Just 5 Weeks to Go
IARO 2026 Air-Rail Conference and Networking Meeting - Brussels Airport, 7-8 October
There are now just five weeks to go until the IARO 2026 Air-Rail Conference and Networking Meeting, hosted by Brussels Airport on Wednesday 7 and Thursday 8 October.
View the Brochure HERE (mcusercontent.com/fd496b9a5b9cd97088aa9…)
The two-day programme will bring together IARO members and industry stakeholders for airport and facility visits, conference sessions, panel discussions and networking, with a strong focus on the future development of air-rail and intermodal transport.
Wednesday’s programme includes a visit to the Brussels Airport Aviation Training Centre (AHLEX), presentations from Brussels Airlines and DB Fernverkehr, a landside and airside airport tour highlighting the future Intermodal Hub, followed by the Welcome to Brussels Networking Reception and Dinner.
On Thursday, conference sessions will address high-speed and long-distance rail connectivity to airports, airport development and design, integrated air-rail systems, new technology and disruption management. Speakers will represent organisations including the European Commission, Infrabel, Brussels Airlines, DB Fernverkehr, Foster + Partners, Brussels Airport, Kuala Lumpur Express Rail Link, SESAR 3 Joint Undertaking, Airport Intelligence and AccesRail.
Participation is free of charge for IARO Members, but advance registration is essential.
Register HERE (www.eventbrite.co.uk/e/iaro-2026-member…)
King Harald V
IARO extends its sincere condolences to our Norwegian readers on the recent death of King Harald V. With his wife, he opened Flytog, Airport Express Oslo (then branded as Gardermobanen) in October 1998, and drove the inaugural train on part of the route
Stuttgart 21
The Stuttgart 21 project was started in the mid 1990s: the plan was to replace the ground-level terminal station with an underground station on a through high speed line connecting to Zürich, Ulm and Stuttgart Airport. Much land would be released, both by removal of ground-level tracks and platforms and by redeveloping an area formerly used for carriage sidings. Completion by 2020 was anticipated.
There have been several delays and changes of plan: the most recent are the need to install ETCS (European Train Control System) over the whole area and the re-tendering of operation of the Stuttgart S-Bahn network (which has served the airport since April 1993). Stuttgart 21 is one of Germany's most controversial infrastructure projects. The project has been repeatedly hampered by construction problems, lawsuits, plan changes, and cost overruns.
A media report in early June this year noted that an opening of the new Stuttgart Hbf (main station) before the end of 2031 was now hardly realistic – with direct consequences for the planned long-distance train station at Stuttgart Airport. The delay is significant for Stuttgart as an aviation hub: the Stuttgart 21 project also includes a new long-distance train station at Stuttgart Airport (www.airliners.de/hintergrund-flughafen-…) , which is intended to fundamentally improve the airport's rail connections. The station was originally scheduled to open in 2025, but this was later postponed to 2026. When this station will be operational remains unclear.
The media report was probably based on advanced sight of an internal review into the project, which was presented by DB’s CEO at the end of June. The report highlighted “serious deficiencies” in planning, coordination, and risk management for Stuttgart 21, the project to transform Stuttgart Hbf into an underground rail hub. According to the company, the previous commissioning date, set for the end of 2026, was no longer realistic, given the assumptions used and the risks identified. DB is now announcing a phased schedule, with successive openings between December 2027 and December 2033.
DB’s internal report points to major problems in work processes and control mechanisms, poor coordination at critical interfaces, and shortcomings in proactive project management. The company admits that previous process management was insufficient to safely manage a project of such complexity. DB announces “severe consequences,” both at the organizational level and regarding staff and project management.
The new management of DB Projekt Stuttgart-Ulm GmbH, the project company responsible for Stuttgart 21, has been working in recent months on a new commissioning schedule. This schedule also takes into account the complex interconnections between Stuttgart 21, the Digitaler Knoten Stuttgart project - the Stuttgart digital rail hub - the modernization of the Gäubahn, and the renovation of the Bonatzbau (the historic station building).
