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Rail & Fly: real intermodality or a green-painted ticket package?
- Pakuts Tamás
- 7 days ago
- 18 min read
Good, bad and half-finished rail-to-air systems around the world
Rail & Fly is one of the most fashionable transport concepts of our time.
In the communication of airlines and railway companies, it promises a single journey, convenient connections, lower environmental impact and a “seamless” passenger experience. A train pictogram appears on the booking interface, the railway section is added to the flight ticket, and the passenger can believe that he has purchased a single service from the train station to the final destination.
However, this is often only partially true. Just because a train and a plane are included in the same booking does not necessarily create a true intermodal travel chain. The crucial question is not whether you get one or two confirmations, but what happens in the event of a delay, cancellation, missed connection or luggage problem:
Who will take over the passenger?
Who pays for the hotel if the next flight leaves the next day?
Who should I contact if my plane is delayed due to a train delay?
Is luggage forwarded throughout or does the passenger have to carry it through subways, platforms and terminals?
Most Rail & Fly products fall short on these issues.
As we stated in the introductory article of Szálloda.blog Monday: Mobility : a journey does not begin when the guest enters the hotel, but already at the first search, ticket purchase and first transfer. The competitiveness of a destination is determined not only by the quality of hotels and attractions, but also by the simplicity, predictability and safety of getting there.
How did I evaluate the systems?
The following rating does not examine how spectacular the marketing of the service is, but how well it truly works as a unified journey.
The main aspects of the 0–10 rating are:
a reservation and clear contractual background;
guaranteed connection;
automatic and free rebooking;
direct rail connection to the airport terminal;
shared or simple check-in;
baggage handling;
unified customer service;
the actual feeder role of the railway section;
replacing short-haul flights;
usability of the service during disruption events.
The score is an author's assessment. It does not show whether the given train or airline is good, but only how authentic and complete the Rail & Fly integration is.
In our previous analysis of the untapped tourism and economic potential of public transport , we have already concluded that the guest does not see transport sectors, companies and tariff systems. He experiences a single journey, which either simply works or it does not. Rail & Fly systems are also worth evaluating from this passenger-side perspective.
1. Air France–SNCF Train + Air
Rating: 9/10
The cooperation between Air France and SNCF is one of the most serious European Rail & Fly systems.
The rail and air section can be purchased in one booking, and the passenger's connection is protected. If the connection fails due to a train or plane delay, the passenger will be offered a seat on the next available flight or train.
The French TGV network connects several regional cities directly to the train station under Paris–Charles de Gaulle Airport. This is important because there is no need to change stations in Paris. Passengers arriving from Bordeaux, Lyon, Lille or other connected cities can arrive directly at the airport. Air France and SNCF are constantly expanding their joint Train + Air offer. ( Air France )
The best part of the system is the Brussels-Midi–Paris-CDG connection. There is a separate Air France–KLM Air&Rail terminal in Brussels. Air France passengers can, under certain conditions, check in their luggage at Brussels train station, which the airline will forward to the final flight destination. The service is available even the day before departure, although capacity and route restrictions apply. ( Air France – Baggage drop-off in Brussels )
This is a rare exception among the Rail & Fly systems. Brussels-Midi on this route no longer functions as a simple railway station, but partly as a remote airport terminal. However, the system is not as strong everywhere. Luggage transfer is not universal across the entire French network, and some combinations may require an additional transfer. So good quality is not the same on all routes.
Why 9 points?
Because the Air France–SNCF system truly integrates:
the reservation;
passenger protection;
the direct airport railway;
disorder management;
In the case of Brussels, even luggage.
The only point missing is that this full level of service is not available from all stations.
2. Lufthansa Express Rail
Rating: 8/10
Lufthansa Express Rail is a true rail feeder system.
The train section is included in the same Lufthansa booking as the flight. The passenger can check in for the train and the plane in one process, receive an automatic seat reservation and arrive at the Frankfurt Airport long-distance train station.
