Tag: Interrail

Poland’s Flagship High-Speed Train – Gdańsk 🇵🇱 to Warsaw 🇵🇱 on the Express Intercity Premium

GarethLeave a Comment on Poland’s Flagship High-Speed Train – Gdańsk 🇵🇱 to Warsaw 🇵🇱 on the Express Intercity Premium

You’re spoilt for choice for trains between Gdańsk and Warsaw, with several departures a day connecting the northern Baltic coast city with the capital in Poland. These options are sorted into three train classifications, which is the case on long-distance routes across Poland.

The lowest prices can be found on the Twoje Linie Kolejowe (TLK) services, the mid-range are the InterCity (IC) services, and, the most expensive, fastest services are trains of the Express Intercity Premium (EIP) type. A journey on the latter classification from Gdańsk to Warsaw takes as little as two hours and thirty-four minutes, while the fastest TLK service take three hours and eleven minutes. There’s also an all day TLK option for the adventurous called the ‘Biebrza’ that takes eleven hours and thirty three minutes. This train is routed east, close to the Belarussian border – perhaps one for another day.

Looking to experience the best of Poland’s railways, I opted to take an EIP train between Gdańsk Główny and Warszawa Centralna (Warsaw Central), booking a ticket in First Class accommodation. The EIP trains serve the cities of Gdynia, Gdańsk, Warsaw, Wroclaw, Katowice and Krakow and are capable of running up to 200 km/h on Poland’s rails. European train travel aficionados might recognise these trains that part of the ‘New Pendolino’ family, identical to those in other countries in Europe and China. This includes those operated by the Swiss Federal Railways (SBB) and Trenitalia, pictured on the right below, with the Polish variant pictured on the left. The Polish versions however do not tilt on corners as the other versions do, probably due to the mainly straight tracks in Poland.

View of the ETR610 trains at the platform at Milano Centrale bound for Basel SBB (SBB branded train on left) and Genève (Trenitalia branded train on right)

Here is a map of the journey from Gdańsk to Warsaw:

Onboard the Express Intercity Premium

Our train arrived into Gdańsk Główny with a delay of two minutes arriving from the train’s starting point, Gdynia Główna. Once the very smart looking train had appeared we realised we were standing at the wrong end to where the single First Class carriage was located in carriage number one – right at the front of the train. The minor stress of having to jog was more than made up by the welcome from the Conductor and the dedicated First Class Host upon boarding the First Class carriage.

Seat reservations are compulsory on the EIP train in both of its classes, First Class and Second Class, and are provided automatically when booking the ticket. When booking online with the operator of the train, PKP InterCity, we were able to select our seats from a seat map – a neat feature.

First Class Accommodation

First Class seating on the EIP comes in a 2+1 configuration, with a choice of seating around tables with one, two and four seats. These comfortable seats all lined up with the windows, offered recline and a fold out table. There was also train running information on the rolling screens at each end of the carriage as well as TV monitors used for advertising.

As soon as we departed Gdańsk Główny, we were handed a menu card from our dedicated host. A complimentary light meal was provided within the cost of the ticket. I selected the salad with matured ham and blue cheese. As the train departed Tczew, the host passed by again with a trolley with tea, coffee, orange juice, apple juice, full-sugar Coca Cola and water. This was the only occasion where we would see the trolley on our journey, having asked if further drinks would be available, I was directed to the Dining Car in carriage number three. This didn’t stop customers joining the train at subsequent stops being offered the same food and drink offer, however.

Second Class Accommodation

The other type of accommodation on the train is 2nd Class, located across six coaches in carriage numbers two-seven. Seats are arranged in a 2+2 configuration with a mix of airline-style and tables of four. There are also a limited number of compartments with six seats in each. A complimentary bottle of water is provided.

WARS Bistro Car

Dining Cars in Poland are well renowned for their extensive menus provided by WARS, the hospitality and catering supplier of PKP InterCity trains. The menu in the Bistro Car on the EIP is no exception with hot, freshly prepared dishes along with salads, soups and desserts.

In search for something more substantial than our complimentary First Class light meal, we opted for the traditional pork chop dish and what I believe Poland is rightly most renowed for, the pierogis, or meat-stuffed dumplings. Something that you have to try!

There is one catch with the Bistro Car on the EIP train and that’s that there is no seating – though you can order the meal at your seat, however, we found it much easier to go to the Bistro Car than flag down the already rushed-off-her-feet First Class host. Standing up does take away some of the pleasure of dining on the move, however, it does mean that people don’t hang around for long meaning a highly efficient use of the only four tables.

There is another benefit of dining in the Bistro Car, and that is that you can purchase and consume alcohol. We were informed that you can only purchase alcohol in the Bistro Car, though there wasn’t much compliance with this as customers carried their beers through to the Second Class saloon.

Conclusion

The Express Intercity Premium train is very comfortable and modern, bringing rail travel up to date in Poland and serving the key cities.

The complimentary offer in First Class is a nice touch, but it’s likely it won’t fill you up if you’re travelling during breakfast, lunch or dinner times. It was great to have the Bistro Car on the EIP serving the same extensive menu available as the Dining Cars on the InterCity and some international trains in Poland, however, it’s a shame to not be able to sit down. Customers were able to order Bistro Car items at their seat in First Class though this was on takeaway boxes and wasn’t offered proactively.

Overall I would certainly recommend the EIP train and First Class accommodation is worth the upgrade, especially for the often reasonable price differential between Second Class and First Class.

Booking and Fares

Fares are available at the website of the PKP InterCity thirty days in advance for domestic travel (sixty days for international travel). Fares vary like air fares, so the earlier you book the lower the price.

Journey LegSecond ClassFirst Class
Gdańsk to Warsawfrom 118,30 Polish Zloty (~26€, £23, $28)from 181,30 Polish Zloty (~40€, £35, $43)

This article was first published in May 2023

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From Serbia 🇷🇸 to Bulgaria 🇧🇬 – the international train with only one carriage!

GarethLeave a Comment on From Serbia 🇷🇸 to Bulgaria 🇧🇬 – the international train with only one carriage!

