The Managing Director of the Nigerian Ports Authority (NPA), Dr Abubakar Dantsoho, has called for stronger cybersecurity measures, regional intelligence sharing and common digital standards among African ports to prevent cyberattacks from disrupting trade, cargo movement and economic activities.
Dantsoho, who is also President of the Port Management Association of West and Central Africa (PMAWCA), warned that the growing adoption of digital technologies and artificial intelligence (AI) in port operations could expose African economies to significant disruptions if cybersecurity was not treated as an integral part of maritime security.
Speaking at the African Ports Conference in Casablanca, Morocco, on Tuesday, he said cyberattacks on port infrastructure had evolved beyond information technology challenges to become threats capable of interrupting international trade and undermining maritime supply chains.
He 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 for days.
“In July 2021, a cyberattack on Transnet forced South Africa’s container terminals to declare force majeure. In 2023, cyber incidents disrupted the Port of Nagoya and DP World terminals across Australia for days. These were not merely IT problems. They were interruptions to trade,” he said.
The NPA boss stressed that as African ports become increasingly interconnected through digital platforms, protecting operational systems, cargo information, revenue collection and data exchanges among stakeholders must become a priority.
“AI can help a port work more intelligently, but cybersecurity protects its ability to work at all,” Dantsoho said.
He warned that the growing interconnection of port authorities, government agencies, shipping companies, terminal operators and technology providers could create vulnerabilities if appropriate safeguards were not implemented.
He particularly cautioned against allowing digital platforms designed to simplify trade procedures to become single points of failure capable of disrupting entire port communities.
“A single window must not become a single point of failure,” he said.
Nigeria has advanced its port digitalisation efforts by implementing the National Single Window and a beta version of the Port Community System, initiatives intended to improve coordination among Customs, terminal operators, shipping lines, and regulatory agencies.
However, Dantsoho said the benefits of such platforms would depend on the ability of port authorities and their partners to protect them against cyber threats while ensuring that essential operations could continue during disruptions.
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He outlined five key measures for strengthening cybersecurity at Nigerian ports: integrating cyber protection into broader port security arrangements, separating operational technology from administrative networks, enforcing security requirements for connected partners, testing recovery systems and training personnel to recognise and report threats.
He said cybersecurity should receive the same level of attention as physical port security, with measures aligned with relevant International Ship and Port Facility Security (ISPS) requirements and International Maritime Organisation (IMO) standards.
“Treat cybersecurity as part of port security, alongside physical security and relevant ISPS and IMO requirements,” he said.
Dantsoho also called for clear separation between operational systems and administrative networks to prevent an attack on one system from 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.
He added that ports must maintain tested backups, rehearse recovery procedures and establish practical alternatives for sustaining operations when digital systems fail.
“A recovery plan is not proven because it exists. It is proven because it works,” he said.
The NPA managing director identified human capacity as another critical component of cybersecurity, noting that port employees must be equipped to recognise suspicious activities, report threats and respond appropriately to security incidents.
He said successful digital transformation depended not only on acquiring technology but also on developing the expertise and institutional discipline required to operate and protect it.
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 argued that the performance of smart ports should be measured by improvements in operational efficiency and economic outcomes rather than the volume of technology deployed.
“A smart African port is not defined by how much technology it buys. It is defined by the performance it delivers. How quickly are vessels served? How long does cargo remain? What does it cost to move a container? Are systems reliable, and is revenue properly accounted for?” he said.
According to him, AI applications could improve vessel arrival forecasts, berth planning and pilotage scheduling, reducing uncertainty and waiting times for vessels.
The technology could also integrate truck appointments with yard capacity and vessel schedules, enabling port gates, storage yards and quays to operate as a coordinated system rather than separate points of congestion.
On revenue assurance, he said AI could compare cargo declarations, actual cargo movements and applicable charges to identify inconsistencies for investigation without unnecessarily obstructing legitimate trade.
Other applications include targeted cargo-risk assessments, identifying unusual vessel behaviour and predictive maintenance to detect equipment deterioration before failures disrupt port operations.
However, he cautioned port authorities against adopting technology without clearly defined objectives and measurable outcomes.
“But every project needs discipline: a defined problem, a measurable target and an accountable owner.
“Prove the application before expanding it. And bring our people with us—pilots, engineers, crane operators, planners and revenue officers, with unions and operators engaged.
“The objective is not to replace professional judgement, but to strengthen it,” he said.
Highlighting Nigeria’s experience, Dantsoho said the country was laying the foundations for more efficient port operations through investments in digital coordination, infrastructure modernisation and improved traffic management.
He noted that the NPA oversees seven ports across Nigeria, from Lagos to Calabar, each with different infrastructure, cargo profiles and levels of digital maturity.
He said these differences required solutions tailored to the operational realities of individual ports rather than a uniform approach that ignored local requirements.