If a passenger misses their flight due to a delay in the booked train, Lufthansa will rebook them on a later flight. This is the most important difference between the Lufthansa Express Rail and a simple train ticket to the airport. ( Lufthansa Express Rail ) For Cologne, Düsseldorf, Stuttgart and other connected cities, the ICE functions as a Lufthansa connecting flight. The passenger does not buy a separate train ticket to Frankfurt, but instead books a journey from Cologne to New York or Stuttgart to Singapore, for example.
This solution is directly related to the process that was also presented in the previous Szálloda.blog article titled The Quiet Decline of Regional Aviation . In Europe, the number of smaller regional aircraft and the supply of short feeder flights have significantly decreased. Where appropriate rail infrastructure is available, the train can partially take over this additional role – but only if it becomes an actual part of the airline network, and not just a separately purchased airport shuttle.
The weak point of Lufthansa's system is luggage. The passenger carries the luggage on the train himself. In Frankfurt, you can drop it off at the AIRail Terminal and pick it up there on arrival before boarding the train. The proximity of the terminal and the train station is convenient, but there is no real automatic luggage transfer from station to destination. ( Lufthansa - Express Rail information ) This is less of a problem with hand luggage. However, for an older passenger, a family with small children, a guest with limited mobility or someone traveling with several large suitcases, it is a serious service deficiency.
Why 8 points?
Because the railway actually acts as a feeder, the connection is protected, and the train arrives directly at the airport.
It loses two points due to the lack of full baggage integration and independent passenger movement between the train and the terminal.
3. SWISS Air Rail
Rating: 8/10
The greatest strength of the SWISS Air Rail system is Switzerland itself.
Zurich and Geneva airports are directly connected to the country's dense, frequent rail network. Trains arrive directly under or next to the airport, rather than at a distant city station.
The SWISS Air Rail network will now include 25 destinations with the addition of Grindelwald in March 2026. The system includes cities and tourist destinations such as Bern, Basel, Lausanne, Lugano, Lucerne, Interlaken, Davos, St. Moritz, Locarno and Grindelwald. ( SWISS Newsroom )
The passenger can enter the train station as the departure or arrival point in the SWISS booking system. SWISS issues the travel documents and the boarding pass can also be used on the train section. The ticket issued for the Swiss section can be used flexibly on the given route either the day before departure or the day after arrival. ( SWISS Air Rail )
The model is particularly strong from a tourism perspective. A guest arriving from New York or Singapore can buy a trip not only to Zurich, but also to Interlaken, St. Moritz or Grindelwald. The railway is therefore not just an airport transfer, but part of the Swiss tourism distribution.
The same systemic thinking was demonstrated in the article by Szálloda.blog entitled One ticket, one day, an entire region on the Lucerne–Lake Vierwaldstätti–Rigi route. For the guest, the organizational boundaries between railway companies, shipping companies and tourism service providers disappear. Instead of having to put together separate sections, they receive a usable and understandable travel product. SWISS Air Rail takes the same logic to an international level.
The weak point is again the luggage. After disembarking, the passenger collects their luggage, goes through customs and then takes it to the train themselves. The same thing happens in reverse order when departing. SWISS has therefore integrated the railways very well commercially and in terms of the network, but has not yet physically created a completely seamless journey.
Why 8 points?
The network, direct airport rail, unified booking and flexibility are excellent.
However, due to the lack of baggage transfer, the system does not reach the level of Air France's Brussels model.
4. Austrian AIRail
Rating: 8/10
The Austrian Airlines and ÖBB AIRail system currently connects the main train stations of Linz, Salzburg, Graz, Klagenfurt and Innsbruck with Vienna Airport.
Passengers can purchase the rail and air section in one booking. They receive a reserved seat on the train and the connection is protected by an extended guarantee. In the event of a delay, an alternative connection is provided. ( Austrian AIRail )
The transport policy logic of the system is correct. Austrian does not necessarily fly its passengers from the countryside to the Vienna hub, but uses ÖBB Railjet and InterCity services as feeders. The train arrives directly at Vienna Airport, so there is no need to change stations in the city center or take a separate airport bus.
AIRail's weakness is not primarily quality, but limited geographical ambition.
The system is still mainly based on the connection between the five major Austrian cities and Vienna. However, the natural catchment area of Vienna Airport does not stop at the national border.