When I think of an international train, what springs to mind is a long train with at least two classes to choose from and a Dining or Café Car to assist with hunger on the trip. Most international trains in Europe are like this, however, there are some unique exceptions. The once per day train from Dimitrovgrad, Serbia to Sofia, Bulgaria, which was the only way to get from the capitals of Belgrade to Sofia from September to June (the winter season), was formed of a locomotive and only one Second Class carriage. They don’t lie when they say train travel isn’t popular in the Balkans!

I took a trip on this international Bulgarian Railways (BDZ) train in September 2019 as part of my trip from the United Kingdom to Türkiye exclusively by train. This particular train ran exclusively in the winter season as in the summer period the same train, except two carriages, started from Belgrade, completing its journey to Sofia in just over eleven hours.

Belgrade did happen to be our origin for this leg, however, as the direct train wasn’t available on our date – the only option was three trains from Belgrade to Niš, Niš to Dimitrovgrad and Dimitrovgrad to Sofia. All three journeys were possible to do in a day, though we opted to break the journey overnight in Niš and explore the fortress there (highly recommended!).

Surprisingly, having to take three different trains actually turned out to be a blessing as I explain below. At the time of booking this blessing was unknown as I tried to piece together timetables with the help of Mark Smith, the Man in Seat 61, to double check that I wouldn’t get stranded. Timetables have been known to not line up with connections. On the day I did witness the Niš to Dimitrovgrad train waiting for passengers connecting from the delayed Belgrade to Niš train, so it appears some people do make connecting journeys on this route, and this was known by the conductor on the train.

Unfortunately as of 2023 there is track work taking place on the Niš to Dimitrovgrad route with no replacement transport provided – there are public buses, however, they do not connect with the train as explained by the Man in Seat 61 here rendering Belgrade to Sofia in a day challenging if not impossible.

Here is a map of the journey from Dimitrovgrad to Sofia:

Departure from Dimitrovgrad

Dimitrovgrad is a town in the south-east of Serbia and was a peaceful place to enjoy a quick break from travelling. There wasn’t much going on at the station, however, I did find a kiosk that sold some cold drinks. These were very welcome as I glanced at a thermometer that confirmed that it was a hot day with the outside temperature of 32oC.

As we were connecting from the Serbian train from Niš, the platform change was a straightforward one – the Bulgarian train to Sofia, that departed fifty minutes later than the scheduled arrival into Dimitrovgrad, would depart from the same platform. We were running thirty-five minutes late, however, which meant that we would only have fifteen minutes in Dimitrovgrad before the only train that day to Sofia. It was hair-raising to see the Serbian train, that was our chariot for the last few hours, reverse out of the station almost straightaway after dropping us off. The reason immediately became apparent – the Bulgarian train that would take us to Sofia soon after, arrived on the same platform from a siding from the same direction.

They call it a small world and what happened next validated that. I never thought, at a small station in Serbia, I would meet a fellow traveller from the UK. Peter, who teaches at the University of Cambridge. had in fact followed us all the way from the UK by train, taking a similar route. We also met Alejandro from Spain who was en route to Kiev. We all made friends quickly and shared what was left from our food reserves for that day including a banana, a pack of apricots and biscuits to accompany our now lukewarm drinks.

Onboard the Bulgarian electric train

As we boarded the Second Class only Dimitrovgrad to Sofia train, we were immediately hit by how hot the carriage was inside – the train must have been sat in the sun for the whole day since its outward journey from Sofia. It was the first train on our journey from the UK without air conditioning and we had soon realised how spoilt we were on our previous trains. Myself and my new found friends wasted no time in opening all of the windows in the carriage for much needed respite. On departure, we were joined by three other passengers resulting in total occupancy of seven passengers.

The carriage, that was partitioned off into three compartments, had seats that were arranged in tables of four (without the table) as well as airline-style seating for two passengers. A toilet was available at the very rear of the carriage which I had the displeasure of using – it was very dark and not clean.

Very soon after departure from Dimitrovgrad, the train brakes were applied and we were stopped in a siding. This was for the Bulgarian Border Force to conduct passport checks to allow us to enter back into the European Union and Bulgaria. Passports were taken away for about thirty minutes and then returned to us before the train departed.

Once we were en route we sailed through to Sofia, having to close the windows at one point so the train didn’t lose its dark blue curtains in the draft, branded with the BDZ logo to match the seats. I noticed that the guard had a rather unusual cardboard pole that looked like a long cigar that he was using to signal to the driver to dispatch the train.

Scenery

The train from Dimitrovgrad to Sofia passes rural parts of northern Bulgaria with calls at some villages and towns en route.

Arrival into Sofia

We arrived on time into Sofia Central Station which is situated 1.7km from the centre of Sofia. The station was built originally in 1888 and rebuilt in a Brutalist style in 1974. It had extremely long platforms as you can see in the video below.

As we disembarked the train we noticed that this same carriage had been used for the direct summer only service from Belgrade Topčider to/from Sofia as shown on the carriage door and the plate on the side of the train.

Conclusion

I thoroughly enjoyed my Balkan trip and the train from Dimitrovgrad to Sofia was certainly a memorable experience.

Despite having to make three train changes to travel from Belgrade to Sofia, we concluded that this was the best way to do it in the hot weather to make the most of trains with air-conditioning. Travelling for some eleven hours in this carriage in this heat would have been a real challenge.

It’s a shame that the line from Niš to Dimitrovgrad is closed and no alternative transport is available. I hope that the service will resume soon to allow more seamless journeys from Belgrade to Sofia, two great capitals to explore.

Booking and Fares

I had used a free coupons issued to European rail staff for the full trip for both Serbian Railways (SV) and Bulgarian Railways (BDZ), though I think only the latter was necessary for this train. My travel companion had a Global InterRail Pass. The public price is available to buy only at the station prior to departure – it cannot be booked online.

While doing his ticket checks, our conductor was taking pictures of our passes. I don’t know why exactly, I’d like to think he was impressed we had travelled such a long way!

Journey LegFull Public PriceInterRailEuropean Rail Staff FIP Coupons
DImitrovgrad to Sofia10 Bulgarian LevIncludedFree

This article was first published in April 2023.

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Paris 🇫🇷 to Milan 🇮🇹 by train the Italian way – onboard the new Frecciarossa service!

GarethLeave a Comment on Paris 🇫🇷 to Milan 🇮🇹 by train the Italian way – onboard the new Frecciarossa service!

