Europe
German state prepares Deutsche Bahn and Lufthansa for war
War plans by the German Federal Ministry of Defence foresee a broader use of civilian logistics companies such as Deutsche Bahn or Lufthansa for transporting supplies to the front, training soldiers, and maintaining military equipment.
This information was published by the newspaper Handelsblatt. According to this, in the event of a war with Russia, the transport of NATO soldiers to the eastern front by Lufthansa aircraft is on the agenda.
It is stated that Lufthansa, which has been involved in the training of German Armed Forces (Bundeswehr) transport pilots since the 1960s, could also undertake the training of fighter jet pilots in the future.
Furthermore, the company Lufthansa Technik Defense will transform into a defence company by undertaking the maintenance and repair of the Bundeswehr’s fighter jets, helicopters, and maritime patrol aircraft in the future.
German Railways (Deutsche Bahn), on the other hand, has committed to providing flat wagons for the transport of tanks upon request. According to reports, German Railways is also in talks with the German Armed Forces regarding the conversion of ICE wagons into sleeping cars for the transport of the wounded.
The Bundeswehr always officially utilizes civilian logistics companies for the transport of military equipment, as well as personnel transport.
The Operational Command Command confirmed to the newspaper Handelsblatt that “outside of crisis areas,” this is “almost entirely” the case.
Even in crisis areas, private companies carry out a “significant portion” of German military transport. For this purpose, the Bundeswehr has signed numerous transport framework agreements.
For example, contracts have been signed with Deutsche Bahn (DB) and Schenker, a long-standing subsidiary of DB which has now been taken over by the Danish logistics company DSV, as well as with DHL, Hermes, and Kühne & Nagel.
Among the most important contractors in road transport is Transa, a subsidiary of DB Cargo in Offenbach.
According to the Operational Command Command, the Bundeswehr is 100% dependent on civilian companies for the sea and air transport of oversized and heavy materials. For air transport, it uses wide-body aircraft belonging to Ukraine’s Antonov Airlines, which depart from Halle/Leipzig airport.
For strategic sea transport, a cooperation agreement has been signed with Denmark’s DFDS Seaways. Under this agreement, DFDS Seaways must provide three RoRo (roll-on/roll-off) vessels within 15 to 30 days if required.
In land transport, the central role in the transport of military equipment belongs to the DB company. DB holds a 24.9% stake in BwFuhrparkService, a service provider for the Bundeswehr.
DB, which is currently transporting heavy military equipment for troops stationed in Lithuania, coordinates the planning and execution of rail transport 100% together with its subsidiary DB Cargo, according to information provided by a Bundeswehr officer.
Logistics experts argue that the German railway system is in very poor condition and that sufficient transport capacity cannot be provided in a war situation.
Considering this situation, a large part of the 500 billion euro special fund will be used for the renovation of the railway network. The CDU/CSU and SPD coalition agreement prioritizes the expansion of railways eastward, towards Poland and the Czech Republic.
DB Cargo committed to providing 343 flat wagons in the short term for the transport of tanks in 2023. Furthermore, the conversion of container wagons into flat wagons is also planned if needed.
According to reports, the Bundeswehr is also in talks with DB regarding the conversion of ICE wagons into sleeping cars for the transport of the wounded.
The Bundeswehr is making extensive plans to expand cooperation with Lufthansa. These plans are not limited to transport projects.
Observers note that Lufthansa played a role in the evacuation of thousands of people from Afghanistan in August 2021: While Bundeswehr transport aircraft took the evacuees from Kabul to Tashkent in Uzbekistan, Lufthansa undertook their transport from there to Germany. The German airline reportedly earned approximately 5 million euros for a total of 17 Lufthansa charter flights.
However, in a war situation, Lufthansa’s aircraft will not be needed solely for evacuation. It is also on the agenda for the airline, which is still officially civilian, to conduct flights to transport thousands, or even tens of thousands, of soldiers from Germany and possibly other NATO countries to a new eastern front should conflicts break out.