Deutsche Bahn (www.railwaypro.com/wp/deutsche-bahn-rea…) says that the project organization will be restructured and transformed into a commissioning-focused structure. Risk management will be overhauled, with clear escalation pathways and stricter controls.
The new plan calls for the project to be commissioned in five major phases.
1. In December 2027, passengers are expected to benefit from shorter pedestrian routes through the Bonatzbau building and across the roof of the future underground station. In 2028, the shops and service areas in the Bonatzbau are scheduled to open, and the area around the station will be gradually modernized.
2. In December 2030, the airport rail station is scheduled to begin operations. Initially, it will be served by regional trains to and from Reutlingen, Tübingen, and Ulm. The connection to Stuttgart main station will not be complete until 2031.
3. In December 2031, Deutsche Bahn plans to open the new central station in Stuttgart. Long-distance trains and most regional service will serve the new underground hub. However, until mid-2032, trains to and from Bad Cannstatt will not be able to use the new station.
4. In July 2032, the digitized and expanded central section of the Stuttgart S-Bahn, including the Mittnachtstraße/Rosenstein station, is scheduled to go into operation. According to DB, this phase should increase the reliability of the commuter rail network.
5. The final major phase is scheduled for December 2033, when the 11km Pfaffensteig tunnel, south of the city, is expected to enter service. It will connect the line from Zürich to the airport and the Stuttgart 21 infrastructure and is expected to reduce the travel time between Stuttgart and Zurich by approximately 15 minutes.
The new delay also has a major financial impact. Deutsche Bahn estimates additional costs of approximately €3bn, bringing the total projected cost of the project to €14.5bn. The company says that most of the additional costs stem from the work still required to bring the system online. Among the reasons for the new timeline are the greater-than-anticipated complexity of digitizing the rail hub, the immaturity of the planning processes, the fact that a technical building designed in 2013 no longer meets current requirements and the delayed response to a change in power supply regulations, which requires a complete redesign. Stuttgart 21 was approved in 2001, with an opening then planned for 2019 and an estimated budget of approximately €4.5bn.
DB maintains that the project’s objective remains unchanged: Stuttgart 21 is intended to make the Stuttgart rail hub more efficient, provide better connections for passengers, and strengthen rail transport in the state of Baden-Württemberg.
In mid-August, the Verband Region Stuttgart (VRS), the regional authority responsible for public transport in the Stuttgart region, launched a Europe-wide tender for the future operation of the Stuttgart S-Bahn network. The current contract with DB Regio was due to expire at the end of June 2032, but will now be extended by a further two years, until 2034. At the same time, VRS will begin the procurement process for a new S-Bahn operating contract, which is due to start in 2035. The contract is expected to be awarded in early 2028 following a selection process for interested operators.
The decision to extend the existing contract is primarily linked to the timetable for the Stuttgart 21 project (www.railwaypro.com/wp/db-ceo-shocked-by…) and the introduction of the European Train Control System (ETCS). VRS believes that changing operators during the commissioning and stabilisation phase of the new infrastructure could create additional operational risks. The extension will also provide the time needed to procure trains and prepare the future operator.
The new contract will run for 15 years and will be structured as a gross contract. The official tender documents specify around 14.3 million train-kilometres a year, plus optional services. Under a gross contract, VRS will bear the financial risk associated with ticket revenue, while the railway operator will receive a fixed payment for providing the services. The future service will be based on the existing S-Bahn network, while the contract will also allow for additional services and network extensions. VRS also plans to improve passenger information and security. From 20:00 onwards, all S-Bahn trains are expected to carry security personnel, in addition to the existing onboard video surveillance systems.
The current fleet consists of 215 S-Bahn trains. For the future service, VRS plans to combine new trains with existing and refurbished rolling stock. The 60 ET 423 trains that will no longer be suitable for operation by 2032 are to be replaced with new vehicles. The future operator will be provided with 66 ET 430 trains, while VRS is negotiating with DB Regio over the transfer of a further 89 ET 430 trains. VRS estimates the financial volume of the project to procure and provide the trains required to operate the future Stuttgart S-Bahn service at around €2 billion.