For many years, the only direct way to travel between Paris and Milan at high-speed was by the French TGV, or Train de Grande Vitesse. Today, there is a new kid on the block that is disrupting the market – the Italian high-speed counterpart, the Frecciarossa. This is operated by Trenitalia France.

It’s not the first time that the Italians have had some market share on this mainline route across the Alps. Until recently, there was a sleeper train from Paris running through to Venice, also operated by Trenitalia France under the brand name Thello, which ran from 2011 to 2020 (see pictures below from 2016). Clearly, when Trenitalia France decided to terminate the service for good they had a plan up their sleeve as, in 2021, Frecciarossa trains were launched from Paris to Milan setting a new standard of service directly competing with the TGV.

View of platforms at Paris Gare de Lyon with two trains in the background, one is the Thello train.

Depending on the day of week, there are one or two Frecciarossa services per day that operate the route, one early morning departure and, on some days, a late afternoon departure. This is the case in both directions.

One Saturday back in November 2022, I took the first Frecciarossa of the day with a group of friends, the 07:26 departure from Paris Gare de Lyon to be exact, for its full journey to Milano Centrale, arriving at 14:07. This afternoon arrival into Milan is ideal for connecting trains to other places in Italy, including the sleeper train to Sicily that I have reviewed recently.

Departure from Paris Gare de Lyon

The train departs and arrives at the great cathedral-like Gare de Lyon in Paris, the same location as where the competing TGV services depart and arrive from. This important station can be confusing to navigate with the station comprising of three areas, or halls. The Frecciarossa services leave from Hall 1 in the original part of the station, however, if you access the station from the underground Hall 3 (where the RER trains feed into) then you must walk to Hall 2 before locating the signs to Hall 1. Thankfully I had used the station a few times in the past, so there was no last minute panic on where the train would leave from.

Also confusingly, the Trenitalia France tickets are not available from the SNCF ticket machines that are dotted all over the station or the ticket office. However, in Hall 1, there is a Trenitalia France ticket machine with its own ticket office to match to be able to purchase tickets. We bought our tickets online direct from the Trenitalia website, however, so we didn’t need to use these facilities. Online purchases come with an e-Ticket, with a barcode, so the ticket can be presented on your phone at the ticket barriers and onboard.

Onboard the Frecciarossa 1000

The Frecciarossa 1000 that serves the Paris to Milan route offers three classes of accommodation on this route – Standard, Business and Executive.

Those familiar with the Frecciarossa 1000’s operations within Italy will know that there are usually four classes of accommodation on these trains – so which class is missing?

Standard Class Accommodation

Standard Class Accommodation is available in five cars on the Frecciarossa. Seats are arranged in a 2+2 configuration, some airline style and others around tables. There are two types of ambiances to choose from based on the specific car selected – Allegro and Silenzio, i.e. the quiet coach. Catering is available from the Café Bar in car number three, available to all, to purchase drinks and snacks.

On the Paris to Milan route, the Premium accommodation is sold as Standard Class, which features exactly the same seat but in brown leather. This is exclusive to car number four,

Business Class Accommodation

We had booked Business Class for our trip to Milan. This accommodation has seats in a 2+1 configuration and, like Standard Class, two types of ambiances to choose from – Allegro and Silenzio. As we were a group and wanted to talk freely, we booked the Allegro coach which came with a large head with an expressive hand sticker on the windows – which did seem rather unnecessary.

Shortly after departure, as is the case with Frecciarossa services in Italy, passengers are entitled to one round of complimentary drinks and snacks onboard. I selected a coffee and orange juice as well as a madeleine cake and chocolate wafer. After this, for the remainder of the journey, you must visit the Café Bar for further refreshments irrespective of your journey length. Naturally as we were on the train for six hours we did make a trip or two to the Café-Bar for lunch and drinks where I enjoyed a charcuterie board and a Peroni beer.

Executive Class Accommodation

The most premium accommodation onboard the Frecciarossa, and a real treat, is the Executive Class. This comes with a large, wide reclining chair that rotates to face the direction of travel and a rather extravagant 1+1 configuration. There is also a meeting room within the carriage and complimentary drinks and food included. The only other train I can think of with a similar meeting room is the Thalys train which I reviewed here comparing with Eurostar.

Despite a top notch service on offer, there is a drawback to travelling in Executive Class on the Frecciarossa at present. Trenitalia have opted for external advertising on the carriage ends and this entirely covers the windows resulting in an obscured view from the Executive Class car and at the other end of the train in Standard Class. What on earth were they thinking?

As I was travelling in Business Class accommodation, the dedicated staff weren’t keen on letting customers in without a ticket for this accommodation hence the stock image from Omio of the seating.

Scenery

Shortly after departure from Paris the train takes the high-speed line travelling at up to speeds of 320 km per hour. The train then takes a slower route through the French Alps. I have captured the best moments of the scenery on offer in the video and photos below.

Arrival at Milano Centrale

A destination in its own right is the cathedral-like station of Milano Centrale, home to a various high-speed, sleeper trains and local services to destinations within Italy and abroad. On offer is a vast array of eateries, a ticket office, left luggage facilities and even a supermarket.

Picture of the front of Milano Central station
Main concourse of Milano Centrale station with its high ceiling. There is a ticket office on the left, escalators for the metro access
Departure board with yellow text on black background detailing left to right operator, train number, destination, departure time, the stations the train calls at with arrival times, and the platform for the train.

Booking and Fares

The Paris to Milan Frecciarossa is available to book up to six months in advance of the travel date and just like many long distance trains the prices are lower the early you book. We purchased our tickets in June 2022 for travel in November 2022 with the cost in Business Class being 45,00€ per person.

Journey LegStandard ClassBusiness ClassExecutive Class
Paris to MilanFrom 29,00€From 36,00€From 165,00€

Book with Omio.com

Omio.com makes booking train tickets easy, selling tickets for 1,000 travel companies operating across the world, and removes the complication of knowing which operator to book your international train tickets.

If you book via the below link with Omio, Rail-Away earns a small commission that helps to support the running costs of the site – this is greatly appreciated.

Book Paris to Milan with Omio

Conclusion

The Frecciarossa is certainly a solid contender to the TGV on the Paris to Milan route with accommodation to suit every budget and even then the price differentials between Standard and Business classes were very reasonable booking early in advance.