Whether there are enough pilots and other crew members available is also uncertain, and theoretically, they cannot be assigned to wartime duties.
According to some insider information obtained by Handelsblatt, there are some pilots with a background in the air force who might volunteer, but it remains uncertain whether this will be sufficient.
Beyond this, the issue of expanding military training provided by Lufthansa has also come up.
This is not new in principle. Since 1963, there has been cooperation between the German Armed Forces and the Lufthansa Civil Aviation School in Bremen, and military transport aircraft pilots are also trained at this school.
Lufthansa Aviation Training also trains German armed forces transport pilots in Phoenix, US, and in simulators near Munich airport.
The airline also began training German Armed Forces drone pilots in 2012; these pilots must first undergo normal pilot training to acquire general aviation knowledge.
Currently, it is being discussed whether Lufthansa will also enter the basic training of air force fighter jet pilots. The company’s CEO, Carsten Spohr, announced in March that “very interesting and positive discussions” had taken place on this matter in recent months.
Handelsblatt states that if this happens, fighter jet pilots will receive their basic training at Lufthansa; only “certification and military pilot training” will be carried out by the Air Force, and in this case, the Air Force’s burden will be significantly reduced.
Finally, Lufthansa is trying to get new orders from the Bundeswehr for its technical division. It has been undertaking the Bundeswehr’s flight services for over 60 years and specifically carries out maintenance and repair work.
The company management had decided to get more involved in military business in 2019. This plan gained further momentum with the federal government’s initial allocation of a 100 billion euro special fund.
To benefit from these and future military expenditures, Lufthansa Technik established a subsidiary named “Defense”. This entity is conducting talks with the German Armed Forces regarding potential orders for the maintenance and repair of the US F-35 fighter jet and the Boeing Chinook CH-47 transport helicopter. Both aircraft will be purchased by the German Armed Forces.
In addition, Lufthansa aims to win the maintenance and repair tender for the P-8 Poseidon maritime patrol aircraft to be delivered to the German Navy. It is stated that the aircraft is based on the civilian short and medium-range Boeing 737, for which Lufthansa Technik has extensive maintenance experience.
Furthermore, Boeing also transferred the maintenance and repair of the P-8 maritime patrol aircraft supplied by the New Zealand Armed Forces to the German consortium at the end of 2022.
Therefore, Lufthansa wants to enter the military business not only nationally but also internationally.
Europe
China’s critical mineral restrictions challenge EU defence expansion plans
The European Union’s plans to expand its defence capabilities are being hindered by China’s export controls and sales restrictions on critical raw materials.
In response, EU leaders are urging member states to accelerate efforts to diversify supply chains.
According to Nikkei Asia, the European Commission announced last week that it would propose new legislation requiring companies across the bloc to broaden their supplier base in an effort to address economic imbalances, although it did not explicitly name China.
The war in Ukraine and growing uncertainty over Washington’s security guarantees have pushed European governments to increase military spending and defence production.
At the same time, according to a report published in May by Joris Teer, a policy analyst at the European Union Institute for Security Studies (EUISS), China accounts for at least 70% of global mining or refining activity in 17 of the 34 materials classified as critical by the EU. Eight of those 34 materials are currently subject to Chinese export controls.
“China is undermining Europe’s rearmament efforts,” Teer wrote. “Simply by activating this tool, China has already increased its leverage and demonstrated both the capability and willingness to restrict supply whenever it chooses.”
The Aerospace, Security and Defence Industries Association of Europe also warned that geopolitical developments and intensifying global competition for critical raw materials are further underscoring the need to strengthen European supply chains.
The organisation represents more than 4,000 companies, including Britain’s BAE Systems, France’s Thales and Germany’s Rheinmetall.
European defence manufacturers are pursuing a range of strategies, including vertical integration, recycling, diversification and stockpiling.
