Eurail Greece Rail Travel Pass Eurail Greece Pass offers 3 to 10 days of unlimited train travel in a 1 month period throughout Greece in first class. Youth Pass available at a special discount for those under 26 also in 1st class. One of the most popular single country passes, the Greece Pass allows options that will fit any travel itinerary.

When purchasing a Eurail Greece Pass you receive a free Eurail Traveler's Guide with a railway map of Europe and a Timetable with the main rail connections in Europe.

About The Eurail Greece Rail Travel Passes

• 3 - 10 Days unrestricted 1st class rail travel anywhere in Greece.
• Youth ages 12-25 yrs are entitled to the youth pass.
• Children age 4-11 yrs pay half price.
• Children under 4 years of age travel FREE.
• Prices are in US dollars and are subject to change.
  

Using Your Eurail Greece Rail Pass

• Always have your pass validated prior to your first train trip in Europe. Do NOT validate it yourself.
• Passes are issued on identity, not to be used by any other person.
• The Flexi Passes have a schedule with boxes to fill in the date of travel. Always fill in the boxes yourself before embarking on the train.
• When taking an overnight train leaving after 7 pm, please fill in the next day of travel in your Flexi Passes. Travel days would have to be within the validity of the pass.
• There are free bonus and discounted bonus that entitle you to reductions with every pass your purchase.
• When you use a free bonus, you will have to use a day of your pass. A discounted bonus will not utilize any day of your pass.

GREECE RAIL TRAVEL PASS - View Pass Prices and Purchase Online Eurail Greece National Adult Rail Pass (26yrs and older) Eurail Greece National Youth Rail Pass (25yrs and younger) View information on all other available Eurail Travel Passes

More About Greek Rail Travel

A new light rail service , Proastiakos, is making a mark in the transport map of Greece . Proastiakos is adding a whole new dimension to the industry , not only in the greater Athens area and the entire Attica region , but beyond the capital of Greece .

The maturing of the railway travel-transport in our country is identical to the establishment of the Greek state. The systematic use of steam in technology since the beginning of 19th century led to the rapid evolution of industry and means of transport.

The design and construction of the railway network has embossed indelible marks to our history. The contribution of railways to the development and reorganization of Greece from their beginning in the middle of the 18th century to date is more than important.

In very difficult years, with poor financial and primitive technical means, railway networks were established one after the other, connecting urban centers to the region.

The first efforts for a railway construction were made in 1835, upon the proposal of the French Francis Feraldi, but without any result. The Greek State started dealing with this issue in 1855 when the government of Mavrokordatos submitted the first draft law for the construction of a railway in Athens and Piraeus.

By the end of 1880, a more serious approach to the issue starts. The opposition (with A. Koumoundouros as the leading figure) proposes a railway network with the capital as a center and with radial routes to various cities and harbors of the country. The objective is to connect Greece to other Balkan countries and the rest of Europe. This presupposed that the track gauge would be 1.44m, as for the international railway networks. This way, trains from abroad could access all Greek cities. The government of Trikoupis did not exclude the construction of a national railway track connecting the country with Europe, but placed greater emphasis on local networks. The goal would be to connect the inland with the nearest large harbors. He, therefore, proposed that the distance between the track gauge be 1.00m instead of 1.44m. This difference between the "metre-gauge" and the "standard-gauge" track constitutes a major issue in the history of Greek railways. The construction expenses for the "metre-gauge" line were much lower, particularly in mountainous areas with tunnels, bridges and other technical works required in inaccessible areas. The construction time was also much shorter, since Charilaos Trikoupis was in urgent need to complete the network in a short period of time.

The first trains in Greece belonged to private companies. The organisation of these companies was satisfactory: Detailed regulations determined each service activity with "military-type" discipline. This meant that thousands of people from different social classes, with different educational background and from different countries cooperated in harmony for many decades. Moreover, the railway growth led to the improvement of the post and telegraphic services that were related to trains.

ATHENS - PIRAEUS ELECTRIC RAILWAYS (ISAP/APER)

In November of 1857 the Bid for the construction of the first railway in Greece connecting Athens to Piraeus was conducted. As the project approached completion (1868), Athens-Piraeus Railways (SAP/APR) and their President, Antonios Matsas, made up their first Board of Directors composed of banker A. Skouzes, mechanical engineer Ioannis Skaltsounis and lawyer D. Damaskinos.