I very much enjoyed my time on this train in Business Class, the welcome drink and snack and the extra space that the seating in this carriage provides. If I had booked Executive Class I would’ve been disappointed about not being able to look out of the window – I really don’t know what Trenitalia was thinking.

This article was first published in March 2023.

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The Istanbul-Sofia Express 🇹🇷🇧🇬 overnight train – comfortable but exhausting!

Gareth1 Comment on The Istanbul-Sofia Express 🇹🇷🇧🇬 overnight train – comfortable but exhausting!

Every evening, the Istanbul-Sofia Express sleeper train departs into the night connecting stations in the two countries of Bulgaria and Türkiye. This train is jointly operated by state operators in the countries it serves, the Turkish Railways (TCDD) and the Bulgarian Railways (BDZ), and is the only direct rail daily scheduled service available connecting the two countries. Believe it or not there is not a daytime option to travel between the two places, and the questioning as to why will be even more apparent as you read this Travel Report.

This journey was the final leg of my epic trip from the United Kingdom to Istanbul exclusively by train, taking place in 2019. This grand finale did bring plenty of excitement and a sense of achievement, but also tiredness as the journey ahead resulted in little relaxation.

Recently after a break during the COVID-19 pandemic, the Istanbul-Sofia Express has started running in 2023 again with some changes. The departure from Sofia is earlier, at 18:40, and thus the arrival into Halkali, a suburb in Istanbul, is now at 05:34, the following morning. The departure is now three hours earlier than in 2019.

Departure from Sofia Central Station

We arrived in good time at Sofia Central Station for our 21:45 departure – over an hour and half prior to this time. This meant that there was some waiting around required in the station and, to accommodate, the Sofia Central Station did have available plenty of places to sit in the warmth to admire its unique architecture.

Sofia Central Station is the main passenger station in Sofia and is located about one kilometre north of the city centre. The station in its current form is built in a Brutalist architectural style and dates back to 1971 where the station opened in 1974. It has more recently been renovated. Direct trains to/from Sofia serve four countries including the cities of Belgrade, Bucharest, Thessaloniki and Istanbul.

The notices and departure boards are in Bulgarian and English. Bulgaria is one of the few European countries to use the Cyrillic alphabet.

Onboard the Istanbul-Sofia Express

The Istanbul-Sofia Express came with a colourful mix of carriages – some old, covered in graffiti and rather dirty and others much newer looking and cleaner. Attached to the train was a variety of accommodation – sleeping cars, couchette cars and seated carriages, the former which are only available as far as the border where they are detached.

It is worth noting that there is no dining car or snacks to purchase on this train, nor any breakfast offering. Therefore, before departure we’re raided a supermarket in the centre of Sofia to arm ourselves with plenty of snacks and drinks for the journey.

Sleeping Car Accommodation

The sleeping cars on the Istanbul-Sofia Express are provided by the TCDD and make up all of the newer carriages built in the late nineties.

Armed with our reservation for car number 483, it took us a few moments to work out which car was ours as the coach number indicators weren’t in the usual place by the external doors as seen on other European train carriages. Hand-written on the side of the cars, in marker pen, were large three-digit numbers, one of which matched our reservation. The car numbers also happened to be marked on the destination plates, however, clearly these haven’t been obvious enough in the past to warrant the large scribble as well.

I’ve always wondered why many continental European trains have car numbers that are in the hundreds -if you know why please let me know in the comments section!

The sleeping car accommodation on the Istanbul-Sofia Express included the usual features of a sleeping car including air conditioning, a sink and curtains. It also had clean bedding, blankets sporting a tartan design (very cosy vibes indeed) and pillows provided. What really made this sleeping car compartment stand out compared to other European sleeper trains were a few features. Firstly, the compartments were the largest I’ve come across, and, secondly, there is also a fridge in the room that is stocked with some complimentary items including free bottled water, orange juice and cheese crackers.

Upon boarding, we found our sleeping car host who checked our travel documents briefly who then returned later to scrutinise them more after departure. Our compartment was initially set-up in ‘daytime mode’, which is that the beds that have been folded away to make way for two armchairs. When we were ready to sleep, we could fold the beds down to make up them ourselves.

There aren’t any en-suite compartments on the Istanbul-Sofia Express, with toilets at the end of each car. There was a choice between a western-style toilet at one end and a squat toilet onboard in each carriage. The western-style toilet, which also had toilet paper available, even had a bidet fitted to the toilet bowl. I can’t vouch for its success though!

Couchette Car and Seated Car

The Istanbul-Sofia Express also has a couchette car available for the full journey. At the time of the trip this was provided by the BDZ and it was quite a contrast to the cars provided by the TCDD with the carriage covered in graffiti and no air conditioning. Fast forward to today, this car has now been replaced with an upgraded air-conditioned TCDD Couchette Car improving the service offering.

Also on the train is seated accommodation available on the train as far as Svilengrad, on the Bulgarian side of the Bulgarian-Turkish border. Seated accommodation is not available, however, for the full trip unlike nearly all other sleeper trains in Europe.

Border Controls

As Bulgaria is in the EU and Türkiye is not, there are two border controls to go through on the trip once the train has arrived at the border stations of Svilengrad, on the Bulgarian side, and Kapikule, on the Turkish side. As this is a sleeper train unfortunately these controls fall during the night. Today, the eastbound train arrives at Svilengrad at 23:40, and in Kapikule at 01:45,

To keep things interesting the process required at each border station is different. At Svilengrad, the passports were collected by the sleeping car hosts and returned to us shortly before departure after checking by the police. Quite an easy process without the need to leave the compartment.

At Kapikule, the experience was entirely different. We had to disembark (with our luggage as is the case on eastbound trains) to go through passport control (showing my eVisa) and place our luggage through an x-ray machine, including our remaining items out of our compartment fridge! This took place in the main station building so we had to walk from the platform via the underpass. We were off the train for a pretty miserable hour, to be honest, and it was a chilly September night with only some stray cats to keep us company. Kapikule, like most border towns, didn’t exactly have a lot going on. One passenger was quite emotional, rushing to one cat’s defence, as one cat launched an attack at the smaller one. The authorities didn’t start the bag x-rays until after the last person has had their passport checked.