Certain markets such as Bratislava, Győr, Sopron, Brno, Mosonmagyaróvár or even Budapest could be included in a true Central European AIRail system. However, for this to happen, it is not enough to have a train service to the airport: the railway stations would also have to appear as feeder points in the booking system of Austrian and its partner airlines.
Why 8 points?
The Austrian system is technically strong, direct and protected.
However, it does not receive a higher score due to the lack of regional network expansion and full baggage integration.
5. KLM–Eurostar Air&Rail
Rating: 6/10
KLM Air&Rail's system connects Brussels and Antwerp with Amsterdam Schiphol Airport via Eurostar trains.
The transport logic is excellent. The Eurostar arrives directly at Schiphol Airport train station, so there is no need to transfer in Amsterdam city centre.
The booking is integrated, with a guaranteed seat on the train, and in the event of a delay, KLM will rebook the passenger on the next available train or flight. ( KLM – Brussels Air&Rail Terminal )
However, the passenger experience is inconsistent across routes. Departing from Antwerp, passengers can receive a digital boarding pass after online check-in. From Brussels, however, online confirmation alone is not enough to board the train: on the day of travel, you must present yourself at the Air France–KLM Air&Rail terminal, where documents are checked and boarding passes for the train and plane are issued. ( KLM Air&Rail ) This is an unnecessarily old-fashioned solution in 2026.
The passenger carries the luggage onto the train themselves and then takes it to the baggage drop-off counter at Schiphol. On the return journey, the luggage must be collected at Schiphol, passed through customs and then taken onto the Eurostar.
To KLM's credit, it is not exclusively using rail cooperation for communication purposes. In the Brussels-Amsterdam market, the train can indeed replace short-haul feeder flights.
Why only 6 points?
The network and transport policy concept is good.
However, the personal document collection in Brussels, the lack of a unified digital process and completely autonomous baggage handling significantly worsen the passenger experience.
6. Deutsche Bahn Rail&Fly
Rating: 5/10
Deutsche Bahn's Rail&Fly system is often confused with the Lufthansa Express Rail service.
It's not the same thing though.
Traditional Rail&Fly allows you to travel to the airport from over 5,600 train stations in Germany. The ticket can be purchased from the participating airline or tour operator and is usually flexible for use on the relevant DB trains on the selected route on the day. ( Deutsche Bahn Rail&Fly ) This is a useful service. Passengers do not have to stick to a specific train in advance and can reach major airports from almost all of Germany. But this is essentially an airport approach product, not a true airline feeder in all cases.
The Rail&Fly ticket must be requested on a separate railway check-in page, and the passenger must present the Rail&Fly ticket as well as the flight ticket. The central promise of DB's official product description is flexibility and network coverage, not the same automatic rebooking and protected connections that Lufthansa Express Rail explicitly provides.
This is an important difference.
If a tourist or travel agent simply refers to the service as “Lufthansa Rail & Fly”, it could easily give the impression that the train is a protected connection in the same way as a Lufthansa Express Rail section.
Not necessarily.
Why 5 points?
Geographic coverage and ticket flexibility are excellent.
However, operational integration, automatic disruption management and a unified passenger experience are much weaker than in the case of Express Rail.
7. Iberia–Renfe Train & Fly
Rating: 4/10
On paper, it's easy to see Iberia and Renfe's Train & Fly product as a good example.
The passenger can buy a single combined ticket from several cities in Spain for Iberia flights to Europe, the US and Latin America. The train and the plane are included in one booking and the passenger is treated as a connecting passenger. ( Iberia Train & Fly ) The problem is that the high-speed trains do not arrive at Madrid-Barajas airport. The train stops at Atocha or Chamartín stations. From there, the passenger must take the Renfe Cercanías suburban train to the airport. The transfer ticket is included in the combined fare, but it still remains a physically separate journey.
Iberia builds in a connection time of at least two and a half hours into the process. This is not a testament to the convenience of the system, but rather to the amount of time needed to compensate for the lack of a direct airport rail link.
So a Valencia-Madrid-New York trip looks like this:
high-speed train from Valencia to Madrid;
get off at Atocha or Chamartín train station;
transfer to the Cercanías network;
trip to the airport;
transportation within the terminal;
baggage check-in;
security and passport control;
boarding the plane.
