of the Ampel coalition in the federal government to ban so-called "dolly ropes" made of plastic and are campaigning for the use of environmentally friendly alternatives.

Ammunition in the sea
Around 1.6 million tonnes of World War II munitions and military waste are still lying on the seabed in the North Sea and Baltic Sea. They pose a considerable danger to people and the environment: fishermen find rusty bombs in their nets and the increasing decay releases highly toxic, sometimes carcinogenic substances such as TNT. These substances pollute the ecosystem, accumulate in fish and mussels and ultimately end up in our food chain. The munitions must be taken out of the sea! We support the Ampel coalition's plans to use the latest technology and salvage robots to create the conditions for environmentally friendly salvage as quickly as possible. We want to promote localisation and mapping as well as research and development into new salvage techniques in the country. We will support projects to monitor typical explosive compounds in order to gain further information about the dangers and enable the targeted and risk-adapted deployment of salvage capacities.

European marine protection policy
We are in favour of a European policy that matches Schleswig-Holstein's profile and potential. This includes an active marine protection policy. We must protect the oceans better together, not least because the oceans can make a major contribution to achieving the 1.5 degree target in the future. The increase in offshore renewable energy and the infrastructure that needs to be created for this to protect the climate requires significantly better coordination of all protection and utilisation issues at sea. We need a European "Blue Deal" that incorporates key aspects of energy production, fisheries, resource extraction, military security, marine pollution, shipping emissions, marine protection and biodiversity conservation. We are committed to ensuring that the objectives of the EU directives, which have so far been sectoral, are better harmonised and that the implementation of marine protection measures is accelerated.

We are calling for shipping to be included in emissions trading and to be supported by an EU innovation fund to cushion the costs of innovative forms of propulsion and projects for emission-free shipping. This should also be available for the conversion of fishing vessels. In addition, a reliable transition plan towards emission-free shipping with hydrogen-based fuels or alternative propulsion fuels such as wind power must be developed at European level. We want to reduce underwater noise. Fish and mammals suffer from noise from ship engines, construction noise in the sea such as drilling or pile driving, munitions blasting and sonar sound waves.

FDP
The FDP Schleswig-Holstein is committed to the realisation of the German-Danish Fehmarnbelt Fixed Link project of the century, which is of great importance for our federal state and will bring us new economic and cultural opportunities. It is an important European rail/road transport project that will significantly improve the connection between Central Europe and Scandinavia. We are in favour of an efficient Sund crossing and hinterland connection with noise protection measures that go beyond the law. We are committed to a fair dialogue with the project's critics and want to take advantage of the new opportunities, especially for Ostholstein and Lübeck. We are therefore committed to ensuring that sufficient commercial space is created along this central European transport axis. To this end, the route must be particularly emphasised in state and regional planning.

Harbours & Waterways
Schleswig-Holstein has a large number of harbours whose size and concepts vary greatly. We want to improve the transport links to the ports and also increase the use of freight transport. The federal government is generally responsible for our waterways. The Kiel Canal is of course of particular importance and must be modernised and expanded as quickly as possible. The federal government must pay particular attention to the renovation and modernisation of the bridges and locks as well as the Gieselau Canal and its lock. There must be no more condition-related cancellations here in the future. We are open to an extension of the Elbe-Lübeck Canal by the federal government. The necessary measures also include the categorisation of the Trave up to the inland ports in Lübeck as a 1st order federal waterway. We are open to the idea of the federal government upgrading the canal.

Marine, water and coastal protection
The protection of the most important foodstuff, water, is a fundamentally important task. Inputs must always be reduced where there is a risk, whereby the polluter pays principle applies. We will adhere to the existing general plan for wastewater and water protection. In the coming years, wastewater treatment will focus in particular on reducing trace substance loads and further improving nutrient loads from wastewater treatment plants as well as minimising substance inputs and hydraulic loads from precipitation water discharges. We will ensure the proper condition and function of the wastewater treatment plants in the long term in order to guarantee the best possible purification performance. Coastal protection will continue to be of particular importance in the coming years. Together with the local authorities, we will also develop flood concepts for inland rivers and include them in general planning. It is important to combine coastal protection, nature conservation and tourism in a sustainable way. To this end, we will, among other things, abolish the protection strip regulation in the State Nature Conservation Act.

