Tag: FIP

Back after 8 years – Sarajevo, Bosnia & Herzegovina ๐Ÿ‡ง๐Ÿ‡ฆ to Ploฤe, Croatia ๐Ÿ‡ญ๐Ÿ‡ท by train

Gareth3 Comments on Back after 8 years – Sarajevo, Bosnia & Herzegovina ๐Ÿ‡ง๐Ÿ‡ฆ to Ploฤe, Croatia ๐Ÿ‡ญ๐Ÿ‡ท by train

Sarajevo, the capital of Bosnia & Herzegovina, has been cut off from the core European passenger rail network since its direct service to the Croatian capital, Zagreb, was axed in 2016. Similarly, the capital’s other international passenger service, the summer only direct train to Ploฤe in Croatia, has not run into Croatia since 2013 – due to track work and disagreements, with the Croatian Railways (Hrvatske ลพeljeznice Putniฤki prijevoz, HลฝPP) citing the route was unprofitable.

Fast forward to 2022, and there is still no service to Zagreb yet. However, the full 194 km (121 mi) route from Sarajevo to Ploฤe route was restored for the summer from July until September on Fridays, Saturdays and Sundays – in both directions. This enabled the new Talgo coaches purchased by the train operator, Railways of the Federation of Bosnia and Herzegovina (ลฝeljeznice Federacije Bosne i Hercegovine, ลฝFBH), to be put into international service to neighbouring Croatia.

Naturally with a planned visit to beautiful Sarajevo, I just had to experience this train route – with the first part of the train’s journey to Mostar being listed as a must-see tourist attraction for any visit to Bosnia and Herzegovina with its beautiful scenery. Below is the map of the places the train passes through.

Sarajevo Railway Station

Sarajevo main railway station (Glavna ลพeljezniฤka stanica u Sarajevu) is situated thirty minutes west by foot from the old town, with trams serving the main road nearby.

It was built originally in 1882 and rebuilt in 1949 following World War Two. Today the station showcases its brutalist architecture, with Coca Cola stepping in more recently to sponsor the walls at either side of the entrance hall. The booking office is situated at one end and notices are up asking you not to take pictures… I may have flouted that rule a few times.

Booking

A train trip from Sarajevo comes with a challenge: tickets aren’t available from anywhere other than the booking office at the station in Sarajevo. Not only that, but you also need to purchase them for this train at least one day in advance from the booking office – which is something to do with notifying the authorities with the international border crossing. This wasn’t a bad thing for us, as we wanted to spend some time visiting the beautiful city before departing.

The booking office was a unique experience that could give anyone flashbacks from the past, including hand-written tickets on carbon copy paper. It was like we were stepping back into the 1970s! Not only that but our names, date of birth, and passport details were written down on a scrap piece of paper – which didn’t convince us that data security was important here.

It was here that we asked about what accommodation was available on the train. The lady told us that there were only 2nd Class seats available to purchase and no seat reservations were possible.

Onboard the train

Bright and early on departure day, we arrived to the platform in enough time to board the train before its prompt departure at 07:15. There was a poster at the entrance door showcasing the timetable and the platform the train would depart from – Platform 2.

Boarding the sixteen-carriage train was entirely at one door on the train, in Coach number 7, despite the full train being destined for the same destination, Ploฤe. I don’t know if this was to show off the 2021 European Year of Rail branded door or if this was purely logistics. It did appear that the staff were having to manually open each door prior to arriving at each station.

Shortly after departure, our tickets were checked. Despite being asked to buy these prior to departure, there were people buying these on the train from the conductor onboard; however, this could have been permitted for domestic journeys – at Mostar half of the train emptied. These tickets were also hand-written, so it was taking some time to issue them.

Seating

The train was indeed formed of both Second Class and First Class seating, complete with power sockets, reading lights, and reclining at all seats.

First Class seating was fully occupied during the course of the trip, so this could well have been available to all. It was too late for us to benefit however and unfortunately I was only able to photographs of the Second Class seating.

Cafรฉ Car

There was a Cafรฉ Car open for the course of the trip, situated in the front portion of the train. No food was available, but full sugar Coca Cola, Fanta, water, orange juice, and coffee was on offer for purchase.