A class 423 emu at Stuttgart Airport
The new trains and refurbished vehicles are expected to provide more space around the doors to speed up boarding and alighting, a more flexible arrangement of seats and standing areas, full accessibility for passengers with reduced mobility, improved air conditioning, Wi-Fi and better mobile phone reception. First class will be retained, while the new trains will not have toilets.
VRS also wants prospective operators to propose measures that could make S-Bahn services more sustainable from an environmental, economic and social perspective.
For the operation of the network, the regional authority is placing particular emphasis on reliability and the passenger experience. The aim is for the new contract to provide greater operational stability while creating the conditions for the further development and modernisation of the Stuttgart S-Bahn network.
IARO Express 640 had an earlier report.
Sources Airliners (www.airliners.de/stuttgart-21-verschieb… and HERE (www.railwaypro.com/wp/db-ceo-shocked-by…) ), RailwayPro (www.airliners.de/stuttgarter-flughafenb… and HERE (www.bahnprojekt-stuttgart-ulm.de/projek…) ), DB (www.railwaypro.com/wp/european-tender-l… ) and the IARO database
AccesRail, MAS and SNCF connect
Malaysia Airlines (MAS) has signed a new codeshare partnership with SNCF Voyageurs, France’s national rail operator, enabling connectivity between Paris Charles de Gaulle Airport (CDG) and 28 railway destinations across France.
The partnership, part of SNCF Voyageurs’ TRAIN + AIR product, integrates air and rail services into a single connected journey. It allows MAS customers travelling into Paris to conveniently extend their journey beyond the airport to major French and regional cities using France’s high-speed rail network. Tickets have been available since 10 July 2026 on Malaysia Airlines’ official website.
Through this partnership, MAS will put its marketing code on SNCF-operated rail services under AccesRail’s IATA code 9B, enabling customers to book rail segments as part of their onward itineraries. AccesRail is a long-standing member of IARO, and will be speaking at our forthcoming conference in Brussels.
Customers will be able to travel with a single booking, coordinated connections and simplified transfers, making it easier to access key regional cities such as Lyon, Strasbourg, Rennes, Lille, and Marseille.
Malaysia Airlines A330 at Kuala Lumpur International Airport
IARO Express 670 reported on AccesRail’s cooperation with DB.
Sources Business Today (www.businesstoday.com.my/2026/07/13/mas… ) and the IARO database
Austin light rail moves ahead
There have been plans for a rail connection between Austin and Bergstrom Airport since before the airport opened for commercial use in 1999. A ballot for funding at the end of that year failed, but the plan was re-launched in 2007. A draft plan was approved in 2018. The current plan was approved in 2023: the first phase will connect the city to Yellow Jacket and a subsequent phase will continue it to the airport. Construction should start next year.
Operator Austin Transit Partnership (ATP) has selected Stadler to supply the vehicles for the city’s first light rail line. The ATP Board approved the award of a fixed-price contract covering the design, manufacturing, testing and delivery of 21 light rail vehicles. The agreement also includes design coordination with the teams developing the wider light rail network and its operations and maintenance facility. The contract concludes one of the major procurements identified in ATP’s delivery plan and supports the project’s target of beginning construction in 2027.
The fleet will be based on Stadler’s CITYLINK platform, a low-floor light rail vehicle already in operation on tram-train and light rail networks in Europe. The design selected for Austin will be adapted to meet local operational requirements.
Each vehicle will accommodate approximately 240 passengers and include dedicated spaces for wheelchair users, bicycles, luggage and pushchairs. Most of the train will feature a continuous low-floor layout, allowing step-free movement through the passenger compartment and level boarding from station platforms. Additional features include multiple passenger doors to reduce boarding times, large windows to improve visibility and natural light, and open interior layouts intended to maximise passenger circulation.
The Board also authorised an initial work package worth $39m to begin preliminary design activities for the project. The funding will come from existing Proposition A revenues while the project continues through the federal funding process. The overall vehicle contract has a maximum value of $352m, with future expenditure requiring additional Board approval.
