Maritime ports authorize customs clearance and are involved in regulatory checks, ensuring compliance with national and international law. Ports perform most of these functions digitally. Maritime ports are now under serious threat of malicious cyberattacks that can disrupt and compromise port operations worldwide.

Industry is deeply interconnected, and a cyberattack on one major port can send shockwaves through global trade networks. Consider a scenario where a major port, responsible for handling millions of cargo containers, suddenly halts operations due to a cyberattack. Cranes freeze, logistics systems collapse, and cargo ships are left stranded at sea. This is not a hypothetical scenario; it is a real and escalating threat to global trade.

The maritime industry, long seen as the backbone of international commerce, now faces an urgent cybersecurity crisis. Ports are no longer just about cranes and cargo; they have evolved into digital ecosystems reliant on interconnected networks, automation, and artificial intelligence. As ports become smarter, they are also becoming more vulnerable. Cybercriminals are increasingly exploiting these vulnerabilities, causing financial losses, operational disruptions, and even national security risks.

Maritime cyberattacks are no longer rare occurrences, they are becoming alarmingly frequent. In 2023, a ransomware attack crippled more than 1,000 vessels by targeting a software provider used across the shipping industry. The attack forced the shipping industry to shut down its ShipManager system, affecting global supply chains. A year earlier, the Port of Lisbon suffered a cyberattack that took its website offline for days, with the ransomware group LockBit claiming responsibility and alleging that it had stolen financial reports, contracts, and ship logs.

In Germany, a 2022 cyberattack on two oil companies disrupted fuel shipments, forcing Shell to reroute supplies and exposing the vulnerabilities of critical maritime infrastructure. The 2017 NotPetya ransomware attack, which paralyzed Maersk and caused an estimated $300 million in damage, remains one of the most devastating cyberattacks in shipping history.

Ports are among the most attractive targets for cybercriminals. The motives behind these attacks vary as some hackers seek financial gain, while others aim to steal sensitive trade-related data, and some may even use cyberattacks as part of hybrid warfare.

The economic consequences are staggering, from ransom payments and insurance hikes to delays that can ripple across global supply chains. Beyond financial losses, cyber threats to ports pose serious security risks. For example, a well-coordinated cyberattack on a major port could disrupt military logistics, cripple trade networks, or even manipulate cargo data to facilitate smuggling and illicit trade.

Hackers carry the potential for unauthorized intrusion into ports’ digital networks and interrupt ports’ routine operation through malicious software attacks. The workforce involved in port management may be trapped into revealing sensitive data by clicking on malicious links. The hackers can also disrupt digital networks that regulate critical port infrastructure, such as cranes, pumps, and valves. Supervisory control and data acquisition (SCADA) systems can come under cyber threats disrupting routine functions. Nonstandard computing hardware like sensors, actuators, or appliances that transmit data from the network wirelessly are vulnerable to data theft.

Hackers can steal data such as cargo manifests, crew information, and financial records. They can also manipulate data, such as altering cargo manifests, or manipulate navigation systems. Hackers can also steal intellectual property, such as trade secrets or proprietary software.

Another pressing issue is supply-chain security. Ports rely on a complex web of third-party vendors for logistics, software, and cargo management. If one vendor is compromised, the entire port system could be at risk.

Hackers can also use unmanned aerial vehicles (UAVs) for surveillance means or to attack port infrastructure, such as damaging equipment or disrupting power supplies. Ports may be exposed to cyberattacks through third-party suppliers, such as logistics providers or maintenance contractors. Ports may be exposed to cyberattacks through cargo and containers, which may contain malicious devices or software.

Cybersecurity in the maritime sector is often treated as an afterthought. Many ports still operate with outdated software and weak security protocols, making them easy targets. Given the critical role of ports in the global economy, the widening cybersecurity gap is a growing challenge. Strengthening port security necessitates urgent regulatory mechanisms, some of which are proposed below.

Regulatory Mechanisms

To mitigate the growing cyber threat, ports should adopt internationally recognized cybersecurity frameworks. First, ports should adhere to the rules and protocols of the International Maritime Organization’s (IMO) Maritime Cyber Risk Management Guidelines, the National Institute of Standards and Technology (NIST) Cybersecurity Framework, and ISO 27001 standards. Implementing these frameworks will help establish clear security protocols and ensure that ports are prepared to defend against cyberattacks.

