IARO Upcoming Events - Brussels and Hong Kong
IARO’s forthcoming programme offers two important opportunities for members to meet, share expertise and promote airport-rail connectivity internationally.
The IARO 2026 Air-Rail Conference and Networking Meeting, hosted by Brussels Airport on 7-8 October, will combine site visits, presentations and panel discussions on high-speed rail connections, technology and systems integration, and airport design and development. Participation is free for IARO members, although advance registration is essential.
Registration Available HERE (www.eventbrite.co.uk/e/iaro-2026-member…)
IARO will then participate in Super Terminal Expo, Hong Kong, from 3-5 November. On Wednesday 4 November, IARO will organise a 90-minute Air-Rail Forum featuring presentations and a moderated panel discussion on airport-rail links. Members interested in speaking or joining the panel should contact Patrick at patrick@iaro.com (mailto:patrick@iaro.com) . IARO will also have an exhibition stand, available as a meeting point for members and stakeholders, helping raise the profile of airport-rail connectivity within the international airport and transport community.
Chicago: O’Hare Flyer unveiled as 15-minute Airport Express for Chicago
A privately financed $2.25 billion airport rail project connecting downtown Chicago with O’Hare International Airport in just 15 minutes, using battery-electric trains and largely existing freight railway rights-of-way, has been announced.
Plans have been formally unveiled for the O’Hare Flyer, an ambitious airport express rail project which will transform journeys between downtown Chicago and O’Hare International Airport and provide the United States with its first dedicated airport express train.
The project, which has been under development for several years, proposes a 15-minute non-stop journey between downtown Chicago and O’Hare, with trains operating every 15 minutes. The objective is to bring the service into operation within approximately five years.
Of particular interest to IARO members is the involvement of Mark Walbrun, a long-time IARO member and experienced railroad and airport engineer, who is a founder and Chief Engineering Officer of the O’Hare Flyer project.
“O’Hare Flyer will build on Chicago’s heritage as America’s rail capital and center of innovation. By combining three existing but underused freight rights-of-way into a dedicated express rail service, we will create the best airport transportation experience in America – and one of the best in the world.”
Using existing railway infrastructure
One of the most significant features of the proposal is its extensive use of existing railway infrastructure.
The O’Hare Flyer would leave downtown Chicago from a dedicated station close to the historic Old Post Office, before travelling west along existing, largely grade-separated freight railway corridors.
The route would use rights-of-way owned by three Class I freight railroads – CSX, Canadian National and Union Pacific. O’Hare Flyer has already reached agreement on terms with CSX, memorialised in a Letter of Intent, and discussions are progressing with the other railway companies.
Between Oak Park and Maywood, the route would turn north towards O’Hare. Most of the journey would therefore make use of existing railway corridors, with significant new infrastructure required only on the final section approaching the airport.
Close to O’Hare, approximately the final two kilometres would require new track infrastructure. Current plans envisage elevated concrete supports carrying the trains into the airport terminal area, providing direct access to the airport’s future Terminal 2/global terminal complex, as well as connections with the existing terminal system.
The downtown terminus would also provide convenient interchange with Chicago’s wider transport network. Proposals include improved covered pedestrian connections towards Chicago Union Station, as well as better integration with the CTA Blue Line.
Battery-electric trains
The service would use battery-electric trains carrying up to approximately 450 passengers, providing a quiet and emissions-free journey.
The O’Hare Flyer trains will be battery-electric powered
The trains would operate on continuous rail and recharge at the downtown terminus and at the O’Hare station.
Designed specifically around the needs of air passengers, they would feature comfortable seating, extensive luggage provision and what the project describes as a “concierge-level” passenger experience.
“O’Hare Flyer will connect our world-class downtown with our world-class airport in fifteen minutes,” said Founder and Chief Executive Officer Dave Lundy. “This is a first-of-its-kind express train in the U.S. and will give Chicago a safe, reliable, world-class rider experience on a fast, whisper-quiet battery-electric train.”