There were in fact two Cafรฉ Cars available on the train, and typically I visited the wrong one first. Thanks to a kind member of the public who enlightened me that I wouldn’t get served there and had to move forward to the open Cafรฉ.

Scenery

Soon after departure from Sarajevo the train window turns into a moving picture frame, gliding past some stunning green, mountainous scenery, and the Neretva river. The crew were kind enough to switch the lights off one hour and three quarters into the journey. The ultra-reflective windows of the Talgo coaches didn’t matter anymore at this point. Again I was asked not to taking pictures, when coming into a station by a passing crew member.

Border Crossings

The border crossings to exit Bosnia & Herzegovina and enter Croatia take place at Capljina and Metkovic stations respectively, with a locomotive change from a ลฝFBH to a HลนPP one – both Class 441 locomotives from the Yugoslav Railways (Jลฝ).

All the border checks took place at the comfort of our seats, with the Bosnian police taking passports off the train to check, while the Croatian police opted to check on the train. We were also asked by the Croatian police if we had any alcohol or cigarettes with us.

Arrival into Ploฤe

We arrived in to Ploฤe around one hour after the scheduled arrival time. The station isn’t the most obvious or photogenic-looking, but the building is connected to the coach station, with easy connections for onward travel to destinations such as Dubrovnik and Split.

Fares

Journey LegAdult Fare
Sarajevo to Ploฤe25 BAM = ยฃ10.85 / 12,71โ‚ฌ

Reservations are not available and thus no additional fees payable on top of the ticket price.

I tried to use my FIP card, issued to European rail staff for 50% off ลฝFBH fares; however, the lady at the booking office shook her head – I wasn’t lucky enough to get a discount this time.

This article was first published in October 2022.

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Holidaying with the Hungarians – Adria InterCity sleeper train from Split ๐Ÿ‡ญ๐Ÿ‡ท to Budapest ๐Ÿ‡ญ๐Ÿ‡บ

Gareth7 Comments on Holidaying with the Hungarians – Adria InterCity sleeper train from Split ๐Ÿ‡ญ๐Ÿ‡ท to Budapest ๐Ÿ‡ญ๐Ÿ‡บ

Hungary won’t be on your list when it comes to a seaside holiday, it is a landlocked country after all. The nearest to the seaside you’re going to get here is Lake Balaton that happens to be a popular destination for Hungarians wishing to escape the bustle of the capital and other cities.

For those wishing to go further afield, there is a convenient sleeper train that’s very popular with Hungarian families looking to get their seaside fix. The “Adria” InterCity runs direct from Budapest Keleti station to Split in Croatia on the Adriatic Coast during the summer time – operated by the Hungarian State Railway company MรV-START. Taking 14 hours in total covering 789km, this train is one of MรV’s most popular night train routes offering comfortable accommodation onboard and the delight that is a Dining Car.

Recently I experienced the joy of travelling on the, unfortunately named (for 2020 onwards anyway), Corona InterCity which had an excellent Dining Car with an array of menu options – so I knew I was in for a treat with this journey.

I booked onto the northbound Adria InterCity, departing Split at 18:27 and booked to arrive at 09:35 into Budapest Keleti the following morning. Below is the route map.

Split station

Conveniently located across the road from its harbour and Old Town is Split station, which on specific summer afternoons is a exciting hive of activity with three international trains bound for Budapest, Prague and Bratislava (via Vienna) and the occasional train bound for destinations in Croatia. The entrance to the station is somewhat hidden, with trees and shops aplenty lining the street in front. I wonder how many people visiting Split actually know that there is a station here?

Once I had found the booking hall, there was no need to look at the departure board for the specific platform. Clearly visible in the distance was the Adria InterCity in MรV-START’s new eye-catching blue and white livery on most of the cars boasting three Sleeping Cars, three Couchette Cars and indeed the eagerly awaited Dining Car. The train would be hauled by this Croatian Railways (HลฝPP) 2044 locomotive (pictured) as far as Ogulin, where another HลฝPP locomotive would take over as far as the border with Hungary.

Onboard the Adria

Sleeping Car

For this trip I had booked a sleeping compartment in Car 421. Having located my car, I was greeted by my friendly Sleeping Car attendant on the platform who checked my ticket and I was then pointed in the direction of my booked compartment, Berth 51.