Second, network security should be reinforced by segmenting information technology (IT) and operational technology (OT) systems, preventing malware from spreading across critical infrastructure. Regular penetration testing and vulnerability assessments can further identify weak points before attackers do.

Third, investing in cybersecurity training for port workers is equally crucial. Many cyberattacks exploit human error—phishing e-mails, weak passwords, and social engineering attacks remain among the most common entry points for hackers. A well-trained workforce can serve as the first line of defense against these threats.

Fourth, leveraging artificial intelligence and machine learning for threat detection can enhance ports’ ability to identify cyber risks before they escalate into full-scale attacks. Artificial intelligence (AI)–led systems can monitor network activity in real time, flagging suspicious behavior and predicting potential breaches before they happen. In this regard, the strict security assessments of third-party vendors and blockchain-based cargo tracking can enhance transparency and reduce the risk of supply-chain cyberattacks.

Fifth, beyond prevention, ports should also be prepared to respond effectively to cyber incidents. For this, establishing cyber incident response teams (CIRT) can ensure that ports have trained professionals ready to mitigate and recover from cyberattacks swiftly.

Sixth, regular cyber drills and crisis simulations should be conducted to test response plans. This ensures that when an attack occurs, the damage is minimized, and recovery is swift.

Seventh, international collaboration to deal with these threats is essential. Governments, port authorities, and private stakeholders should work together to share intelligence, standardize security protocols, and invest in collective defense mechanisms.

Public-private partnerships can play a key role in funding advanced cybersecurity infrastructure, while international regulatory bodies like the IMO must enforce stricter cybersecurity mandates across the industry. Finally, as ports transition into smart ports, powered by the internet of things (IoT), AI, and automation, cybersecurity should be at the forefront of maritime security strategies. Emerging technologies like quantum computing and zero trust architecture will play a crucial role in strengthening digital defenses, but ports should remain vigilant. The very technologies designed to enhance security could also introduce new vulnerabilities if not properly managed.

Cybersecurity is no longer just a technical issue; it is a fundamental pillar of modern port management. If cybersecurity continues to be treated as an afterthought, the next major cyberattack could bring global trade to a standstill. Ports are the lifelines of the world economy, and securing them is not just about protecting data, it is about safeguarding the stability of international commerce and national security.

Maryyum Masood is working as a Research Officer & Associate Editor at the Center for International Strategic Studies (CISS) Islamabad. She is an MPhil scholar in the Department of Strategic Studies at the National Defense University (NDU) Islamabad.

Rizwana Abbasi is an Associate Professor of Security Studies at the National University of Modern Languages, Islamabad, a non-resident Fellow of the Center for International Strategic Studies (CISS), Islamabad, and a Visiting Fellow at the Central European University of Austria.

Cybersecurity Framework for Maritime Port Management was originally published on Global Security Review.

One example is instructive. The rate at which aircraft locations are electronically manipulated, “spoofed,” increased 500 percent in the first three quarters of 2024. An average of 1,500 flights a day were impacted by the beginning of September. In a recent survey of almost 2,000 flight crew members, 70 percent described their concerns about the impact on aviation safety as either “very high” or “extreme.”

The world depends upon signals from GPS and other global navigation satellite systems (GNSS) to underpin virtually every technology. Yet the essential positioning, navigation, and timing (PNT) service they provide is incredibly vulnerable.

Weak and Vulnerable Signals

These signals from space are, of necessity, very weak. The sun shining produces stronger radio signals than a GPS satellite. Yet, through a miracle of technology, receivers on earth can find coded signals in the radio noise floor, decipher them, and tell Americans where they are and the exact time.

Exceptionally weak signals mean that almost any interference on the right frequency can prevent them from getting through. For less than ten dollars, delivery drivers looking to electronically hide from their employers, people worried about being tracked by their spouse or the government, and bad actors wanting to disable receivers can buy a GPS “jammer” from any number of internet vendors. Such sales are illegal in most countries, as is the use of such devices. However, enforcement is almost always lax or nonexistent.

Keep in mind, signal specifications were made public as part of GPS becoming America’s “gift to the world,” with the US government encouraging GPS’s broad use. Other GNSS operators did the same.