Interior of the new trains
Privately financed project
Another important element is the proposed financing model. O’Hare Flyer is being promoted as a private venture rather than a publicly subsidised transit project, with private investors expected to provide the capital. The project is not seeking funding that would otherwise be allocated to Chicago's existing public transport operators such as CTA or Metra, although federal Railroad Rehabilitation and Improvement Financing loan mechanisms may form part of the financing structure.
The development team believes this approach could allow the project to move more quickly while avoiding competition with existing public transport investment programmes. A substantial Chicago-based project team has already been assembled, involving engineering, architecture, legal, planning, design, financial and communications specialists.
The developers are also working with organised labour and local contractors. Discussions are under way on a Project Labor Agreement with the Chicago and Cook County Building and Construction Trades Council, with the project team emphasising its intention that construction should generate employment and economic benefits across the region.
A different market from the Blue Line
The O’Hare Flyer is not intended to replace the CTA Blue Line, which already provides public transport access between Chicago and O’Hare.
Instead, the developers see the Flyer as serving a different passenger market: travellers seeking a fast, reliable and dedicated airport connection comparable with airport express services operating in many European and Asian cities.
The key selling point will therefore be the 15-minute non-stop journey. There have inevitably been suggestions that intermediate suburban stations could be introduced, potentially serving communities including River Forest and Forest Park. However, maintaining the express nature of the service will be important.
Airport express railways internationally have demonstrated that journey time is a central part of their attractiveness. Adding intermediate stops could reduce one of the O’Hare Flyer's strongest competitive advantages, particularly against taxis and road-based services.
The project could also help remove some airport traffic from the heavily used Kennedy Expressway, improving the predictability of journeys between O’Hare and central Chicago.
Economic development potential
Business organisations have strongly emphasised the potential economic benefits.
Chicagoland Chamber of Commerce President and CEO Jack Lavin described O’Hare as one of Chicago's greatest economic assets and said that a faster connection with downtown could strengthen the city's ability to attract corporate headquarters, conventions, investment and international visitors.
O’Hare Flyer co-founder Kristi Lafleur similarly described fast airport connectivity as “economic development rocket fuel”, arguing that an efficient airport rail link would improve Chicago's competitiveness as a global city.
The project would also distinguish Chicago within the US market. Despite extensive investment in airport infrastructure across the country, no major US airport currently offers the type of dedicated, non-stop downtown airport express railway familiar to passengers in cities such as London, Hong Kong, Stockholm and Vienna.
If delivered as planned, Chicago could therefore establish an important precedent for airport rail development elsewhere in North America.
Challenges remain
There are, of course, still significant challenges ahead. A project of this scale will require cooperation between freight railroads, the City of Chicago, airport authorities, federal agencies, organised labour, local communities and numerous other stakeholders. Planning approvals, railway operating agreements, construction requirements and financing all have the potential to affect the programme.
The project team is now increasing its engagement with public officials, businesses, financial institutions and community organisations as development progresses.
Nevertheless, the combination of existing underused rail corridors, private investment, battery-electric technology and a clear 15-minute journey proposition makes the O’Hare Flyer one of the most interesting airport rail projects currently under development in North America.
For IARO, it is particularly encouraging to see a long-standing member playing a central role in a project that applies many of the principles promoted by the organisation: fast and attractive airport rail connectivity, integration with existing transport infrastructure and an improved passenger journey between airports and city centres.
IARO wishes Mark Walbrun and the entire O’Hare Flyer team every success as the project moves towards its next stage of development.
Further information is available from ohareflyer.com.
Sources Ohareflyer.com, Chicago Tribune and the IARO database
Night trains to Brussels Airport from 2027
Brussels Airport has one of the most comprehensive rail connections in the world, with direct services from many parts of the country.