Luggage is the responsibility of the passenger for the entire train and station-to-airport journey. Special assistance must be requested separately from Renfe, and support for station-to-airport transfers is not uniform. In the event of a train delay, the passenger must request written confirmation from Renfe so that Iberia can handle the case.
This is bureaucracy, not seamless travel.
Why 4 points?
Tariff and contractual integration is real.
However, the physical travel chain is broken in Madrid, baggage handling falls entirely on the passenger, and disruption management also requires too many certifications and mediation between service providers.
8. Lufthansa–KORAIL Rail & Air
Rating: 4/10
The Lufthansa and KORAIL Rail & Air system connects major cities in South Korea with Lufthansa's long-haul flights from Incheon Airport.
The following cities and stations are included in the system:
Busan–Busan KTX;
Daegu–Dongdaegu KTX;
Gwangju - Gwangju-Songjeong KTX;
Jinju–Jinju KTX;
Mokpo–Mokpo KTX;
Pohang – Pohang KTX;
Ulsan–Ulsan KTX;
Yeosu – Yeosu-Expo KTX. ( Lufthansa Rail & Air in South Korea )
In Lufthansa bookings, both KTX and AREX tickets can be purchased together with the long-haul flight ticket.
However, the phrase “KORAIL connects Korean cities to Incheon Airport” is overly simplistic.
From the cities listed, the passenger first travels by KTX to Seoul Station. There, he or she must transfer with his or her luggage to the AREX airport railway, which will take him or her to Incheon Airport. The official Lufthansa information clearly states that all listed connections pass through Seoul Station and that the AREX section ticket is included with the KTX ticket.
So a Busan–Frankfurt route in practice:
KTX from Busan to Seoul Station;
transfer at Seoul Station;
AREX between Seoul Station and Incheon Airport;
baggage drop-off in Incheon;
Lufthansa flight to Frankfurt.
You must check in separately for the train and the plane. Luggage is not transferred automatically, it is the passenger's responsibility to carry it through the KTX, the transfer in Seoul, the AREX and the airport terminal.
At least four different actors or systems appear in the process:
Lufthansa;
KORAIL;
AREX;
the AccesRail system for managing railway tickets.
This may be more convenient than purchasing each section separately, but the operational integration is weak.
Why 4 points?
Joint sales and Korean network coverage are useful.
However, due to the mandatory transfer in Seoul, separate check-in, lack of baggage handling, and the process being shared between multiple providers, this is not a true, seamless Rail & Fly system.
9. Air China Integrated Air–Rail
Rating: 4/10
Air China offers free rail travel for some selected flights and fares within the Beijing Capital and Beijing Daxing Airport areas.
The service is only available on specific flights operated by Air China and sold under the CA code. Codeshare flights are not eligible and the rail service must be selected or booked separately. ( Air China Integrated Air–Rail )
The strength of the system is that the airline has recognized that the airport's catchment area cannot be increased solely by adding new domestic flights.
Its weakness is that it operates more as an additional, entitlement-based product, not as a generally available feeder network covering all tariffs.
It is also unclear what automatic, uniform airline protection all passengers will receive after a severe rail delay. Detailed product terms and conditions primarily define eligibility and booking, with less emphasis on disruption management across the entire travel chain.
Why 4 points?
The product can be a useful and free added service.
However, due to limited eligibility, separate booking steps, and insufficiently transparent connection responsibilities, it cannot be ranked among the world's leading Rail & Fly systems.
10. China Eastern: large network, little transparency
Rating: 5/10
China Eastern has continuously improved its rail-air services in recent years.
The airline set up a rail-to-air transfer center at Shanghai Hongqiao Railway Station in 2024 and has integrated extensive high-speed rail connections into its service system in some regions. The company said the Hongqiao center will also support baggage handling for passengers arriving by high-speed train. ( China Eastern – corporate report )
The potential advantage of the Chinese model is size.
Connecting the high-speed rail network, the domestic aviation market and digital platforms can enable orders of magnitude more combinations than a single European corridor.