While incredibly successful in promoting the wide adoption of signals, it has also facilitated spoofing. Compounding the problem, advances in digital technology brought inexpensive software-defined transmitters into the world. Now, for a few hundred dollars, a reasonably sophisticated hobbyist can easily imitate GPS and other satellite navigation signals.

The necessity of PNT services for everyday life and over-reliance on GPS/GNSS for PNT makes the vulnerability of signals to denial and imitation a primary weapon in conflicts around the globe.

This impacts millions of those not involved in these conflicts because any receiver within line-of-sight of the interfering transmitter can be affected. Thus, cell phone systems in Finland are degraded by drone defenses in St. Petersburg. First responders across the Middle East must use paper maps because of ongoing conflicts. Ships and aircraft, hundreds of miles from military actions, lose their navigation and collision avoidance systems. Given the number of conflicts around the planet, many regions of the world are adversely affected.

To date, appeals by international maritime and aviation professional organizations have failed to make an impact on the problem. The same is true for resolutions by the United Nation’s International Maritime Organization and International Civil Aviation Organization. The International Telecommunications Union (ITU), which seems to have the principal jurisdiction for this, is proving similarly ineffective.

At its World Radio Conference in December 2023, ITU delegates approved what, at first glance, appears to be a strong resolution enjoining member states to refrain from interfering with GNSS signals. The only way the resolution could pass was with an exception allowing interference “for security or defense purposes.” It is hard to imagine any other reason for which a state would disrupt signals.

Despite the failures of international diplomacy to mitigate this growing problem, there is likely a path for it to be much more successful. Attacks on GPS and other GNSS signals are useful only because most nations and systems over-depend on them with few alternatives.

Fortunately, many countries are actively considering establishing robust and resilient terrestrial PNT systems to complement signals from space. These can provide GPS-like information, but do not have common vulnerabilities and failure modes with GNSS.

The US Department of Transportation, the lead in America for civil PNT issues, said that intelligently using a combination of independent signals from space, terrestrial broadcast, and fiber cable can be the foundation of a resilient national PNT architecture.

Establishing such a system of systems will not make the services invulnerable. However, it will make them hard enough to disrupt so that antagonists will look elsewhere for opportunities to create mischief. Some nations are already taking significant steps toward achieving such resilience.

South Korea and Saudi Arabia field high-power terrestrial systems that provide PNT. The United Kingdom fields a partial system and seems poised to expand it, as well as a deployable capability. Much of Russia is also served by such a system.

China has the world’s most complete and advanced resilient PNT architecture. It includes three constellations of satellites in different orbital planes, an extensive terrestrial broadcast system, and a 20,000-kilometer fiber timing network with 295 “timing stations.”

Yet much of the world remains vulnerable to disruption. Those who interfere are therefore incentivized.

International diplomacy, in the form of the United Nations, can help improve the inevitable transition to resilient PNT by encouraging states to implement sovereign terrestrial systems. These systems will complement and cooperate with GNSS, while also operating independently.

As part of this effort, international standards can be developed to ensure aircraft, ships, and vehicles are able to seamlessly transit between nations. Technical assistance can be provided to nations with little local expertise in the field.

These efforts will greatly reduce the incentive to interfere with GNSS, thereby making it safer and more reliable. It will also reinforce the sovereignty and security of every involved nation.

The alternative is to continue down the path of increasing interference and increasing risk to life and property. Safety margins are already impacted. Ships are already colliding, and passenger aircraft are nearly straying, unannounced, into hostile airspace, all because of spoofing. It is only a matter of time before the world witnesses an avoidable tragedy.

The international community, perhaps in the form of a United Nations task force, must intervene to protect these fragile signals from space and disincentivize future disruptions.

Safer and more reliable signals from space and resilient sovereign terrestrial PNT are in the long-term interest of every nation. Diplomatic efforts must illuminate that shared interest bring parties together and nurture progress for everyone’s benefit.

Dana A. Goward is President of the Resilient Navigation and Timing Foundation, www.RNTFnd.org, an educational and scientific charity. He is a member of the president’s National Space-based Positioning, Navigation, and Timing Advisory Board and formerly served as the maritime navigation authority for the United States. Views expressed in this article are the author’s own. 

How Diplomacy Can Save GPS was originally published on Global Security Review.