Rheinmetall told Nikkei Asia that it has “no dependencies” and is “well prepared” regarding critical minerals.
A company spokesperson said: “Rheinmetall has stockpiled key raw materials sufficient for several years. We have also implemented IT systems that allow us to centrally monitor and precisely manage raw material consumption across the entire group.”
Analysts, however, caution that stockpiling alone will not be sufficient. Maria Shagina, a researcher at the International Institute for Strategic Studies, said: “Stockpiling serves as an important buffer against sudden disruptions, but on its own it is unlikely to mitigate structural damage over the long term.”
Shagina added that replacing the volume and diversity of critical minerals controlled by Beijing with alternative sources would take years.
In 2024, the EU enacted the European Critical Raw Materials Act, aimed at rebuilding domestic supply chains for such minerals.
The legislation sets 2030 targets for domestic extraction, processing and recycling while limiting dependence on any single third-country supplier to 65%.
A €3 billion ($3.5 billion) fund was established last year to accelerate strategic projects.
Nevertheless, the European Court of Auditors has noted that the 2030 targets are not legally binding and that the EU remains far from achieving them.
Industry groups argue that policy inconsistencies could further slow progress.
The Cobalt Institute, which represents a sector vital to jet engines, advanced batteries and defence alloys, warned that proposed EU chemicals regulations risk undermining the industry.
“Europe has one foot in and one foot out,” said Michael Blakeney, head of government and public affairs at the London-based institute. “It says the right things, but its actions are inconsistent.”
Europe’s efforts are unfolding alongside a more aggressive US strategy to secure critical mineral supply chains.
Shagina said:
“The US is investing more capital to secure and expand capacity, taking greater financial risks and, in some cases, acquiring equity stakes. Europe, by contrast, is generally more cautious, which places it at a relative disadvantage in the competition for critical minerals.”
In April, the EU signed an agreement with the United States to coordinate supplies of critical minerals. Although some member states initially resisted over concerns that the deal could weaken the bloc’s strategic autonomy, they authorised the Commission in early June to join the US-led “Pax Silica” initiative, which coordinates investment and export-control policies.
Teer urged Europe to use ongoing US-EU-Japan negotiations as the nucleus of a broader coalition aimed at making critical mineral production outside China financially viable through state support, minimum-price mechanisms and supply rules.
“Particularly important are countries that either produce raw materials or possess significant mineral deposits, such as Malaysia, the Democratic Republic of the Congo, Brazil and Indonesia, as well as countries like India with large pools of skilled labour,” he said.
Teer also argued that the EU should activate its Anti-Coercion Instrument, which allows the bloc to impose tariffs and restrictions in response to economic pressure on countries outside the union, in order to deter China from introducing further restrictions.
A European Commission spokesperson said the bloc had “long been aware of the risks associated with the EU’s dependence on critical raw materials.”
“The objective is clear: to anticipate disruptions early and reduce the EU’s vulnerabilities while strengthening our industrial and defence capacities,” the spokesperson said.
Europe
Four European countries move to make citizenship harder to obtain
European countries are increasingly tightening their citizenship rules. Most recently, the Norwegian government has drafted legislation that would raise the minimum residency requirement for citizenship from three years to seven.
The proposed amendments to the citizenship law were presented by the Ministry of Labour and Social Inclusion.
Under the draft legislation, stateless individuals born in Norway, as well as those who arrived in the country as children, would be required to reside in Norway for at least five years before becoming eligible for citizenship.
The government also plans to increase residency requirements for foreign nationals who are married to or cohabiting with Norwegian citizens.
Language requirements are set to become more demanding as well. The proposal would raise the required level of spoken Norwegian proficiency from A2 to B1. The new rules would apply to applicants aged between 18 and 67.
Commenting on the changes, Minister of Labour and Social Inclusion Kjersti Stenseng said: “Obtaining and holding Norwegian citizenship should be a privilege.”