However, like many airport rail services, these do not cater well for late night arrivals or early morning departures. Passengers with a 6:00 flight will need to check in up to two hours ahead, and staff will need to be there to check them in, serve their coffee and load their bags.
From December 2027, new night train services to Brussels Airport will be introduced by the national railway company of Belgium. The trains will operate from Bruges, Ghent and Brussels and will run seven days a week. They are scheduled to arrive at Brussels Airport as early as 3:30.
The measure is included in Belgium’s new three-year transport plan and marks a welcome change in overnight rail connectivity to the airport. It is designed to support passengers with very early departures and improve access during nighttime hours.
The main reason for the introduction of these services is the current gap in early-morning transport options. Today, the earliest trains from Bruges and Ghent arrive at the airport after 5:30 on weekdays, which is too late for many flights. From Brussels, the first arrivals are around 4:30, while weekend services arrive even later. This creates a barrier for passengers taking early departures, so many travellers currently rely on cars, taxis or overnight stays near the airport, which increases both cost and travel stress.
The new night trains also strengthen the role of rail in the overall airport experience. The station at Brussels Airport is located directly under the departures and arrivals areas, allowing passengers to move straight from train to terminal. This eliminates the need for shuttle transfers or additional local transport. It also reinforces the idea of the airport as a fully integrated rail hub, where rail and air travel connect seamlessly.
Beyond airport access, the night trains are part of a wider effort to expand national rail services. The transport plan approved by the government aims to increase overall train services by 3% over its duration. Earlier plans had set higher growth targets, but these were adjusted due to operational constraints and infrastructure limits. Despite this, a long-term objective remains to expand services by 10% between 2023 and 2032.
The plan will be introduced in three phases between 2026 and 2028. The second phase in December 2027 will bring the night trains to Brussels Airport into operation. The first phase, starting in December 2026, will add more trains on weekdays and weekends and introduce additional late evening services on Saturdays to and from Brussels. The final phase in December 2028 will bring further adjustments across the network. The programme also includes expansion of suburban services around major cities such as Antwerp, Liège and Charleroi.
For air passengers, the combination of night trains, improved city links and integrated airport access could gradually change how early morning travel is organised. It also highlights a shift toward making rail a more continuous 24-hour mobility option rather than a daytime-only service.
IARO Express 678 reported on plans for direct trains between the airport and Cologne – a new connection.
Sources Travel Tomorrow (traveltomorrow.com/night-trains-to-brus… ) and the IARO database
Rail and airline partnerships aim to spread visitor demand in Japan
Japan’s major rail operators and airlines are joining forces to encourage international visitors to explore destinations beyond the country’s main tourism hubs. JR West has launched two partnerships, one with Japan Airlines (JAL) and another with All Nippon Airways, to provide international travellers with easier access to domestic air and rail services through integrated booking systems and regional tourism information.
“By seamlessly connecting international airports (Haneda, Narita and Kansai) with domestic flights and railway networks, we aim to expand inbound tourism to the West Japan area and alleviate overtourism in specific regions, thereby extending the length of stay across the entire area and achieving sustainable economic ripple effects,” JAL and JR West said in a joint statement.
The partners expect the integration of their reservation and payment systems to be completed during the 2030s, allowing travellers to book both air and rail journeys through a single platform.
In the current fiscal year, which runs from April 2026 to March 2027, JR West and JAL will begin joint initiatives in Wakayama. These include linking domestic flights serving Nanki-Shirahama Airport (near Osaka) with regional rail passes, making it easier for visitors to explore the prefecture by train. Selected Kuroshio express train services between Kyoto, Osaka and Wakayama will also have on board cabin crew providing information on local attractions and food experiences.
Elsewhere, JR East and JAL have signed an agreement to promote multi-destination travel in eastern Japan. The initiative encourages travellers to combine domestic flights and Shinkansen services within a single itinerary.
