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Critics often mourn a loss of publicness in cities due to the increased presence of antiterror security zones and related behavioral and access controls, although recent work suggests that security landscapes have shifted from the hard, intense, militarized architecture of the late 1990s-early 2000s to a softer, less obtrusive approach more commonly seen today. Nonetheless, these studies are mostly anecdotal in nature: few studies attempt to back these claims with empirical evidence and even fewer connect this physical security imposition with the policies and plans governing its implementation and operation. In this paper I describe results of site visits to Civic Centers and Financial Districts in New York City, Los Angeles, and San Francisco. In each neighborhood I catalog security landscapes using a simple tool to assess the intensity, duration, and location of individual security zones. I find that the security landscape covers between 3.4% and 35.7% of publicly accessible space in the districts studied, and that this landscape is most prevalent and intense in New York City. I also find that security zones governed by multistakeholder networks are more intense and militarized than zones managed by a single entity. By understanding how the policies impact physical security, albeit in a relatively small sample of cities and districts, we can better predict what the future of urban security measures might hold. This paper provides empirical grounding to more common theoretical speculations regarding the future of the urban security landscape in the global West. [ABSTRACT FROM AUTHOR]

Abstract: This paper presents a detailed empirical description of airport connectivities in four major multiple airport cities (London, New York, Los Angeles, and San Francisco). Our analysis draws on data derived from a previously largely untapped information source, i.e. the so-called ‘Marketing Information Data Transfer’ (MIDT). This dataset contains information on actually flown transnational routes, which allows for a thorough assessment of the chief connectivity characteristics of specific airports. Combined with information derived from a number of other sources, our results point to functional divisions among airports, both in terms of their geographical scale (e.g. national, regional, and international airports) and their specific role in the airline network (e.g. origin/destination versus hub airports). The implications of the results are discussed, and some avenues for future research are considered. [Copyright &y& Elsevier]