Austin Light Rail is planned as a 16 km route with 15 stations. The system is expected to operate services every five to ten minutes for much of the day and has been designed to allow future network expansion.
The Stadler contract follows a series of major procurements for the project, including appointments for programme delivery (railway-news.com/austin-transit-partner…) , civil engineering and systems design, as ATP continues preparations ahead of construction.
IARO Express 617 had an earlier story.
Sources Railway News (railway-news.com/austin-contracts-stadl… ) and the IARO database
Mumbai airport Line 7a – a problem
Line 7a of the Mumbai Metro is a two-station 3.2km southern extension of Red Line 7, which will connect Andheri East (near the city centre) to airport.
Planning began 25 years ago: construction began in September 2019, with the opening planned for December 2026.
However, it now seems that nearly a kilometre of the elevated section close to the airport could need to be rebuilt if authorities fail to find a technical solution to the overhead line equipment clearance problem. The issue is linked to the clearance required in the airport zone. Apparently the overhead line equipment (OLE) requires around 2.5 metres of additional height beyond the limit permitted under the existing Airports Authority of India (AAI) approvals.
While AAI had issued no-objection certificates for the project in 2022, the extra height requirement for the OLE was not included in the original design. The discrepancy was detected last year, by which time a substantial part of the construction had already been completed. Work on the affected section was subsequently put on hold as authorities sought revised clearance from AAI. The affected portion is in Vile Parle East and includes the Airport Colony station, along with the viaduct and ramp.
Data from the regional development agency MMRDA showed the viaduct had reached 100% completion by February 2026, while around 95% of the elevated ramp had also been completed. Construction at Airport Colony station was also substantially advanced. With the civil works already at an advanced stage, authorities are now looking for a technical solution that can resolve the clearance issue without rebuilding the structure.
If no solution is found, reconstruction of the affected viaduct may become necessary.
Initially, the line was to serve both domestic and international terminals: for financial reasons, it is likely to be cut back to serve only one.
The airport has been served by Aqua Line 3 of the metro since October 2024: it runs underground.
IARO Express 668 reported on a proposed inter-airport link for the city. An update will be in a future issue.
Sources Tramways and Urban Transit, Financial Express (www.financialexpress.com/business/infra… ) and the IARO database
Birmingham Airport partners with young talent to improve its people-mover
Birmingham Airport, a founder member of IARO, recently teamed up with students from WMG Academy Trust on a project exploring what the future of its Air Rail Link could look like. The next generation were invited to develop innovative and sustainable ideas for one of the airport’s most important transport connections. The initiative forms part of the airport’s wider engagement with schools, colleges and education partners across the Midlands, helping young people build the skills needed to support the region's growing economy.
Since 2003, the 585-metre Air Rail Link has connected Birmingham International Station with the airport terminal, providing a gateway for millions of passengers and staff each year. It replaced the world’s first commercial passenger-carrying maglev installation, which ran from 1984 to 1995.
As part of the challenge, students from the Solihull and Coventry-based academy were asked to rethink the existing system and propose ways it could become greener, more accessible and more customer‑focused.
The project formed part of the airport’s wider commitment to achieving net zero carbon emissions by 2033, while inspiring young people to consider careers in engineering, infrastructure and aviation. Working in teams, the students developed and presented their proposals to a panel of airport specialists after hearing from the airport’s CEO, Nick Barton, who spoke on the power of collaboration and fresh thinking. The creativity on display was outstanding, from renewable energy generation and rainwater-powered solutions to accessible mobility designs, sustainable construction approaches, and innovative ideas to enhance the passenger journey.
The winning team of students were also offered a two-week summer internship with the airport’s infrastructure team to get an inside look at what it takes to bring their ideas to life.
The airport automated people-mover
IARO Express 661 reported on essential maintenance work on the system.
Sources Birmingham Airport (www.birminghamairport.co.uk/latest-news… ) and the IARO database