However, it is difficult for an outsider to determine exactly:
which combinations qualify as a single protected trip;
which are merely jointly displayed features;
where is automatic transfer;
what baggage services are available;
which service provider is responsible for a failed connection.
Advanced applications and algorithmic route recommendations are not a substitute for clear liability rules.
Why 5 points?
The network and technological potential is very strong.
However, due to the limited transparency of service conditions for international passengers and the lack of uniform passenger protection information, only a medium score is justified.
North America: where Rail & Fly almost disappeared
Market rating: 1/10
In the United States, there was previously a United-Amtrak partnership through Newark Airport.
Some Amtrak flights in the Northeast appeared as United feeders, and the Philadelphia train station, for example, was also used as an airline booking point. However, the partnership gradually ended, with mutual points earning ending in late 2020 and lounge collaboration ending in 2021. ( The Points Guy )
Today, there is no widely available, guaranteed Rail & Fly network between Amtrak and US airlines similar to leading European examples.
The passenger usually buys the train and plane tickets separately. If the train is delayed and the plane departs, the airline is generally not obliged to treat the situation as a late connecting flight.
This is particularly noticeable in the Northeast Corridor area, where rail between Boston, New York, Newark, Philadelphia, Baltimore and Washington would theoretically be suitable for an airline feeder role.
The problem is not just infrastructure.
Missing:
the common ticket;
the common check-in;
automatic reassignment;
the unified baggage process;
joint planning of the airline and rail network.
The example of the United States shows that even a high-quality rail corridor does not automatically become a Rail & Fly system. This requires institutional and commercial integration.
Overall ranking
1. Air France–SNCF Train + Air: 9/10
The most complete system, especially due to the baggage drop-off on the Brussels-Paris-CDG route.
2. Lufthansa Express Rail: 8/10
A real feeder, with guaranteed connection and direct Frankfurt Airport station.
3. SWISS Air Rail: 8/10
Excellent national and tourist network, but without automatic baggage transfer.
4. Austrian AIRail: 8/10
It is a strong and reliable system that has great potential for expansion in Central Europe.
5. KLM–Eurostar: 6/10
Good transportation concept, but inconsistent digital process and poor baggage integration.
6. Deutsche Bahn Rail&Fly: 5/10
An excellent airport approach product, but not always a true, protected airline feeder.
7. China Eastern Rail–Air: 5/10
Great network potential, but not a sufficiently transparent service and responsibility system.
8. Iberia–Renfe Train & Fly: 4/10
One ticket, but with a mandatory train station-airport transfer in Madrid and completely independent luggage handling.
9. Lufthansa–KORAIL Rail & Air: 4/10
Useful joint sales, but with KTX–AREX transfer, separate check-in and no baggage transfer.
10. Air China Integrated Air–Rail: 4/10
Limited access add-on product, not a general feeder system.
North American market: 1/10
In one of the world's largest aviation markets, there is currently little real rail-air integration.
The five most common Rail & Fly system scams
1. "One Ticket"
One ticket does not always mean a single, full-trip responsibility.
It can be one transaction, one booking code or one joint confirmation, while in the event of a delay, the railway and the airline still treat the journey as a separate contract.
2. “Guaranteed connection”
This is only worth something if it is precisely defined:
who will take over the passenger;
is the transfer automatic;
is the seat guaranteed;
who pays for the accommodation;
who provides meals;
What happens if the trip can only be continued with another airline?
3. “Direct connection”
The train to the city center's main train station is not a direct connection to the airport.
In Madrid, Train & Fly is a single ticket, but it is useless if the passenger has to transfer to the Cercanías network at Atocha or Chamartín stations.
In South Korea, Incheon is listed as the final destination in vain if you have to travel from Busan first by KTX to Seoul Station and then by AREX to the airport.
4. “Integrated luggage”
The fact that the baggage allowance on the flight ticket is also valid for the train does not mean that baggage is transferred.
True integration would be if the passenger dropped off their luggage at the departure station and only picked it up at the final flight destination.
This is currently a rare exception, not a general service.
5. “Sustainable travel”
Adding a train ticket to a plane ticket does not in itself prove an environmental result.
