The steam-driven transport revolution of the late nineteenth and early twentieth centuries dramatically altered the geography of globalization, fuelling rapid urbanization at an unprecedented scale in port cities across the globe. Whereas global historians have primarily studied port cities because of their function in globe-spanning networks, this special issue explores the intersection of global and urban history from a socio-environmental perspective. Crucially, the contributions to this issue underline that the creation of port cities, and their social histories, must be understood in relation to local landscapes, both built and natural, and their transformations over time.

Between the 1770s and the 1870s, there were no fewer than eight attempts to establish colonial footholds along the coasts of Sabah, the northern quarter of Borneo. This article charts the history of these abortive settlements and, in doing so, subverts established narratives of colonialism and urbanization that usually centre on the British North Borneo Company from the 1880s. It argues that these settlements should be regarded as part of a persistent but sporadic struggle to colonize and control the shores of Sabah. Their repeated frustrations and failures reveal the ways in which coastlines imposed constraints on thalassocracies.

Excrements are slippery objects of historical inquiry. They are seldom nominated, often tiptoed around. Excreta are only apparently trifling matters, yet they bear the traces of events that could not be otherwise observed. They demand consideration of the mundane and seemingly apolitical dimension of everyday life. They show up in archival trickles that, if followed up seriously, point to what political and economic histories may have swiped out of plain view. Excrements in 1859–69 Port Said convey that the Suez Canal Company may not have been at all that concerned or effective in its management of public hygiene in the encampments and towns sprouting along the canal. The Egyptian government was similarly unimpactful, but tried to tackle some of the issues confronting booming towns in Egypt and elsewhere: planning flaws, ‘miasmatic effluvia’, desertic and acquatic dumpsters and a seemingly ever-growing volume of and proximity to trash.

A city must stand on stable ground for it to be a place of residence, sociability and peace. If so, the following is an exploration of how a city came to be in a wetland, with marshy ground, with an overflowing river, with stormy seas and with lowland liable to flooding. A wetland, the key ecology in what follows, was not easily urbanized. Indeed, in the late modern moment, taken in what follows simply as a shorthand to refer to the later nineteenth and early twentieth centuries, earth was dug, water was channelled, a river estuary was changed, reefs were affected, harbours were built and sea flow appeared to change. Yet, the manipulation of terrain of various kinds did not create a space which was a smooth site of connection and meeting for colonists and colonized. Rather, nature obstructed these fluid experiments of engineering in various ways. Simultaneously, the people who congregated at these sites forged new ways of considering their status in the ‘new imperial’ colony. The colonial reorganization of nature ran parallel with colonial attempts at arranging people; yet, both nature and people did not yield automatically to the hand of this new regime of modelling and segmenting environments in and around the sea and land.

Steam navigation in the 1850s and the Rubber Boom beginning in the 1890s connected the Amazonia to the world. This article studies Iquitos, a major riverine port city in Peru, to interrogate the kind of urban environmental regime produced by the contrast between the modernizing impulse of the rubber era and the conditions of the rainforest and the customs of its peoples. Studying urbanization as an eco-technical process that involves both the longue durée and contingent critical junctures reveals pervasive connections between social inequalities and environmental conditions. The long-term trajectory of Iquitos reveals a vicious cycle of urban inequalities and precarious urbanization.

From the shores of the Black Sea to the banks of the Mississippi River, more than mere distance separated the nineteenth-century port cities of Odessa and New Orleans. Although these ports emerged in distinct political and geographical settings, a comparative analysis reveals striking parallels between these two southern metropolises, each positioned at the territorial edge of continental empires. This article aims to examine the common challenges these cities encountered in their development, the factors that divided their cosmopolitan populations and how socio-environmental vulnerabilities contributed to their urban fragmentation.

The filling of the lagoons and creeks that framed the city and island of Lagos changed the relationship between people, power, land and the water at the turn of the nineteenth century. As elites in the city negotiated power with British colonial administrators, ordinary Lagosians pushed back against the measures that threatened to displace them and rewrite cultural space through the demands and logics of ‘slum clearance’ and anti-malarial campaigns. This article examines how these struggles over water, land and urban space were the catalysts for cultural change.

Nineteenth-century Calcutta was a premium port city and the nerve-centre of the British Empire’s commercial activities in South Asia. In many ways it was presented as a promising mercantile global metropolis – a symbol of efficiency, infrastructure and urban modernization – celebrated in contemporary colonial accounts and literature.1 However, looking beyond, it is possible to locate other perspectives that challenge the colonial narrative. Reading both against the grain of colonial archives and closely examining Indian accounts, this article highlights the gaps in its smooth functioning, and uncovers local practices that challenged metropolitan blueprints. As seen here, it was possible for the everyday city to pose a serious challenge to European – purportedly universal, and therefore global – models of urbanization implemented by the colonial government. Calcutta here emerges as much a product of its own social, cultural and natural environment, as that of global modernization regimes unleashed by colonialism, the legacy of which can be seen even today.

Examining the early post-colonial Beirut International Airport (BEY), we make two arguments. First, BEY had the potential to become the Middle East’s largest airport only because from the mid-1800s Beirut, which had a large maritime port, had been the Arab East’s global cultural, commercial, communications and transport hub, which created a path dependency. Second, BEY deepened Beirut’s regional-global role throughout the 1960s, making it an aero-city piggybacking on a port-city. We explore four dimensions. First, in urban planning, the government was exceptionally interventionist where BEY was concerned; second, BEY’s construction triggered sociopolitical conflicts; third, BEY intersected with Palestinian and Lebanese unskilled labour flows; and, finally, air-travel, including tourism, affected Beirut’s cityscape deeply yet unevenly.

This article re-examines the geography of late eighteenth- and early nineteenth-century Havana through the gendered lens of Black freedom and enslavement. The author uses fragmentary evidence surrounding the disappearance of Margarita, a young, enslaved girl in 1820s Havana, to suggest how the city’s African and African-descended residents navigated urban space in opposition to colonial design and function. In the process, the author suggests the ways in which the interventions of Black residents, influenced by the ecologies internal to the port, were pivotal to the production of urban space and the geographies of slavery.

Summarizing the key findings of this special issue, our conclusion embeds them into the long-term history of cities extending to our present age. Some of the cities treated in our special issue have since turned into megacities marked by environmental hazards and extreme socio-economic inequalities. Their combination invites rethinking the interdependence of natural, built and social environments in urban contexts in the longue durée. Interweaving nine case-studies of cities in different world regions, our special issue demonstrates that a sustained environmental focus and the longue durée approach enriches current scholarship on port cities, and also nurtures discussion on the long-term consequences of the coastalization of the world population, thereby contributing to the fields of global and imperial history as a whole.