This is the most premium accommodation on the Adria InterCity. These air conditioned compartments include a made-up bed with clean linen, a towel and some complimentary refreshments. At the end of the car is two toilets shared with other passengers in the car. There are up to three bunk beds available in each compartment and at the point of booking you can choose whether to reserve a single, two-person or three-person compartment. Keep in mind if you would like private occupancy for one person you would need to book a single compartment, but this does give the option of sharing with others at a lower price.

MรV-START has been in the process of refurbishing these cars with a stylish blue livery and striking blue and yellow interiors and installing power sockets. On this train specifically there were two refurbished Sleeping Cars with a third unrefurbished one sporting the original red and light pink walls, so it is a lottery which one you will get.

These compartments are roomy (as train compartments go) and I did have a very comfortable night. Pictured below are the newly refurbished cars.

Dining Car

A rarity in Europe these days on night trains, is a Dining Car. On the Adria InterCity, MรV-START make a point of this train including an “elegant” one previously in service on government trains. It was certainly a delight to experience some former glamour, but the drawback was that it was very hot without air conditioning and a warm 26ยฐC outside. Thankfully there was a window that opened wide, perfect for taking in the sea air while enjoying the views en route.

The heat was not helped by the menu offering mainly ‘warming’ dishes, more suited for a cold winter’s day. Still I went ‘all out’ and chose a delicious roast duck with cherry sauce served with mashed potatoes, washed down with some white wine and followed by honey cake for afters. Don’t be fooled by the cherry sauce served in a soup bowl, there’s no surprise soup on offer. This set me back 5990 Hungarian Forint (14,16 โ‚ฌ).

The Dining Car was very popular, with all the tables soon occupied. It’s worth mentioning that reservations are not possible, so tables are available at a first-come-first-served basis and it’s worth heading there as soon as you can on boarding.

Couchette Car

Couchettes are the other type of accommodation on the Adria InterCity which have also been refurbished recently. Couchettes come with sheets and blankets to make up a bed yourself and come with a lighter breakfast in the morning. These are shared rooms with other passengers, up to four or six people in each and shared washrooms and toilets are at the end of the car. The train was fully booked, so I didn’t get a picture of a compartment in the couchette car. However below is pictured a similar one on the Corona InterCity.

Scenery

On departure from Split there is a feast for the eyes out of the window as the train heads for the Dinรกri Mountains with the railway ascending to almost 900 metres above sea level. Be sure to take a look at the view at the back of the train too. In the morning the journey promises views of Lake Balaton as the train glides across its long eastern shore.

Border Controls

At the time of writing Croatia is not in the Schengen area, however, this is likely to change in the near future. This means that border formalities took place by both the Croatian police, for exit, and the Hungarian police, for entry to the EU.

The good news is that both of these checks take place at the same station in Hungary, at Gyรฉkรฉnyes, where the train arrives at 05:09 in the morning. This is early, but it could have been far earlier if the Croatian police checked at a station in Croatia, so I didn’t mind this.

Then it didnโ€™t go to plan…

Entering Hungary was a breeze, however, at the border crossing we stood for longer than scheduled. My friendly carriage attendant came to share the news, in perfect English, that there was a problem up ahead which meant that the train couldnโ€™t continue its journey after Nagykanizsa. He explained that Iโ€™d have to pack my things and board a replacement bus to Balatonszentgyรถrgy where a replacement train would be waiting.

This is where MรV-START and the onboard rail hospitality provider, Utasellรกtรณ, really came into their own I thought.

A ticket for the Sleeping Car includes a complimentary breakfast, usually served in the onboard Dining Car. Unfortunately there would now not be time to visit with a twenty-five minute running time to Nagykanizsa. However, my Sleeping Car attendant proactively came to tell me that I could still claim my breakfast in a takeaway box by taking my voucher to the Dining Car. He was not wrong. I was handed two croissants and an Earl Grey tea with a smile to provide some much needed sustenance for what the rest of the journey had in store.