In 2019, when I made this journey, the train departed Sofia three hours later than today and not only that, the train picked up a delay of two hours within Bulgaria. This meant that we were finished with both borders at 05:00, which killed any hope of a good quality sleep. Not only that, the train was scheduled to arrive early in the morning, but we didn’t know how much time the train would make up in the early hours. Still we managed to get a few hours sleep and not miss our stop and end up in the train depot!

Arrival into Istanbul

Due to long-running engineering work, the sleeper train terminated in Halkali (and still does today) instead of the more central station of Sirkeci. Halkali is situated twenty-three kilometres from the centre of Istanbul. We were still able to finish our epic journey by rail, however, by using the Marmaray Metro direct from Halkali to Istanbul Sirkeci.It was lovely to finish our trip at the beautiful station of Sirkeci which is where the Orient Express finished its journey from Paris between 1883-1977. The station has its own museum which is jam-packed with old TCDD merchandise and machinery – well worth a look and free to enter.

Conclusion

The Istanbul-Sofia Express was quite a memorable experience! The sleeper train itself was comfortable and well equipped. Unfortunately, the disrupted night with the delay and the border controls, especially having to pack our bags and disembark with our luggage at Kapikule, meant for a largely sleepless night. The sense of achievement travelling across Europe exclusively by train was well worth it in the end, however.

Booking and Fares

This train is well known for being complicated to book, especially from abroad, with tickets only available in person at the station booking offices or via a travel specialist. Tickets or reservations can’t be issued online. The train can book up quickly and at the time I was able to use a renowned travel agent in Belgrade, Serbia who issued us with a hand written reservation to go with our tickets (quite a rarity these days!). This appears to no longer an option – you can check the Man in Seat 61 for the latest booking options from abroad.

Passengers with Interrail Passes (and FIP Free Coupons for European rail staff) are required to only purchase the reservation fee outlined below for their journey.

Journey LegCouchette
(2nd Class Ticket + couchette supplement)		Sleeping Car – 2 berth
(2nd Class Ticket + sleeping car supplement)		Sleeping Car – Solo Occupancy
(1st Class Ticket + solo sleeping car supplement)
Sofia to Istanbul18,48€ (+ 10,00€)18,48€ (+ 15,00€)27,72€ (+ 35,00€)

This article was first published in March 2023.

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Milan 🇮🇹 to Geneva 🇨🇭 by tilting EuroCity train – scenic trip through the Alps!

GarethLeave a Comment on Milan 🇮🇹 to Geneva 🇨🇭 by tilting EuroCity train – scenic trip through the Alps!

Connecting Italy with Switzerland are the high-speed EuroCity services run jointly by the state-owned railway companies of the respective countries, Trenitalia and SBB CFF FFS. The central station in Milan is served with direct trains to Zürich, Basel and Geneva departing regularly throughout the day and served by the pointy-nosed “Astoro” pendolino trains that tilt on corners to reduce journey times – at least that was the case before the trains on the Milan to Zürich route were being replaced by newer “Giruno” trains.

Milan to Geneva retains its pointy-nosed train for now, more technically called the ETR610 in Italy and the RABe503 in Switzerland, and completes the journey in four hours.

Rather than one train with a mix of carriages owned by Trenitalia and SBB combined, like other EuroCity services in Europe, the set-up here is different – the Swiss and Italian operators both have their own identical train sets. So, whether you get a Swiss one or an Italian one for your journey will most likely be a surprise for the day.

I booked a ticket in First Class for a trip on the full route from Milano Centrale to Geneva armed with music and a good book to settle in for a relaxing ride with some nice scenery on offer throughout the journey – as promised from the map below where we’ll be passing two lakes and several mountains in the Alps.

Departure from Milano Centrale

A destination in its own right is the cathedral-like station of Milano Centrale, home to a various high-speed, sleeper trains and local services to destinations within Italy and abroad. On offer is a vast array of eateries, a ticket office, left luggage facilities and even a supermarket.

Today for my trip to Geneva, the train would be a silver Trenitalia Astoro, with the white and red SBB Astoro sitting in the platform opposite bound for Basel. The two trains can be seen together in the photo.

Picture of the front of Milano Central station
Main concourse of Milano Centrale station with its high ceiling. There is a ticket office on the left, escalators for the metro access
Departure board with yellow text on black background detailing left to right operator, train number, destination, departure time, the stations the train calls at with arrival times, and the platform for the train.
Trenitalia ETR610 train sits on the platform at Milano Centrale
View of the ETR610 trains at the platform at Milano Centrale bound for Basel SBB (SBB branded train on left) and Genève (Trenitalia branded train on right)
ETR610 train boarding with the external doors open

Onboard the EuroCity

These modern EuroCity Astoro trains offer two types of accommodation onboard, First Class and Second Class, as well as a Dining Car. Seat reservations are a must for international journeys to/from Italy and come with the ticket on purchase which can be selected on the Trenitalia app and website.

First Class Accommodation

First Class accommodation on these trains is exclusively in an open saloon with seats arranged in a 2+1 configuration. There is a variety of solo, tables for two and tables for four on offer with comfortable seats that recline. There is also ample legroom to make for a relaxing journey.

On the Trenitalia Astoro, the seats are upholstered with a smart brown leather while on the SBB Astoro, the same type of seats are upholstered in a stylish purple and blue cloth moquette. Both versions are pictured below.

First Class doesn’t come with any additional perks such as lounge access or food and drink delivered to your seat seen on some other European trains, so you’re paying extra for more elbow and legroom and quieter ambiance.

Brown leather seats in a 1+2 configuration in First Class with spot lights and vinyl flooring. There are digital screens displaying journey information.
Two airline style brown leather seats in the First Class coach
Four brown leather seats around a table in First Class with a window and foldable table
Two style brown leather seats in the First Class coach, one facing the other with a foldable table
Single solo seat in brown leather
Vestibule and exterior door opposite on the ETR610, there is a green grab rail on either side and the coach indicator
First Class seating in a 2+1 configuration. The chairs are in brown leather with foldable tables.
Electronic reservation system display next to the seat number of the seat
Blue and purple seats and grey carpet
Blue and purple seats and grey carpet
Blue and purple seats and grey carpet arranged around a table of 4
Blue and purple seats and grey carpet, 2 seats arranged one opposite the other with foldable table

Second Class Accommodation

As per First Class, Second Class seats are also exclusively in an open saloon. Seating is less spacious, however, in a 2+2 configuration in a mix of airline style seating and tables for four – perfectly comfortable enough. The seats pictured below are the SBB Astoro, while the Trenitalia Astoro have the same seats in a brown moquette.