The government argues that simplifying administrative procedures while simultaneously tightening eligibility criteria will help reduce the country’s large backlog of pending applications and shorten processing times.
Norway is the latest European country to announce revisions to its citizenship rules.
In Finland, the minimum residency requirement for citizenship was increased from five years to eight years on October 1, 2024.
The country also plans to introduce a mandatory citizenship test for applicants aged between 18 and 64 from the beginning of 2027.
Finnish Interior Minister Mari Rantanen said: “The introduction of a citizenship test is the final component of a comprehensive reform aimed at making citizenship requirements more stringent.”
Sweden has also approved a similar reform. Beginning in June 2026, the standard residency requirement for citizenship will increase from five years to eight years. Authorities are also introducing a financial self-sufficiency requirement for applicants and expanding the scope of security screenings.
Explaining the rationale behind the changes, Migration Minister Johan Forssell said: “It was possible to become a citizen after living in the country for five years without knowing a single word of Swedish, learning anything about Swedish society, or even having one’s own source of income.”
The most far-reaching changes have been implemented in Portugal. Portuguese President Antonio Jose Seguro has signed legislation raising the minimum residency requirement for citizenship from five years to 10 years.
For citizens of the European Union and the Community of Portuguese Language Countries, the requirement has been set at seven years.
The residency period will now be calculated from the date a residence permit is granted rather than from the date a citizenship application is submitted. The new rules will also affect the children of immigrants.
Previously, children could obtain citizenship one year after birth if their parents held residence permits. Under the new rules, at least one parent must have legally resided in the country for a minimum of five years.
The law also introduces a mandatory examination covering Portuguese history, culture, values and social structures.
Migration policies are tightening across the European Union as well. On June 17, the European Parliament approved legislation allowing irregular migrants whose asylum applications have been rejected but who cannot be returned to their countries of origin to be deported to third countries.
The new EU rules permit the establishment of migrant detention centres outside the bloc’s borders. African countries are reportedly among the options being discussed for such facilities.
Europe
SpaceX warns EU satellite spectrum plan could disrupt connectivity in Ukraine
SpaceX has sharply criticised a European Union plan to restrict access to satellite spectrum, arguing that the proposal risks degrading connectivity in Ukraine and disrupting emergency communications services.
In a document shared with European officials and reviewed by the Financial Times, SpaceX warned:
“This proposal significantly increases the likelihood that Europeans will be deprived of direct-to-device satellite services, or that new European operations will create global interference issues, including for emergency services such as those operating in Ukraine.”
In a proposal unveiled in May, the EU recommended reserving part of the spectrum band used for direct satellite-to-smartphone connectivity for European operators, thereby limiting the frequencies available to US and Chinese providers.
The 2 GHz frequency band in question is currently used by two US companies, Viasat and EchoStar.
SpaceX argued that the EU plan prioritises “an operator’s country of establishment over economic, technical and regulatory realities.”
When the proposal was announced, EU technology chief Henna Virkkunen defended the move, saying the bloc wanted to “increase European capacity in this sector.” She added that other parts of the frequency band would remain open to international operators, arguing that prioritising European providers was justified.
Other participants involved in discussions over the proposal said some EU officials were specifically seeking to limit Elon Musk’s Starlink satellite network.
Europe’s initiative follows a warning from Washington. In March, the US Federal Communications Commission (FCC) cautioned that it could take retaliatory measures if the EU chose to favour European satellite operators over alternatives such as Starlink.
At the time, FCC Chairman Brendan Carr told the Financial Times: “Some of the discussions in Europe regarding satellite sovereignty concern us. If Europe decides to move down that path, then, as you know, we will have to consider reciprocal measures.”
The European Commission’s proposal has not yet entered formal negotiations with EU member states or the European Parliament.
A source close to SpaceX said the company remained hopeful of influencing the outcome of the process, given concerns raised by both businesses and several European governments.
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