Economic impact of National and Dulles Airports
Loudoun on edge as Dulles domestic travel plummets" and "40 billion reasons why MWAA's success is crucial to the region") about the airports, especially concern in Loudoun County about the decline in passenger traffic at Dulles.
The second article has a link to an economic impact study that the MWAA commissioned, which finds a $40 Billion annual economic impact, which is considerable.
I have some past pieces on the airports, focused more on transportation, but also mentioning that there is a gap in metropolitan and regional planning as it relates to the airports, how the Puget Sound Regional Council produced the Regional Airport Ground Access Plan and a suggestion that the Washington and Baltimore MPOs join together to do a joint airport planning study, using the Puget Sound study as an example.
-- More on transportation to DC area airports
-- More on airport-related transit
This piece is about the Silver Line and its real importance, not to connect to the airport, but to reposition Fairfax and Loudoun County real estate for the 21st century:
-- Short term vs. long term thinking: transit, the Washington Examiner, Fairfax/Loudoun Counties vs. DC.
Airports as hubs of economic activity: the aerotropolis. I wrote about aerotropoli here, "Aerotropoli and rethinking the scale of global mobility," and a recent Urbanophile piece on Brazil ("Is Brazil Still the Country of the Future?") makes the point that Brazil is poorly situated in terms of being a hub for global travel, especially to Asia, since the country is on the east side of South America.
Related to the new scale of airplane networks, the New York Times veas a piece on the massive airport at Dubai ("Dubai, Once a Humble Refueling Stop, Is Crossroad to the Globe."
Airport design. I came across a book on the creation of airports and airport design, called Naked Airports, and there has been many stories about how well-funded airlines in the Mideast, such as Emirates Airlines and Etihad Airlines and their creating international airlines networks by buying portions of otherwise funding-challenged companies ("Etihad's Network of Ailing Airlines Takes on Emirates," Businessweek).
And just this weekend, I came across a copy of a book on the history of airport design, called Naked Airports. It's not scintillating, but it is interesting, although so far it is more about the early history of the development of airlines. It does point out how European cities and nations figured out before the US that airports were "national" and regional "gateways," and so they treated airports with a greater level of design respect as a result.
Also, at first, there was the desire to make the airports majestic to ease people's concern about the potential danger of flying. On the other hand, after people flew a few times, this was less of an issue, and so it became less of an issue as it related to the design of airports.
I think more recent developments in airport design in terms of improving the customer experience ("Meeting room past the gates," "Premium-Class Airline Service, Long Before Boarding" and "The Multipurpose Airport," New York Times) and a renewed focus on managing passenger experiences offer insight into train station design, visitor wayfinding, and urban experience management.
Los Angeles Airport: light rail and inter-terminal service proposal. Interestingly, LAX just announced a proposal for a intra-airport shuttle system that would connect to a new light rail station ("Report urges new light-rail station, circulator train for LAX," Los Angeles Times).
-- Metro staff recommends new light rail station at Aviation/96th Street to connect to future LAX people mover, LA MTA blog
While some people wanted a light rail station directtly at the airport, comparable to how fixed rail transit service is provided to airports such as Baltimore, Chicago, Minneapolis, Philadelphia, Portland, Seattle, and Washington (among others), there was concern that tunneling would have created problems for the terminals and runways and that a single light rail station couldn't serve all nine of the airport's terminals.
Why isn't LaGuardia Airport in Queens served by an extension of the N/Q subway? It doesn't make sense to me that the subway hassn't been extended to serve LaGuardia (see "Revisiting an N train extension to Laguardia," Second Ave. Sagas) in New York City.
It's less than three miles from the end of the line to the Airport.