Dantsoho recalled that cargo previously remained at Lagos ports for as long as three weeks, while the Apapa access road, designed to accommodate approximately 2,400 trucks daily, carried more than 7,000 trucks.
The congestion undermined reliability, increased delays and diverted trade, highlighting the need for coordinated reforms across port infrastructure, transport corridors and digital systems.
He said the NPA first addressed fundamental operational challenges before moving towards more advanced technologies.
“The Eto electronic truck call-up system helped address corridor gridlock. This year, we went live with the National Single Window and a beta version of the Port Community System, advancing digital coordination among Customs, terminals, shipping lines and regulators,” he said.
According to him, Nigeria recorded encouraging improvements in port performance, with Tin Can Island Port ranking tenth and Apapa Port twelfth among the world’s most improved ports in the Container Port Performance Index 2025, released in June 2026.
He added that the country’s cargo throughput increased by 24.8 per cent to 129.3 million metric tonnes in 2025.
Although Nigeria’s port transformation remained a work in progress, Dantsoho said the experience demonstrated the importance of establishing reliable digital foundations before deploying AI on a wider scale.
“Our work is not complete. But the lesson is clear: digitalisation creates the information base; AI helps turn information into better decisions. We must build in that order,” he said.
The NPA is also implementing a $1 billion modernisation programme for Apapa and Tin Can Island ports, which Dantsoho said presented an opportunity to incorporate intelligent maintenance systems and secure digital infrastructure into the country’s port renewal efforts.
He stressed that cybersecurity should be integrated into infrastructure projects from the design stage rather than introduced after systems had been deployed.
The NPA managing director further argued that African ports could not effectively address cyber threats and operational inefficiencies through isolated national efforts because shipping routes, cargo corridors and maritime supply chains were interconnected.
He explained that disruptions at one port could affect other ports and inland destinations, particularly along major regional trade corridors.
“Along the Abidjan–Lagos corridor, a delayed vessel can affect its next call. Cargo destined for Niger, Chad or Mali depends on effective links between ports, corridors and borders.
“If we modernise in isolation, we risk replacing paper-based fragmentation with digital fragmentation,” he said.
As PMAWCA president, Dantsoho proposed four priorities for strengthening regional cooperation among member ports.
The first is sharing cyber threat intelligence through designated contacts, timely alerts and the exchange of lessons from security incidents.
The second is developing common data standards to enable different port platforms to exchange essential information, even where their underlying systems are not identical.
The third involves benchmarking port performance and strengthening professional training through regional cooperation.
He disclosed that the NPA had developed a port performance benchmarking framework in collaboration with the Port of Antwerp-Bruges and expressed the authority’s readiness to share its experience with other African ports.
The fourth priority is deeper engagement with technology suppliers and development partners to establish common requirements covering cybersecurity, interoperability, skills transfer and data sovereignty.
Dantsoho also proposed establishing a PMAWCA working group on artificial intelligence and data governance, with cybersecurity and digital resilience incorporated into its responsibilities.
He urged each member port to identify one high-impact AI pilot project supported by a baseline assessment, an accountable implementation team and measurable performance targets.
“I invite each member port to identify one high-impact AI pilot, with a baseline, an accountable team and a measurable target. Start with the problem—not the product,” he said.
He said progress on the proposed initiatives should be reported at PMAWCA’s next Annual Council in Sipopo, Malabo, adding that the NPA was prepared to share both its successes and the challenges encountered in Nigeria’s digital transformation.
Dantsoho also emphasised the need for clear rules governing the ownership, access, sharing and protection of port data as AI and interconnected digital platforms become more widely adopted.
He said port authorities must establish responsibilities for data management under concession agreements and ensure technology contracts promote interoperability rather than create unnecessary dependence on individual suppliers.
According to him, African countries must benefit from technological innovation while retaining the capacity to determine how their data is accessed, managed and protected.
“Data sovereignty does not mean isolation. It means benefiting from innovation while retaining the capacity to govern its use,” he said.
He added that trust was essential to effective information sharing among port authorities, regulators, terminal operators and other stakeholders.
“Without trust, institutions will not share information. Without shared information, the smart port remains an incomplete promise,” he said.
Dantsoho said the ultimate objective of digital transformation across African ports should be to improve operational reliability, reduce the cost of trade, strengthen security and ensure that technological investments deliver measurable economic benefits.
“The smart African port will not be judged by its dashboards.
“It will be judged by reliable vessel calls, shorter cargo dwell times, lower costs, secure systems and revenue properly accounted for.
“AI should help us anticipate and decide. Cybersecurity should help us protect and endure. Cooperation should help us advance together. Leadership must turn all three into results,” he said.
He urged African port authorities to work collectively towards building facilities that were not only more digital but also more dependable and secure, stressing that the continent’s smart-port future would require regional collaboration and the development of local capabilities.
“The smart African port will not be imported. We will build it together,” Dantsoho said.