Ammunition dumps & shipwrecks
There are around 1.6 million tonnes of munitions in the German part of the North Sea and Baltic Sea alone. As the containers continue to corrode, more and more toxic substances such as TNT, DNB and lead are being released into the sea. The contaminated sites must be removed within the next few years, as further decomposition of the steel bodies and the resulting release of the substances contained would cause significant damage to the Baltic Sea ecosystem. Due to the federal government's responsibility, the funds required for this must be made available by the federal government, and a comprehensive salvage concept must be developed with the affected federal states. Schleswig-Holstein has particular expertise, as leading players from science and industry are already based here. At the same time, we also see the removal of old munitions as an economic opportunity for our region. A clearance platform is required for salvage, the development of which has just been launched in Schleswig-Holstein. There are over 2500 shipwrecks off the German coast, most of which also date back to the world wars. The tanks of many ships still contain large quantities of oil today. The steel bodies of the tanks continue to corrode, meaning that large quantities of oil are in danger of leaking into the sea in the coming years. Rapid action is required to prevent damage to sensitive habitats such as the Wadden Sea. Pumping out the oil is only technically possible as long as the steel bodies are stable.

Bundeswehr in Schleswig-Holstein
The Bundeswehr is and remains an important partner and friend of our federal state, despite the reorganisation and restructuring of recent decades. The Bundeswehr units stationed in Schleswig-Holstein not only make a significant contribution to maintaining the security of our state, but are also a valuable partner for our entire federal state, not least during the coronavirus pandemic. We will continue our dialogue with the state command and the Bundeswehr units consistently and in a spirit of partnership. We will work to maintain and continue to operate the necessary infrastructure, in particular the on-site training areas, in order to continue to optimise training operations. We will advocate the stationing of drones at the military airbase in Jagel and will also campaign for a further expansion of aerial image analysis on site. We will also continue to utilise the Bundeswehr's public relations work, including the work of youth officers in schools.

South Schleswig Voters' Association (SSW)
We reject any further dumping of Hamburg harbour sludge in the North Sea. Other solutions must be found together. We also reject the Hamburg Senate's plans for a new Elbe silt landfill directly adjacent to the Schleswig-Holstein Wadden Sea National Park, as such a landfill would pose an environmental threat to the entire Wadden Sea UNESCO World Heritage Site.

We want a port industry in the region that goes beyond the normal cooperation between different regional ports. In global competition, the Port of Hamburg is dependent on co-operation with the other ports on the Elbe and the German Bight. Only in this way can the Port of Hamburg survive in global competition and keep existing jobs in northern Germany. We reject any further deepening of the Elbe up to the Port of Hamburg.

We want to further develop the national strategy for hydrogen. Research into the production and utilisation of green hydrogen must be massively intensified. The use of green hydrogen as an energy storage medium, as a fuel for lorries, buses or cars, in the conversion of district heating or for climate-friendly industrial processes is of great importance for Schleswig-Holstein.

 We don't want to produce hydrogen from fossil fuels in Schleswig-Holstein. We want to use our green electricity to produce green hydrogen.

We want coastal protection to be accorded greater importance in times of increasingly obvious climate change and the resulting severe weather disasters and for this to be reflected in the country's "General Plan for Coastal Protection".

Liquefied natural gas is a fossil fuel and therefore not an alternative for the energy transition. It is unsuitable as a bridging technology, as considerable quantities of methane can escape throughout the entire process chain, which has a greater impact on the climate than previous energy sources. In the case of LNG, it cannot be ruled out that it is gas obtained through fracking. Liquefied natural gas is increasingly being used in shipping to reduce pollutant emissions. Ultimately, however, liquefied natural gas is not a solution - we also need modern technologies and clean fuels in shipping that are completely emission-free.

We do not want the expansion of an LNG infrastructure in Schleswig-Holstein.

We want a turnaround in transport: This requires smart measures and transport projects. We need better approaches for road transport and, in particular, heavy goods transport. The shift of freight transport to rail or water infrastructure must be driven forward more consistently. [...] However, shifting freight transport is only as good as the rail infrastructure allows. In Schleswig-Holstein, not even 30 per cent of the railway lines are electrified, which puts Schleswig-Holstein at the bottom of the league nationwide. We must finally electrify the rail infrastructure.

We want to expand combined transport by rail and ship. This requires support for the efficient development of transhipment technologies with good rail links to our ports.

We want the Kiel Canal to be renovated and modernised quickly. This applies to the expansion, the locks, the ferries and their moorings. The staff of the Waterways and Shipping Authority must also be increased.

