The increasing adoption of digital technologies and artificial intelligence (AI) in port operations could interrupt trade, disrupt cargo movement and undermine the reliability of maritime supply chains if cybersecurity is not treated as an integral part of maritime security.

The President of the Port Management Association of West and Central Africa (PMAWCA), Dr Abubakar Dantsoho, who gave this warning, also stated that the growing threat of cyberattacks to port operations, international trade and economic stability requires stronger cybersecurity measures, regional intelligence sharing and common digital standards across African ports.

Speaking at the African Ports Conference in Casablanca, Morocco, Dantsoho cited cyber incidents involving South Africa’s Transnet, the Port of Nagoya in Japan and DP World terminals in Australia as examples of how attacks on digital infrastructure could disrupt port operations and international commerce.

Recall that the Nigeria Customs Service (NCS) had suffered a cyber-attack on the B’Odogwu platform, where hackers hacked the system until it was resolved.

Dantsoho, who is also the Managing Director of the Nigerian Ports Authority (NPA), stressed that the digital transformation of African ports must be accompanied by adequate security arrangements to protect operational systems, cargo information, revenue collection and the exchange of data among port stakeholders.

According to him, although artificial intelligence can improve efficiency and decision-making, cybersecurity remains fundamental to ensuring that ports can continue to function during attempts to compromise their systems.

Dantsoho, who is the Vice President of the International Association of Ports and Harbours (IAPH) African Region, warned that the growing interconnection of port systems, government agencies, shipping companies, terminal operators and other service providers could create vulnerabilities if appropriate safeguards were not implemented.

Dantsoho particularly cautioned against allowing digital platforms designed to simplify trade procedures to become single points of failure capable of disrupting entire port communities.

Dantsoho said Nigeria’s National Single Window and the Port Community System would depend on the ability of port authorities and their partners to protect the systems from cyber threats while ensuring that essential operations could continue during disruptions.

He outlined five principles for strengthening cybersecurity at Nigerian ports, including integrating cyber protection into broader port security arrangements, separating operational technology from administrative networks, establishing security requirements for connected partners, testing recovery systems and training personnel to identify and report threats.

Dantsoho said cybersecurity should be treated with the same seriousness as physical port security, with measures aligned with relevant International Ship and Port Facility Security (ISPS) requirements and International Maritime Organisation (IMO) standards.

The NPA boss also called for a clear separation between operational systems and administrative networks to reduce the risk of an attack on one system spreading to critical port infrastructure.

He urged port authorities to ensure that terminal operators, technology providers and other connected partners complied with agreed cybersecurity standards.

Dantsoho added that ports must prepare tested backups, rehearse recovery procedures and establish practical alternatives for maintaining operations when digital systems fail.

Dantsoho emphasised that having a written recovery plan was insufficient without evidence that it could work under real operating conditions.

He further identified human capacity as an important component of cybersecurity, noting that port employees must be equipped to recognise suspicious activities, report threats and respond appropriately to security incidents.

Beyond cybersecurity, Dantsoho said artificial intelligence could help African ports address longstanding operational challenges, including vessel waiting times, cargo delays, inefficient truck movements, revenue leakages and unexpected equipment failures.

He also identified opportunities to integrate truck appointments with yard capacity and vessel schedules, allowing port gates, storage yards and quays to operate as a coordinated system instead of functioning as separate points of congestion.