Seats arranged on a 2+2 configuration with seat back tables

Dining Car

On both versions of the Astoro, trains have a Dining Car situated in the centre of the train between Second Class and First Class.

The two versions are identical, other than the menu on offer and the colour of the seating – the Trenitalia Astoro has yellow seats and the SBB Astoro has black seats. Both operators offer hot and cold drinks and cold food and snacks. Arguably, the best Dining Car is on the SBB Astoro where hot meals are also available and meals are served on china plates and drinks in glasses as opposed to paper cups.

A bar area is in the centre of the car with yellow seats arranged in tables of 2 and 4

Scenery

The scenery on this journey isn’t a quite as spectacular as some other alpine routes in Switzerland, but for a mainline railway it was nice, passing Lake Maggiore in Italy and Lake Geneva towards the end of the trip and scenery of the Alps, towns and vineyards in between. Both sides of the train had their highlights, however, overall, sitting on the right hand side of the train was the best for the views. I filmed a lot of the scenery on offer on the trip and below is a video showcasing this on YouTube.

Border Controls

Italy and Switzerland are both in the Schengen Area, however, Switzerland is not in the European Union and Italy is. Therefore, at the border station of Domodossola, Swiss border guards joined us on the train and travelled as far as Brig to perform customs checks. They asked me if I had any goods to declare and how much cash I had with me, and had a glance of my passport photo page. Quite content with me entering they thanked me and wished me a good day and moved on.

There was also a change of train crew at Domodossola from an Italian to a Swiss crew and ticket checks were repeated as a result. It was announced that the train was 27 minutes late arriving into Brig due to “an accident in another country”, a reason that wasn’t provided before crossing the border so remained a mystery for the remainder of the journey what the cause of the delay was.

Conclusion

The trip on the Trenitalia Astoro was very comfortable with nice scenery on offer on this route. The train was surprisingly quiet, quite the contrary to the route from Milan to Zürich that I’ve taken in the past and has been busy.

First Class on the Trenitalia Astoro had comfortable seats and a nice onboard ambiance, however, I would’ve probably have been just as happy travelling in Second Class on this train.

Booking and Fares

The fares on this route are dynamically priced according to demand, although I didn’t find the price escalated too much from booking until the week before departure, probably because this particular train had a low demand.

Journey LegFirst ClassSecond Class
Milan to Genevafrom 34,00€from 75,00€

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This article was first published in February 2023.

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Amtrak Capitol Limited – Washington D.C. 🇺🇸 to Chicago 🇺🇸 by sleeper train – and how I saved on the Superliner Roomette fare

Gareth5 Comments on Amtrak Capitol Limited – Washington D.C. 🇺🇸 to Chicago 🇺🇸 by sleeper train – and how I saved on the Superliner Roomette fare

Excited to explore a new continent by train I booked a ticket on the Amtrak Capitol Limited, the most direct train that connects the two major cities in the United States of America, Washington D.C. and Chicago. The journey takes seventeen hours and forty minutes and runs overnight, usually departing Washington Union Station at 16:05 and arriving in Chicago Union Station for 08:45 the following morning. The train departs every day in each direction and travels via the Alleghany Mountains.

A long distance journey on Amtrak like this really puts into perspective how vast the area of the United States is. Like many long distance train trips here, this isn’t a fast journey with an average speed of 93 miles per hour. This would be enough put most travellers off booking, however, once you’re onboard watching the world go by and making friends in the dining car, the speed becomes unimportant. You see more of where you travel and experience a feeling of relaxation to rival any other mode of transport.

Amtrak offers a range of accommodation options on the Capitol Limited, three types in fact. This varies from a reclining seat to a family bedroom. Reclining seats are often very good value on Amtrak, especially on overnight trains, but for those wanting to travel in more comfort, with a private compartment and a place to lie down, Amtrak will charge you handsomely for it. For this journey I found a way to have the best of both worlds – a reasonable price and the same accommodation that would allow me to get a restful sleep, as I will explain.

Washington Union Station

My journey started at the grand Washington Union Station, built originally in 1907. Today it is a true hub station housing not just Amtrak long distance services but also connections with the metro, buses and suburban rail connections. Amtrak services from here include the Capitol Corridor served by America’s fastest train, the Acela Express, that whisks you away up to Boston in seven hours, several times a day.

It is always recommended to turn up in good time for an Amtrak train, official guidance is thirty minutes prior to departure. While you can ‘turn up and go’ for most trains in Europe, Amtrak does have a more formal boarding procedure. Your train is called on the main concourse and you are filed onto the train through a departure gate. It’s not the best passenger experience, but one of many examples where Amtrak models itself as an airline and adopts elements of it that it really doesn’t need to.

One of the better policies adopted from the airline industry is the optional baggage check-in facility, where you drop your bag off before boarding the train. The bag is stored in a dedicated baggage car on the train and then turns up at the Baggage Reclaim at your destination. It was my intention to check-in a suitcase for this trip, however, I fell foul to not checking the dedicated page on the Amtrak website. In the general guidance at the time there was only mention of turning up thirty minutes prior to departure. I soon learned that the deadline for baggage check-in was actually forty-five minutes before travel, so having missed the deadline I would need to take my case with me onto the train.

Onboard the Capitol Limited

Seated Accommodation

There is one type of seated accommodation on the Capitol Limited and that is Coach Class arranged in a 2+2 configuration on both the upper and lower decks of the car. This features a comfortable seat that reclines and one of the best seats for legroom on the rails in the world.

Amtrak doesn’t allow you to reserve a specific seat in advance in Coach Class on the Capitol Limited. On the platform there is a queue for boarding. In the queue, you are handed a coloured cardboard slip by the car attendant that contains your seat number. This is nothing fancy though – this seat number is scribbled on in marker pen and the slip has been torn from larger piece of cardboard. This specific seat becomes your base for the rest of the journey and you are expected to remain there, even if you don’t like your seat neighbour.