A credible Rail & Fly system should also show:
how many short-haul flights did it trigger;
how many airport slots have been freed up;
how many passengers switched from airplanes to trains;
how much the total trip emissions were reduced;
Has the reliability of the service improved in the meantime?
The legal background hasn't caught up with marketing yet
The European Union protects rail and air passengers with separate rules.
However, uniform protection for multimodal journeys combining several modes of transport is not yet complete. The European Commission's passenger rights information sheet also addresses the rights relating to each mode of transport separately, while uniform regulation of multimodal journeys is still under development. ( European Commission - passenger rights )
So marketing has long been talking about a single journey. In many cases, the law still sees separate trains and separate planes.
Hungary: currently even the Rail & Fly prerequisite is missing
There is currently no direct rail connection to Terminal 2 of Budapest Liszt Ferenc International Airport.
The trains stop at Ferihegy train station, from where you can take bus 200E to the terminal. ( Budapest Airport )
This is a public transport connection, but not a Rail & Fly system.
For example, a passenger coming from a rural area:
travel by train to Ferihegy station;
gets off with his luggage;
transfer to bus 200E;
arrives at the terminal;
check in your luggage;
handles your flight ticket separately.
If you miss your flight due to a MÁV train delay, there is no general, automatic airline rebooking guarantee.
Moreover, the problem is not only about the rail connection of Budapest Airport. A previous Szálloda.blog article examining Hungary's rural airports pointed out that the success of a regional airport does not depend solely on the announcement of a new flight. An airport can only become a true gateway to a region if its road, rail and local transport connections are also integrated into the region's economic and tourism system.
The article analyzing the history of Pécs–Pogány Airport showed the same thing through a concrete example. Integrating a flight into an airline reservation system alone does not solve the problem of faulty schedules, poor load shedding, unpredictable connections, and missing regional demand.
The construction of a direct Budapest airport railway is therefore necessary, but not sufficient in itself.
A true Hungarian Rail & Fly system would require the following:
train station right at the terminal;
Display of Debrecen, Szeged, Győr, Miskolc, Pécs and other cities in the airline booking system;
a single booking for the entire rail and air journey;
guaranteed connection;
automatic reassignment;
railway timetable adjusted to flight waves;
luggage drop-off facility at the airport train station;
shared customer service;
clear service provider responsibility.
One of the central questions of the previous analysis of the National Tourism Development Strategy 2030 was whether Hungary can finally function as a unified, sustainable and integrated destination. Rail & Fly would be a good test of this: it would show whether we continue to think in separate investments and institutions, or whether we are able to create complete guest journeys.
The high-speed railway serving Budapest Airport could be a modern and useful transport investment. However, it will only become a Rail & Fly system if the railway is also integrated into the commercial, scheduling and passenger protection systems of the airlines.
It's not the ticket that needs to be integrated, but the responsibility.
The future of Rail & Fly is not determined by how many train pictograms appear on airline websites. The question is whether the passenger buys a single trip or several separate services in a common package.
The good system:
provides a reservation;
arrives directly at the airport;
protects the connection;
automatically overwrites;
offers easy check-in;
clearly handles luggage;
clearly defines who is responsible for the passenger;
really triggered short-haul flights.
Air France's Brussels system stands out because it integrates not only the ticket, but also partially the baggage process and station service.
Lufthansa Express Rail, SWISS Air Rail and Austrian AIRail are serious, credible feeder products, but their baggage handling still disrupts the unified passenger experience.
The KLM-Eurostar cooperation is following a good transport direction, but there is still too much personal administration in Brussels.
Iberia sells a train, a suburban transfer and a flight on a single ticket, while trying to address the lack of direct airport rail with a two-and-a-half-hour connection time.
The Lufthansa–KORAIL service combines the flight ticket, KTX and AREX into one booking, but leaves the transfer in Seoul, separate check-in and luggage handling entirely up to the passenger.
Rail & Fly becomes true intermodality when service providers not only link tickets and their logos, but also timetables, baggage, information, disruption management and, above all, responsibility. Because ultimately, for the passenger, what matters most is not whether the train has been assigned an airline flight number, but whether someone takes responsibility for it from the departure station to the final destination.
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