I alighted from the train at Nagykanizsa and followed all the other passengers to the station exit. We were greeted by a staff pointing us in the direction of the replacement bus and then again at Balatonszentgyรถrgy to get on the replacement train. The whole process was calm and well organised. There was a seat available for virtually everyone on the replacement bus I took and more than enough seats for everyone on the replacement train to enjoy the views of Lake Balaton.

In the end we arrived into Budapest Keleti station only one hour after our scheduled arrival time. Impressive. The replacement train stopped at all the stations the Adria InterCity would have called at.

Later on by translating the MรV-START mobile app, I found the reason for the disruption was that there was a lightning strike the night before leading to fallen trees on the line. The fact that MรV-START set-up these contingency travel arrangements for the arrival of the early morning Adria InterCity is a wonder.

Business Lounge

Included in the sleeper ticket is access to the Business Lounge at Budapest Keleti. This comfortable lounge has a number of complimentary items, including sandwiches as can be seen from the menu below, though I didn’t have time to sample anything – just as well I got my complimentary breakfast from the Dining Car.

Booking and Fares

In 2022 the summer only train ran from July to September, three nights a week. This train is so popular that when I looked to book online in early summer, there was very limited availability for the upcoming two months. I wasted no time in getting my ticket which can be purchased on the MรV-START website that you can show on your device or print out at home. This allows for all sorts of discounts, including InterRail and even FIP for rail staff travel.

Journey LegAdult using FIP Reduced Rate Card (50% ticket price)
Split to Budapest Keleti39520 HUF = 104,00 โ‚ฌ

This article was first published in October 2022.

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Corona InterCity – Budapest ๐Ÿ‡ญ๐Ÿ‡บ to Braศ™ov ๐Ÿ‡ท๐Ÿ‡ด by Hungarian sleeper train

GarethLeave a Comment on Corona InterCity – Budapest ๐Ÿ‡ญ๐Ÿ‡บ to Braศ™ov ๐Ÿ‡ท๐Ÿ‡ด by Hungarian sleeper train

The concept of naming trains is somewhat rare in Western Europe nowadays – in the Eastern parts, however, there are plenty. As part of a trip from the UK to Romania by train, I had booked on the, unfortunately named (at least for 2020 onwards), “Corona” InterCity for its full journey from the Hungarian capital of Budapest to Braศ™ov, in the heart of Transylvania.

There are a multitude of sleeper trains between Hungary and Romania each day, departing at different times, all with their own names to match. The best known ones are the “Ister” and “Dacia”, which connect the capitals of Budapest and Bucharest. These trains are exclusively formed of carriages by the Romanian State Railways (CFR Cฤƒlฤƒtori) for journeys across the border with Romania.

On the contrary, the Corona is unique as it is formed of carriages from the Hungarian State Railways (MรV-START), with its own dining car to match – a rarity in the world of continental European sleeper trains to have both. The train also takes a different route within Romania to serve towns, where Hungarian is widely spoken โ€“ for example Gheorgheni, Miercurea Ciuc and Braศ™ov.

After enjoying a highly appropriate Kรผrtล‘skalรกc, or Chimney Cake, in Budapest (originally popular in the Hungarian-speaking regions of Romania) and the view from the Fisherman’s Bastion of the river Danube, we head to the station at what feels far too early in the day for a sleeper train in April โ€“ with no sign of the sun setting just yet.

One good reason for the 17:40 departure is the time that the train arrives at the Hungary-Romania border stations. Both countries are in the EU; however, Romania is not part of the Schengen agreement. This means we had our passports checked (and stamped) at both Biharkeresztes (Hungary) and Episcopia Bihor (Romania) stations. We were timetabled to arrive at 21:08 and 22:56 respectively, meaning no through-the-night disturbances. Romania is in Eastern European Summer Time (EEST), while Hungary is in Central European Summer Time (CEST), so the Romanian time includes the +1 hour time difference, as we cross the border. Another benefit is the 09:42 arrival in the morning, allowing for a full day to explore Braศ™ov, known for its medieval Saxon walls and bastions.

Armed with plenty of fluids and emergency food supplies from nearby Spar, we headed to our platform around half an hour before departure. Here, our friendly Hungarian Sleeping Car Attendant greeted us, checked our reservation, and showed us to our compartment. The train conveyed one sleeping car, one couchette car, two seated carriages, as well as the recently re-opened dining car, following closure through the COVID-19 pandemic. We were in store for a highly memorable trip!