We want emissions from shipping to be reduced. To this end, alternative forms of propulsion should be increasingly utilised. In particular, hydrogen drives and synthetic or plant-based fuels should be focussed on.

We want shore power connections in the harbours to be expanded in order to reduce air pollutant and noise emissions during berthing times.

We do not want a pan-European state with a European central government, but a co-operating EU in which national and regional characteristics are taken into account just as appropriately and equally as social concerns and greater transparency. Schleswig-Holstein must continue to work towards this within the scope of its possibilities, including in the Committee of the Regions.

Without open internal borders in Europe, Schleswig-Holstein would quickly lose its role as the "hub of the north". This was made all too suddenly and painfully clear to us by the temporary border closures and controls in the course of combating the pandemic.

For Schleswig-Holstein as a "land between the seas", the North Sea and the Baltic Sea are equally important, which is why our EU and "foreign" policy is geared towards the specific development in Schleswig-Holstein and cooperation with our neighbours in the North Sea and Baltic Sea regions.

 Baltic Sea Strategy
Baltic Sea cooperation is an important part of European cooperation and takes place at various levels. We want the Baltic Sea region to strategically position itself as a cosmopolitan and peaceful region. This includes Schleswig-Holstein further expanding its role as a co-designer of Baltic Sea policy. We will concentrate our political activities on priority areas - in line with our special Schleswig-Holstein interests and competences.

North Sea co-operation
North Sea cooperation harbours an important strategic perspective for Schleswig-Holstein. We want the special cultural and historical relationships and personal contacts between the North Sea states to be cultivated and expanded.

 Fishing as a traditional profession
Fishing in Schleswig-Holstein is a traditional profession and is firmly established in many coastal towns. It is also an asset to the locations from a tourism perspective. We continue to advocate the preservation of traditional and sustainable fishing. Fishing must also take environmental and nature conservation concerns into account. Fishermen contribute to the protection of harbour porpoises and diving sea ducks on the basis of voluntary agreements. Nevertheless, the interests of the fishing industry must be safeguarded so that this sector does not disappear. The strict restrictions and quota regulations are the result of decades of misguided and misdirected EU fisheries policy that was not geared towards sustainability. Today, fishermen are subject to harsh quotas, some of which jeopardise their livelihoods.

Protect waters
Our water is a vital resource, which is why water protection must be further improved. Groundwater, surface waters and oceans are affected by various factors: Pharmaceutical residues, wastewater, pesticides, phosphate, nitrate, microplastics and nanoplastics can be found there. Despite stricter environmental standards, we continue to see deterioration in the various bodies of water. Some groundwater is also polluted by nutrient inputs. Water workers have been pointing out the problems with drinking water extraction for years. The example of the Schlei clearly illustrates the problems: increased nutrient inputs from surrounding areas, unwanted inputs from wastewater or soil contaminated by industry are polluting the water body. The integrated model project for the Schlei shows ways to improve the situation.

Economic policy
Schleswig-Holstein's economy is characterised by its small and medium-sized enterprises. We see this as a strength, especially against the backdrop of the coronavirus pandemic, as these companies are particularly flexible, innovative and specialised and therefore often more crisis-proof than large companies. We want to continue to support them in this. The state's strengths lie in renewable energies, the maritime industry, modern medical technology and the healthcare sector, as well as in the food industry and tourism. We want to create even better framework conditions in these areas and actively support the companies and businesses. Above all, we want to support them in the transformation towards greater climate protection. Because only in this way - and only together - can we create the conditions for a truly sustainable economy.

We want to further promote maritime research and the maritime industry cluster and establish them even more strongly as a brand for Schleswig-Holstein. This includes an active shipyard policy so that shipbuilding and the construction of maritime facilities in Schleswig-Holstein have a basis and jobs are preserved. Shipyards that want to produce low-emission ships, such as Flensburger Schiffbau-Gesellschaft (FSG), should be supported in their research and development.

Der Beitrag Maritimer Faktencheck – Landtagswahl Schleswig-Holstein 2022 erschien zuerst auf marineforum.

The media image is dominated by the Russian combat vehicles deployed in a horseshoe shape around eastern Ukraine. [...] Is the current threat posed by Moscow enough to awaken Berlin from its slumber, or will it fall back into old patterns once the crisis is over? How can these security requirements for Germany and Europe be financed against the backdrop of an overstretched defence budget and a strained federal budget? And are these efforts organisationally and fiscally feasible in view of the dramatic demographic development?