The attendant groups customers going to the same destination together and the staff are very clear that there may be seats free elsewhere on the train, but you must remain in your specified seat. There is method in the madness here, this is a train not a plane and there will be people, and groups of people, getting on and off the train as the train stops at stations through the night. This method at least allows them to sit together.

There are often very good value fares for travel in Coach Class, especially on these overnight trips. For many (and myself), however, sleeping in any seat would be a challenge and this one would be no exception.

Amtrak is in the process of refurbishing these coaches, so you may have a mixture of old, dark blue fabric seating, and the new, light grey leather seating for your journey.

Sleeping Car Accommodation

The cheapest of the sleeping car type accommodation is the Superliner Roomette (pictured below). The size of these are compact, but it can accommodate up to two people in each one. On arrival the room is set-up in daytime mode, which is two comfortable seats facing each other. These two seats convert to form a single bed for the night for one person and there is an upper bunk that folds down to accommodate the second person. Bedding is provided and the room set-up for sleeping by the car attendant at a time of your choosing. Shared toilets are available with one on the upper floor and more downstairs along with shared showers (including towels and soap), more roomettes and an accessible bedroom. The facilities were kept clean by the attendant throughout the journey.

The third type of accommodation on the Capitol Limited is the Family Bedroom, which are double the size of a Superliner Roomette. These rooms also have en-suite bathrooms with showers and can sleep up to four passengers – up to two people accommodated on a lower bunk and up to two on an upper bunk. I wasn’t able to get a picture of this class unfortunately but hope to review this in the future.

Reservations for any of these accommodations also come with complimentary coffee in the morning at the end of the car as well as complimentary lounge access at the departure and arrival stations.

Dining and Café Car

There is catering available to all customers onboard the train irrespective of the class you’re travelling in. The difference is which part of the Dining and Café Car you are able to sit in and whether your meals are complimentary or not. One half of the car is designated for sleeping car passengers who receive complimentary meals included with their tickets. The second half is empty tables where you queue up, order from the host and pay and take your food to your table, or your seat if you’d prefer.

Complimentary meals are available to all sleeping car passengers. Amtrak recently launched a controversial “Flexible Dining” menu on some eastern routes allowing sleeping car passengers to eat when they please. This comes with a downside, however, in that they are microwaved meals served on a plastic tray. Amtrak’s longer train routes in the western part of the country do retain the “Traditional Dining” menu which I hope to sample in the future. Pictured below is the substantial complimentary evening meal and breakfast for sleeping car passengers on the Capitol Limited. I was shocked when I asked for milk to go with my coffee that I was given a half pint.

Scenery

The Capitol Limited route does have some very scenic moments as the route travels via the Allegheny Mountains. A particular highlight was going through Harper’s Ferry in the evening as the sun was setting. In the morning, the city can be seen in the distance with its tall buildings and riding alongside Lake Michigan is a treat.

What was my experience and how did I save $100 on the sleeping car fare?

Originally I was all set to travel in Coach Class for the trip on the Capitol Limited – the price for the full journey was a bargain $84.00. At the time of booking, 11 months in advance, the Superliner Roomette fare was $450.00 – a huge differential between the two classes.

Amtrak does have a “Bid-Up” programme where you can bid for an upgrade from your booked accommodation. I went for a fair bid of $250, however, I learned the night before travel that I was unsuccessful and presumably ‘out-bid’ by another traveller.

Following this news and me not being too keen on the reclining seat for the night time part of the journey, I decided to take another look at the Amtrak app to see what fares were being offered. The same fare was available for the full journey for the Superliner Roomette. I did some more searching and much to my delight I found the same accommodation covering the night part of the journey from Cumberland to Chicago for only $266.00.

My plan was to spend the first three hours of the trip in the Coach Class accommodation and then at 19:24, when the train would arrive at Cumberland station, I would move through to the Superliner Roomette. This would still allow me to benefit from the complimentary meal in the Dining Car available to all sleeping car passengers, would give me a bed for the night, breakfast in the morning and lounge access at Chicago Union Station – not a bad deal.

I sent a message to Amtrak on Twitter to confirm that my plan would work out ok before booking. As I wasn’t able to check-in my bag with my original ticket from Washington D.C. to Chicago, I decided to ask my roomette attendant before boarding if I could leave my suitcase in the sleeping car so I wouldn’t need to walk through the train with my suitcase before arriving at Cumberland. This was no problem at all.

I checked-in to the Coach Class accommodation with my original ticket. As the train reached Cumberland I moved through to the Dining Car where I chatted to the host and showed him my Superliner Roomette reservation from Cumberland and he was happy to serve me just before my station. My Superliner Roomette attendant came through to the Dining Car and asked what time I’d like my bed to be made up (any time before 22:00) so I opted for 21:30.

So all-in-all booking Coach Class for the day part of the journey and the Superliner Roomette for the evening part of the journey worked a treat for me on the Capitol Limited. I could’ve saved an extra $30 if I’d booked only Coach Class from Washington D.C. to Cumberland instead of Chicago. Naturally all prices are demand managed on Amtrak and it won’t always be cheaper to split accommodation mid-way through the journey, even on the Capitol Limited. But it’s always worth checking and I was very glad to have the roomette for the night.

Chicago Union Station & Metropolitan Lounge

The arrival into Chicago Union Station isn’t the most welcoming the same as the platform area at Washington Union Station on departure the day before. The platforms are underground and are poorly lit. This could be so as you spend as little time down there, but it does feel like an area you shouldn’t be in.

Once you’re on the concourse of the station, the environment is much nicer with a grand entrance hall. Chicago Union Station is the main hub of Amtrak and it’s certainly exciting seeing some of the great long distance trains being listed on the departure boards here including the California Zephyr, Empire Builder and South West Chief.

Conclusion

I thoroughly enjoyed my trip on the Amtrak Capitol Limited, it is certainly a competitive way to travel between Washington D.C. and Chicago being time effective travelling through the night and a journey experience in its own right – you don’t get views like that on an aeroplane that’s for sure. The Coach Class seat was surprisingly comfortable and the privacy and comfort of the Superliner Roomette bed was very welcome when it came to going to sleep. The food onboard wasn’t much to write home about in terms of presentation, but I did find it tasty.