Booking

Booking a ticket from the UK for the Corona proved to be a challenge. Sleeping cars cannot currently be booked online at the, otherwise much improved, Hungarian Railways website. While these cars can be booked on the Romanian Railways website, no discounts can be applied if you already hold a valid ticket. My party of two had an InterRail Pass, and I can obtain a discount using FIP Coupons available to European railway staff.

Another drawback with the CFR website is that it only shows availability for the Corona when the Ister is not available – at least from my observation for a handful of upcoming dates.

Having consulted one UK Travel Agent, International Rail, who were able to book trains in western and most of central Europe, they were unable to book trains between Hungary and Romania. I tried another UK Travel Agent, Rail Canterbury, who saved the day being able to make our reservation for this train.

Onboard the Corona

Sleeping Car

Towards the rear of the five car train was Coach 435, the elderly sleeping car which would be our base for the next 15 hours. Although on some occasions there are refurbished air-conditioned sleepers on this route (as can be seen on VagonWEB), for us today, we would instead be in store for a trip of nostalgia. Not at all a bad thing.

In our comfortable compartment, our two beds were made up ready for us when we arrived, complete with clean bedding and towels. Air-conditioning would be supplied via an open window, and there was a black-out blind and red curtain. The train had clearly been baking in the warm 25ยฐC April sun for the day, so after departure (window down fully) we were brought some very welcome bottled water, multi-vitamin juice, and chocolate wafers on the house.

There was a USB and conventional socket within the cupboard above the sink; however, as explained later, we were not able to use it.

Dining Car

A real treat was the Hungarian Dining Car on the Corona, situated at the centre of the train that stays with the train for the full journey, boasting an extensive menu. Taking full advantage of the early evening meal departure time, we did not waste any time in seeking it out.

Enjoying a substantial beef burger with a few Korona wines (yes, the wine was called that too!), before we knew it, the sun was setting, and we were approaching the Hungarian border. We settled the bill and headed back to the compartment, to be ready with our passports.

It is worth mentioning that as Sleeping Car passengers on the Corona, we were entitled to a free breakfast in the Dining Car in the morning. The Sleeping Car Attendant handed us a voucher with our tickets.

Powerless

Returning to the compartment nicely full, we were surprised to find the Sleeping Car plunged into darkness. Our Sleeping Car Attendant appears out of nowhere to try to tell us what is going on, but we struggle with a mutual language. It appeared that he was telling us that in a few stations we will have power – I assume that he was referring to one of the stations where the locomotive would be changed.

Hopeful our power will return, we sit tight, enjoy the unique experience of travelling in the dark, glancing up at the stars. Resourcefully, we use every opportunity at lit stations to search our luggage for what we need to settle down for the night.

Unfortunately, the power never arrived, with the exception of the corridor that miraculously lit up at the border stations. Following a restful sleep, we woke up to a freezing carriage and frost on the ground in Romania, so we were very glad to be returning to the Dining Car for some sustenance and much needed mobile phone charge.

Couchette Car

Following breakfast in the morning, in search of somewhere warm to sit and power, we head to the Couchette Car, which offered us both. This carriage has been refurbished recently too. Our Sleeping Car Attendant pops his head in to say hello and understandingly nods his head when we tell him we moved to get power.

Seated Car

On the Corona there are two compartment Seated Cars. One was a refurbished car, the other looking more tired but comfortable. Take your pick.

Scenery

It’s worth heading to the back of the train to see the sunset over the east of Hungary. In the morning, we were greeted to hilly views of Transylvania.

Arrival

We arrived on time after an overall pleasant trip. And, in case you were wondering, we did not catch Coronavirus from the Corona.

Fares

Journey LegFull Price Return*Global InterRail Pass
Budapest to Braศ™ov123.73 LEI (25โ‚ฌ) + Reservation FeeIncluded + Reservation Fee (80โ‚ฌ for two people sharing 2-berth sleeping compartment)

*pricing valid at the time of writing โ€“ May 2022.