In the upcoming budget preparation, Berlin will show how seriously it takes Moscow's sabre-rattling in eastern Ukraine and its own military and security policy capabilities. [...]Talking about what needs to be done now also reveals what has not been done in recent years.

Security is precaution - Commentary on the Russian-Ukrainian crisis. Blog #meerverstehen, 18/02/2022.

Less sparkling wine?

We now know more - including that Chancellor Olaf Scholz is planning a special fund of €100 billion for the Bundeswehr. We will find out what the special fund will ultimately look like in budgetary terms in mid-May, when the budget law is due to be passed by the Bundestag. What the politically organised "shopping list" of the dimensions (formerly the armed forces) will look like at the end of the day is currently an ongoing process in Berlin. Hans-Uwe Mergener has thankfully summarised the wishes and requirements that could arise from the perspective of the German Navy in a current contribution explained.

There is still a lot of water flowing through the Kiel Canal until the politicians decide and the industry delivers the ships and boats ordered. Until then, what is the status of the German Navy's existing and incoming units? We read about the two projects K 130 and F 125 in the 14th Armaments Report of the BMVg:

Corvette class 130, 2nd batch
Range of services

The Class 130 corvettes are a key component of the navy's crisis response operations. Their main tasks are reconnaissance of the surface situation and maritime target engagement. The operational spectrum ranges from peacetime presence and military crisis management tasks to combat in marginal seas and weapons effects on land. The project will be used to procure a further five Class 130 corvette boats.

Significant changes

Boats 6 to 8 are being fitted out in Hamburg. In terms of shipbuilding, the boats are on schedule. The twelve-month "design freeze" for the deployment system requested by the K 130 consortium in September 2020 was implemented in order to ensure the delivery of the boats and the deployment/operational support centre with full functionalities of the deployment system, combined with a delivery delay of two months for boats 6 and 7.

An intensification of the existing risks to the deployment system is possible. The contractual implementation of the delay through the integration of the new framework schedule into an amendment to the construction contract is still pending. In September 2021, the further procedure and the corresponding proposals for the technical solutions were presented as part of a project review. These are now being analysed in detail after the concepts presented in March 2021 for integrating the deployment system and mitigating possible delivery delays in the area of hardware were rejected by the contracting authority (öAG) due to unacceptable timelines.

Project overview

• Development measured against the first parliamentary referral:
  Deviation from the next milestone "start of delivery": +9 months in 2023
  Deviation from the current estimate: € +311 million (+13 per cent)
• Development measured against the current contractual situation:
  Deviation from the next milestone "start of delivery": +2 months in 2023
  Share of performance improvement/change in the above-mentioned deviation: +€191 million (+61 per cent)

Status & development of the project

The K 130 2nd lot project is currently on schedule and within budget in accordance with the contractual basis. The close working relationship between öAG and the K 130 consortium with on-site project management at the headquarters of the K 130 consortium is having a very positive effect on project management. Furthermore, there are signs of a delay due to a delay in performance on the part of the FüWES consortium (KoFü) as part of the integration of the deployment system. It will not be possible to specify this precisely until the end of the fourth quarter of 2021 at the earliest. The öAG's obligations to cooperate, including in the review and approval of the technical documentation, require considerable human resources, which can only be provided in a project-compatible manner with the help of external support. The centre of gravity of the project has now shifted from Lemwerder to Hamburg, with three of the five boats currently being equipped.

 Overall planning categorisation

The Class 130 corvettes are an important operational asset in the context of marginal sea warfare. They are used both to combat sea targets and to provide joint tactical fire support for forces ashore. The additional procurement of five corvettes will help to reduce the individual operational loads of all corvettes and subsequently of the navy. In addition, the greatest possible degree of structural uniformity will reduce the technical, personnel and organisational costs in the areas of training and infrastructure ashore.

In view of the current funding lines, the decision to procure a further five corvettes (boats 11-15 to ensure operational availability while at the same time utilising the first batch) cannot be financed for the time being. In order to fulfil the national ambition of a total of ten corvettes, options for achieving this are now being examined as part of an overall planning consideration, which at the same time do justice to the uninterrupted use of the design status of the current production line of the 2nd batch.

Defence & alliance policy aspects & developments

German naval forces protect the territorial integrity of Germany and its allies. The ability to act at sea is a prerequisite for engagement in crisis management by seagoing forces and for ensuring secure supply routes. In addition, the Class 130 corvette is a key component of the Bundeswehr's international crisis management.