Travel agency JTB is supporting the programme by developing and selling tours that incorporate flexible transport options. The partners are also working with local governments and businesses to create tourism experiences in eastern Japan.
Tourist-related projects continue to come on stream in Japan – see, for example IARO Express 683.
Sources TTG Asia (www.ttgasia.com/2026/06/16/japan-rail-a… ) and the IARO database
Gothenburg Airport railway – progress
The Swedish engineering company Sweco has been chosen by the Swedish Transport Administration (Trafikverket) to provide planning and design services for the Gothenburg–Borås railway line, which will connect the city of Gothenburg with Landvetter Airport, Sweden’s second-largest airport.
The contract will run from 2026 to 2030 and is valued at €40m. Under the new agreement, the company will conduct environmental impact studies, prepare technical documentation for the hydraulic engineering works, and compile the documentation required to obtain permits for the new railway line between Mölndal and Gothenburg Landvetter Airport.
The new connection is part of one of Sweden’s largest infrastructure programs - the construction of a new Gothenburg–Borås high speed line. It will be dedicated exclusively to passenger traffic and designed for speeds of up to 250 km/h (www.railwaypro.com/wp/sweden-awards-con…) . The east-west Gothenburg–Borås route is one of the busiest routes in Sweden. Currently, road traffic causes significant congestion, and the existing single-track railway line can no longer meet transport demand. By building a double-track line capable of speeds of 250 km/h, travel time between Gothenburg and Borås will be significantly reduced, and the number of trains will increase considerably. The new infrastructure will include three stations (at Mölndal, Landvetter Airport, and Borås), with the possibility of developing future stations at Bollebygd and Landvetter Södra.
The airport station will provide direct train access to Landvetter Airport from various regions in western Sweden. The new railway will be connected to the West Link, and regional express trains will also serve the Korsvägen, Haga, and Gothenburg Central stations. At the same time, authorities are also planning a branch line to Mölnlycke, which will provide direct connections to the new railway, facilitating access to Gothenburg, Mölndal, Borås, and Landvetter Airport.
The existing “Coast to Coast” line will continue to be used for both passenger and freight transport after the new infrastructure is completed.
Detailed studies will now be conducted on environmental impact, noise reduction measures, and solutions for places where roads cross the planned line.
A new round of public consultations is scheduled for 2027, when the complete documentation, including the environmental impact study, will be presented.
IARO Express 599 reported on plans for the high speed line, with a history of plans for an airport connection.
Source RailwayPro (www.railwaypro.com/wp/sweco-to-design-r… )
Heathrow’s results in the first half of 2026
Heathrow published its first half results recently. Heathrow Express revenues were £48m, £4m up on the same period last year (and the year before: for 2023, they were £49m). Pre-covid, the figures were around £60m.
£17m (£18m in the previous year) came from ‘Non Heathrow Express Rail Income’ – from access charges to the Elizabeth Line and the Piccadilly Line extension to Terminal 5.
Elizabeth Line class 345 at Heathrow Terminals 2 & 3 station. £17m came from ‘Non Heathrow Express Rail Income’ – from access charges to the Elizabeth Line and the Piccadilly Line extension to Terminal 5.
Aeronautical revenue at the airport was just over £1bn (slightly down on the same period the previous year): retail revenue was £373m, up from £365m. Within this, car parking was £92m (£91m the previous year). Pre-tax profit was £447m, up from £203m.
The airport saw 40m passengers in the half year, up from 39.9m. Of these, 16.3m had Europe as an origin or destination, 9.8m North America, 5.8m Asia Pacific, 3.1m Middle East (down from 4.1m the previous year), 2.2m domestic, 1.7m Africa and 1.1m Latin America.
Air traffic movements (ATMs) were down 1.7% at 229,500: average load factor was 78.8% (up from 77.3% partly because of the reduction in ATMs). Connecting traffic was up 5.4%.
IARO Express 668 reported on the previous half-year results.
Source IARO summary of Heathrow’s half-year results