If you work for the rail industry in a European country, as I do, you can take advantage of FIP free and discounted travel across Europe, which includes a trip on the Corona plus the one-off reservation fee for the whole journey in the chosen accommodation.

Journey LegUsing FIP Free Coupons
Budapest to Braศ™ovMรV FIP Free Coupon (Budapest to Biharkeresztes)
+ CFR FIP Free Coupon (Biharkeresztes to Braศ™ov)
+ Reservation Fee (80โ‚ฌ for two people sharing 2-berth sleeping compartment)

This article was first published in May 2022.

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Interlaken ๐Ÿ‡จ๐Ÿ‡ญ to Jungfraujoch ๐Ÿ‡จ๐Ÿ‡ญ – The Top of Europe by train. What’s the journey like and is it worth the cost?

GarethLeave a Comment on Interlaken ๐Ÿ‡จ๐Ÿ‡ญ to Jungfraujoch ๐Ÿ‡จ๐Ÿ‡ญ – The Top of Europe by train. What’s the journey like and is it worth the cost?

A trip to the Top of Europe sounds impressive, right? At an impressive 3,454 metres high, Jungfraujoch is Europe’s highest train station. As you might expect, this is a tourist attraction and not the cheapest train journey even by Swiss standards – but is it worth the cost?

The trip starts at Interlaken Ost, a resort town that is a core part of the Swiss rail network with direct trains to Bern, Lucerne and even international destinations to/from Germany.

It isn’t a case of jumping on one train to get to the Top of Europe – there are multiple changes required. There are also different route options – whether you want to go via Lauterbrunnen or Grindelwald, whether you would like to go solely by railway or the faster cable car and train combination. You can also mix and match making tailoring the trip exactly how you’d like it – we opted for ascending exclusively by train via Lauterbrunnen and descending by cable car and train via Grindelwald.

In this blog I will explain these routes, however please consult jungfrau.ch for the latest information about each of the options and fares available.

Interlaken Ost to Lauterbrunnan (796 metres)

Journey LegDurationOperatorViews
Interlaken Ost to Lauterbrunnan20 minsBerner Oberland-BahnRight Hand Side

First up, our chariot is the train of the Berner Oberland-Bahn taking us 229 metres up to Lauterbrunnan in 20 minutes.

Lauterbrunnan to Kleine Scheidegg (2,061 metres)

Journey LegDurationOperatorViews
Lauterbrunnan to Kleine Scheidegg38 minsWengernalpbahnRight Hand Side

This next leg is where the spectacular scenery begins. It’s a steep ascent on the rack railway from Lauterbrunnan to Kleine Scheidegg. As soon as the train departs there is a beautiful view over Lauterbrunnan. Then a views down into the valley on the approach to Wengen station sitting at 1,247 metres followed by Allmen station at 1,509 metres. This is the point I realised how unique this journey is – you get a real sense of the height you’ve climbed. Look out for Swiss cows donning big bells around their necks and the first view of a glacier. I did notice how thin the air was getting off at Kleine Scheidegg. There is a water machine and taking slow steps is advised from here upwards.

Kleine Scheidegg to Eigergletscher (2,320 metres)

Journey LegDurationOperatorViews
Kleine Scheidegg to Eigergletscher5 minsJungfraubahnRight Hand Side

Next up the rather comfortable, red, Jungfrau Railways train climbing up to Eigergletscher. This is a quick 5 minute trip. Unfortunately for us, this is where the mist came in obscuring our view across the valley.

Eigergletscher to Jungfraujoch (3,454 metres) – the Top of Europe

Journey LegDurationOperatorViews
Eigergletscher to Jungfraujoch26 minsJungfraubahnN/A

The final leg is on another red train by the Jungfrau railways. This journey is entirely in a tunnel, built in order to protect the railway line from snow and extreme weather. The train makes a stop at Eismeer, the second highest train station in Europe at 3,159 metres, stopping for 5 minutes to admire the panoramic view of Ischmeer glacier covered in thick snow. Impressive.

Finally everyone gets back on to travel for the final 300 metres to the Top of Europe, at Jungfraujoch.