Fares

Journey LegCoach ClassSuperliner Roomette
Washington D.C. to Chicagofrom $84.00from $450.00
Washington D.C. to Cumberlandfrom $54.00
Cumberland to Chicagofrom $265.00

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This article was first published in January 2023.

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Train across the Alps 🗻 – Zürich 🇨🇭 to Vienna 🇦🇹 via the scenic Arlberg Pass

GarethLeave a Comment on Train across the Alps 🗻 – Zürich 🇨🇭 to Vienna 🇦🇹 via the scenic Arlberg Pass

It would certainly be quicker to fly for the 787 kilometre journey connecting Switzerland’s largest city with the capital of Austria, but there would be a lot to miss out on too. In April 2022, as restrictions were being lifted from the COVID-19 pandemic, I took a trip on one of the two hourly departures direct from the centre of Zürich to the centre of Vienna.

Most of these trains are operated by the RailJet, the modern flagship intercity train of the Austrian Federal Railways (ÖBB) capable of travelling at 230 kilometres per hour (143mph) known for its three classes of travel and dining car – so I opted for one of these. More specifically I took the 12:40 departure that starts its journey in Zürich and is bound not just for Vienna, where I was headed to, but actually finishes its journey in Bratislava, Slovakia. One for another trip.

This seven hours and forty minute journey to Vienna crosses more borders than you might think – four in fact! Firstly the border from Switzerland into Liechenstein, which you wouldn’t realise unless you checked with no station stops here, then into Austria, then the RailJets opt for a brief crossing into Germany (also non-stop), before Austria once again for the final stretch. This had the potential to cause much confusion with a cocktail of COVID-19 restrictions and mask-wearing requirements at the time, where masks in Austria were required. However, for simplicity travel rules were subjected to Austria’s requirements east of Buchs St Gallen station, and there was a helpful announcement in German and English reminding customers to wear a mask for the rest of the journey from here.

If you’re flexible with timings, there is also the EuroCity Transalpin that takes in the same route as far as Wörgl Hbf and then a more scenic route towards Graz, with connections available to Vienna. It departs at 08:40 and offers one of the best travelling environments in Europe, the Swiss panorama car with its large windows, available for First Class ticket holders.

Onboard the ÖBB RailJet

The modern ÖBB RailJet boasts three types of accommodation on board – Economy, First and Business, with Business being more premium than First Class. There’s also a Dining Car onboard, called DoN’s, and hosts serving the Dining Car menu to tables in First and Business classes.

First Class Accommodation

For this journey I had booked First accommodation that has 2+1 seating in a variety of configurations (airline style and opposite seating at tables). A menu was provided soon after departure and shortly followed by the first of many ‘check-ins’ with the host to see if we wanted anything from the Dining Car menu. The service on our trip was second to none – the host was very attentive throughout the journey, which was impressive considering the length of his shift – he didn’t stop in the nearly eight hours. Safe to say he got a much deserved tip at the end.

Catering Options

As mentioned already there is a Dining Car on the RailJet train situated between Economy Class and First Class. This is open to all customers, however, there is little reason in moving to sit here from the comfort of a First Class or Business Class seat with the at-seat service provided. The menu isn’t the cheapest, but the food very enjoyable. I enjoyed a Wiener Schnitzel for mains, followed by Griesflammerie for dessert and all washed down with a very good bottle of Reisling – this set me back a total of 31,20€. Highlights from the menu are pictured below.

The Dining Car was first-come-first-served and did get busy at times. Otherwise meals can be taken back to your seat for customers in Economy Class.

Economy Class Accommodation

There are four carriages of Economy Class on a RailJet which is arranged in a 2+2 configuration and offers a mixture of airline style and table seating. There are power sockets available at each seat. WiFi is available throughout the train.

Business Class Accommodation

The most premium accommodation on the train is Business Class. For 15,00€ customers with a ticket for First Class accommodation can upgrade to a very comfortable Business Class, this includes a specific seat reservation if booked in advance. Not only that you are able to take advantage of a complimentary welcome drink of wine or fruit juice as well as being able to take advantage of the Dining Car menu from the host. This would’ve been a no-brainer for me travelling for such a long journey – however it was fully reserved for much of the journey.

Scenery

The dramatic scenery on this route was a feast for the eyes for most of the journey. On departure from Zürich, the train runs along two lakes, Zürichsee and Walensee, before starting the ascent to the stunning Arlberg Pass, reaching a modest 1,310 metres above sea level. To add to the magic, in April time there were snowy landscapes thrown in. The snow on the ground increased as the train reached the highest part of the line, then the train travels through the short Arlberg Tunnel before descending into Innsbruck, and eventually Salzburg and Vienna.

Booking and Fares

Booking this journey on my specific date in April would have actually cost more by purchasing a point-to-point ticket direct from Zürich to Vienna direct from the Austrian Railways (c.120,00€), subject to availability as fares change according to demand.

By purchasing a Frankfurt to Vienna and typing in “via Zurich” into the DB Bahn website the fare reduced to 60,90€. As it happens I was travelling from Frankfurt, but you could get away with needing to turn up for the first leg. A full day’s worth of travel for this price isn’t bad in First Class!

Alternatively it may be cheaper to book Zürich to Vienna direct depending on this availability.

Journey LegEconomy ClassFirst ClassBusiness Class
Frankfurt to Vienna via Zürich (bought from DB Bahn)from 37,90€from 49,90€First Class +15,00€ (upgrade bought from ÖBB or on train)
Vienna to Zürich (bought from ÖBB)from 39,90€from 54,90€from €69,90

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This article was first published in December 2022.

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Back after 8 years – Sarajevo, Bosnia & Herzegovina 🇧🇦 to Ploče, Croatia 🇭🇷 by train

Gareth3 Comments on Back after 8 years – Sarajevo, Bosnia & Herzegovina 🇧🇦 to Ploče, Croatia 🇭🇷 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 Ploče in Croatia, has not run into Croatia since 2013 – due to track work and disagreements, with the Croatian Railways (Hrvatske željeznice Putnički prijevoz, HŽPP) 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 Ploče 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 (Željeznice Federacije Bosne i Hercegovine, ŽFBH), 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 željeznička 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, Ploče. 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.

Café Car

There was a Café 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 Café 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 Café.