This article helps understand why locations close to strategic infrastructure to transport illegal drugs (seaports, airports, highways, and US ports of entry along the Mexico-US border) or to increase income (pipelines) experience different levels of violence due to DTOs operations. Our theory breaks down the impact of the geographical distance to these facilities on violence into two effects. The first effect is produced by the level of (violent) competition among DTOs, measured by the number of DTOs employing violence. We report that greater proximity to the U.S. ports of entry along the Mexico-US border, ports, and airports furthers the number of competitors, and such increase boosts violence. The second effect shapes the intensity of competition among DTOs. Reductions in the costs of excluding competing DTOs from using the facility could trigger greater confrontation among DTOs. We confirm the importance of this second effect in relation to ports and the U.S. ports of entry along the Mexico-US border.

The systematic protection of persons at sea remains flawed. This problem has become even more acute during the Covid-19 pandemic when port closures have caused an unprecedented humanitarian crisis at sea. This article looks at the impact of port closures on the rights of persons at sea and considers how international law can protect those rights. While persons at sea are afforded significant rights protections in international law, the rights and duties of States often clash, with the result that persons at sea can find themselves in something of a legal vacuum. In order to address this problem, this article argues that the various rights and duties of States must be interpreted and applied in a way that fully recognises the rights of persons at sea.

Ports have long been considered ‘high-risk’ areas for the introduction of non-native species (NNS) and should therefore be a focus of NNS monitoring. The industrial nature of active ports can, however, provide various problems when attempting to carry out monitoring programmes. Current methodologies designed to identify NNS and to describe fouling communities have not been developed specifically for use in active ports and can encounter a number of issues when used in these environments. Here, two surveys were developed and trialled within an active port in South Wales, UK, designed to describe fouling communities, identify NNS and overcome some of the major limitations to conducting surveys within ports. Over a 6-month period, fouling communities dominated by solitary ascidians developed in each survey. Seven NNS were identified, mostly species already recorded in the 1950s, including the Mediterranean crab Brachynotus sexdentatus, and the more recently introduced Japanese skeleton shrimp Caprella mutica. Each survey was evaluated independently with respect to key factors, including the ability to detect NNS and practical aspects of using these survey methods in an applied context. We conclude that whilst each survey can function independently, the use of both survey types in conjunction offers the most robust solution to identifying NNS and describing wider fouling communities within active ports. This research has implications for the future monitoring and management of NNS within UK ports.

Connections, circuits, webs, and networks: these are concepts that are overused in today's world histories. Working from a commitment to reflexive historicization, this paper points to one moment in the consolidation of these terms: the late nineteenth- and early twentieth-century visual politics of “new imperialism.” Utilizing photographs, engravings, postcards, letters, and colonial documents, the paper argues that connection was mesmerizing and can still mesmerize the historian. Being connected became possible because of visual and infrastructural projects that allowed the production and consumption of lines that literally cut sea and land. At a time of high empire, and in accordance with the dictates of Imperial Geography, particular locales or “nodes” were thus positioned in the “global.” To mount this critique of our language, the paper focuses on the infrastructural development of the port of Colombo, alongside the thinking of Halford Mackinder, the building of breakwaters in Colombo, the arrival of mass tourism, projections of capitalist improvement for the business of transshipment, and the use of the port by Indian laborers on their way to Ceylon's highland plantations. By attending to the place where connection is wrought, its material workings, and its traces in the visual, intellectual, and capitalist archive, it is argued that connectivity's forgettings and displacements come more forcefully into view. If connection had an evacuating character and could be so imperialist, what of its status in our writings?