The Top of Europe

We made it to the Top of Europe! There is a viewing platform here at Jungfraujoch however the mist never cleared in our experience. Despite this and much to our surprise, it turned out to be very easy to spend a few hours at the Top of Europe with an ice plateau outside, vast ice caves with ice scultptures, a museum, shops (including souvenir and the highest Lindt shop), Europe’s highest post office and a cafรฉ.

Jungfraujoch to Eigergletscher (2,320 m)

Journey LegDurationOperatorViews
Jungfraujoch to Eigergletscher24 minsJungfraubahnN/A

To begin our descent we retrace our steps and travel back through the tunnel on the same route, however it’s worth noting that that the train doesn’t stop at Eismeer in this direction – it’s direct to Eigergletscher. A family sat their child in the spare seat next to me, who fell asleep for the duration with his head on my shoulder…

Eigergletscher to Grindelwald (1,034 m)

Journey LegDurationOperatorViews
Eigergletscher to Grindelwald15 minsEiger Express Cable CarFront

Spicing things up for the return leg, we opt for the route via Grindelwald this time instead of Lauterbrunnen and tried out the new Eiger Express Cable Car that opened in December 2020. With its 44 cabins, it glides down the 1,300 metres elegantly with stunning views from the front. Although you’re sat with the window to your back, you can turn around for an unobscured view. There is also a Wengernalpbahn train along the same route taking longer.

Grindelwald to Interlaken Ost (568 m)

Journey LegDurationOperatorViews
Grindelwald to Interlaken Ost35 minsBerner Oberland-BahnLeft Hand Side

This would be the final leg of our trip back to Interlaken. Grindelwald itself does have a vast array of shops, perfect for a travel break on the way back. Once ready to head back, the final leg to Interlaken Ost is by rack railway with river views on the left.

Overall despite the weather conditions, I thoroughly enjoyed my journey to the Top of Europe. No matter what the weather is at the top, you can still appreciate the scale of the railway and the effort required for those involved in building it. It’s a true engineering marvel. Getting on and off trains en route gives you the chance to experience stunning views while breathing fresh mountain air aplenty.

Route wise, both routes via Lauterbrunnen and Grindelwald are spectacular and I recommend going up one and down the other.

In terms of buying tickets, I suggest waiting until the day of travel to purchase these so you can check for the weather conditions on the day – the pricing is the same no matter when you buy it and no reservations necessary. We found the staff at Interlaken Ost booking office to be very helpful, happily working out the cheapest price for us. There are webcams online and in hotel room TVs in Interlaken, so you can check the conditions before setting off.

Tickets

Ticketing isn’t the easiest to get your head around, though you can purchase a through ticket from Interlaken Ost to Jungfraujoch despite using three train operators services and the cable car, and all from the booking office at Interlaken Ost. There’s a cheaper Good Morning ticket available for the early bird departures and discounts for those with InterRail, FIP and Swiss Half Fare cards among others. More details can be found here.

Journey LegFull Price Return*InterRail Discounted Return
(valid, but no need to date)*
Interlaken Ost to Jungfraujoch (Return)Valid all day – 210.80 CHFValid all day – 177.20 CHF
Interlaken Ost to Jungfraujoch (Return)‘Good Morning’ ticket – 175.00 CHF
*pricing valid at the time of writing – December 2021.

If you work for the rail industry in a European country, as I do, you can take advantage of FIP free and discounted travel across Europe which includes a trip to the Top of Europe.

Journey LegUsing FIP Discount Card*
Interlaken Ost to Jungfraujoch (Return)Valid all day – 117.90 CHF
Good Morning Ticket – 95.00 CHF
*pricing valid at the time of writing – December 2021
Journey LegUsing FIP Free Coupons*
Interlaken Ost to LauterbrunnenFIP Free Coupon (SP)
Lauterbrunnen to Kleine ScheideggFIP Free Coupon (SP)
Kleine Scheidegg to Jungfraujoch via EigergletscherFIP Fare 39.00 CHF
Jungfraujoch to EigergletscherFIP Fare 37.50 CHF
Eigergletscher to Kleine Scheidegg (Cable Car)FIP Free Coupon (SP)
Kleine Scheidegg to Interlaken OstFIP Free Coupon (SP)
*pricing valid at the time of writing – December 2021

This article was first published in December 2021.

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