Defence industry aspects & developments
The follow-up procurement K 130 2nd lot expands the Navy's capability portfolio in terms of quantity and, to a limited extent, quality as part of the elimination of obsolescence. By commissioning the K 130 2nd lot, the defence capabilities in national surface warship construction have been consolidated as part of the necessary renewal of the fleet.

Effects on operational readiness

The key to material operational readiness lies in the timely establishment of supply readiness and the implementation of all necessary measures for the accreditation of the IT systems of the entire K 130 class. Failure to establish supply readiness, i.e. permanently restricted logistical operability, will foreseeably have a negative impact on material operational readiness and, like the lack of or restricted accreditation of the IT systems, will significantly restrict the operational usability of the corvettes.

Frigate class 125
Range of services

The Class 125 frigate (F 125) is designed to meet the changing operational requirements of the present and the future. Among other things, the F 125 should be able to carry out worldwide and long-term missions. The main tasks are to carry out maritime stabilisation operations (low and medium intensity), provide tactical fire support from sea to shore, act against asymmetric threats at sea, provide command and control capability at commander level (Commander Task Group [CTG]) and support special forces operations or specialised forces.

Due to the required intensive utilisation (i.e. two years in service; 5,000 operating hours per year; worldwide deployment; operational maintenance period standard [BEPN] 68 months; implementation of a two-crew concept), the maintenance of the ship and the equipment, combined with the requirement for a small crew size, is of great importance and new technical concepts are therefore also required in the area of platform design.

Significant changes

The first ship, the frigate Baden-Württemberg (BWG), began its maintenance work on 6 April 2021 after its first phase of use. This ends on 26/08/2022.

The second ship, frigate North Rhine-Westphalia (NRW), was commissioned on 10 June 2020 and ship three, frigate Saxony-Anhalt (SAH), on 17 May 2021.

The delivery date announced by the industry for the fourth and final ship, the frigate Rheinland-Pfalz (RHL), in mid-October 2021 had to be postponed due to the fact that the proofs of functionality had not been completed on several occasions. Delivery in December 2021 is primarily dependent on the fulfilment of the proofs of function, in particular the operational system, as well as a contractual agreement on services still owed and any remaining performance deficits.

Project overview

• Development measured against the first parliamentary referral:
  Deviation from the next "IOC" milestone: +70 months in 2021
  Deviation from the current estimate: + € 1.117 billion (+51 per cent)
• Development measured against the current contractual situation:
  Deviation from the next "IOC" milestone: +15 months in 2021
  Share of performance improvement/change in the above-mentioned deviation: + € 355 million (+32 per cent)

Status & development of the project

The delivery of ship 4, which is expected in December 2021, is highly risky due to outstanding evidence in the deployment system, the follow-up and rectification of all outstanding technical, commercial and contractual performance deficits as well as still outstanding contracts to establish operational readiness.

The scheduling, which is dominated by the block formation of measures, foreseeably reduces the possibilities of qualifying crews for deployment purposes.

 Overall planning categorisation

With the acceptance of the fourth and final ship, planned for this year, the capability build-up of the weapon system is progressing steadily. Due to the remaining limitations in the operational system and information security as well as the lack of operational testing (127mm artillery and missile firing), operational use will not be possible until 2023. From a planning perspective, the prompt elimination of these deficits has the highest priority in order to make the four units operationally available as quickly as possible.

Defence & alliance policy aspects & developments

Naval forces make a permanent contribution to maritime security in national and multinational organisations. The Class 125 frigate provides greater room for manoeuvre in terms of defence policy to counter crises and conflicts worldwide at their point of origin in order to prevent further escalation at an early stage. In addition, Germany is making an essential and visible contribution to the permanent NATO naval organisations with the F 125.

Defence industry aspects & developments

In addition to expanding the navy's range of capabilities, the F 125 offers the opportunity to demonstrate the technological capabilities of the German shipbuilding industry. Challenges exist for ship-based IT systems and their accreditation. The ongoing digitalisation of naval shipbuilding is creating a new development focus for the companies involved in the marketing of their products and their commercial success.

Effects on operational readiness

The key to material operational readiness lies in establishing supply readiness and implementing all necessary measures to accredit the IT systems of the Class 125 frigates. Failure to establish supply readiness, i.e. permanently restricted logistical operability, will foreseeably have a negative impact on material operational readiness and, like a lack of or restricted accreditation of the IT systems, will restrict the operational usability of the frigates.

Der Beitrag 14. Rüstungsbericht – K 130 & F 125 im Fokus erschien zuerst auf marineforum.