The first trial run of the line took place on 17 February 1869. A steam engine with 6 wagons carrying two hundred guests, traveled the distance from Thissio to Piraeus in 19 minutes. On the same day, the official inauguration was conducted by the Prime Minister Th. Zaimis in Thissio. At the end of the month itineraries started regularly, at eight o' clock on week days and at nine o' clock on Sundays. The erection of the Piraeus station was completed in 1882.

In February 1887 the extension of the SAP/APR line to Omonia, and the construction of the new station in Monastiraki, was decided. In May of 1895 SAP/APR connected with Omonia, through an underground connection.

The electrification of SAP/APR by the "Hellenic Power Company" commenced in September 1904. Satisfying a relevant request of the public sector, SAP connected the coastal tramway line at Piraeus harbor to Larissa Railways in order to satisfy the transport needs of personnel and armament during Balkan War I. This line was put out of operation in November 1960.

In April 1926, the company "Hellenic Electric Railways" (EIS/HER) was established, and undertook the obligation to expand the old 2,400m-long tunnel to Attikis station with a double track connecting the electric railway to the railway of Kifissia. In 1928, the new building of Piraeus railway station and the Kallithea station, were inaugurated. On 21 July 1930 the underground station of Omonia was inaugurated.
On July 1936 the Piraeus-Perama line (tram) was inaugurated, that remained in operation until 1977.

In March 1948 the exploitation of Victoria Station commenced, followed by the exploitation of Attica Station one year later.

In 1955 the bus line of Piraeus - Zappio and Piraeus - Perama is put to service.

In February 1956, the railway line was extended to Ano Patissia and the following month it reached N. Ionia. The following year it reached N. Heraklion.

Through a series of projects during the two-year period of 1956-1957, the railway line (via Petralona, Ano Patissia, N. Ionia, Heraklion) was expanded to Kifissia.

In 1963, the construction of the head offices of EIS/HER, at the junction of Likourgou and Athinas streets near Omonia Square, was completed.

In January 1976, EIS/HER were nationalized and renamed to "Athens-Piraeus Electric Railways" (ISAP/APER).

Both the "electric railway" and the recently constructed "Attica Metro" do not belong to OSE, the legal entity which all other railway stations belong to.

PIRGOS - KATAKOLON RAILWAY (SPK/PKR)

In October 1881, a Bid was conducted and the General Credit Bank undertook the construction of the railway between Pirgos - Katakolon (SPK/PKR), 13km long. In January of 1882, the construction of the line commenced and was completed before the end of that year.

In February 1883 the inauguration took place, and the exploitation of the line using steam-powered trains commenced.

The "Pirgos - Katakolon Railway SA" Company was taken over in 1890 by the "Company of Hellenic Southern Railways" that had undertaken the construction of a 220km-long railway line in Peloponnese. The activity of the company was soon suspended and the situation led to a dead-end. The operation of Patra - Pirgos and Pirgos - Kiparissia lines, combined with the raisin crisis of 1892, restricted the commercial activity of the line to a great extent.
The Pirgos - Katakolon railway became part of the Piraeus - Athens - Peloponnese Railways (SPAP/PAPR) in 1951.

THESSALY RAILWAY (STh/ThR)

Only three years after the annexation of Thessaly to the Hellenic Republic (1881) the plan for the construction of Thessaly Railway was implemented by means of the construction of the Volos - Larissa railway line, a metre-gauge network of 120km in total length.

The network construction commenced in 1882 and was completed in 1886 connecting Volos (the harbor) to the western part of the Thessaly plain. Thessaly Railways considerably contributed to the area development by following the technological progress and exploiting various business activities. However, they had the misfortune to face competition by the standard-gauge network that had been connecting Athens to Larissa since 1900 (Larissa Railway), which led to a great loss of the revenues.

In September 1883 the operations for the construction of the first part of the work commenced. The first derailment occurred on 28 August 1883, attributed to the placement of a rock on the tracks.
In April 1884, Thessaly Railways were officially inaugurated, and on the 22nd of the same month the first itinerary from Volos to Larissa was conducted (two-and-a-half-hour journey).

In November of that year, the exploitation of the Velestino-Farsala line commenced (49km). The following year, the construction ended and the exploitation of the Sofades-Karditsa line (16km) commenced, while in 1886 the line was extended to Kalambaka.
Since revenues were less than expected, the STh/ThR administration proceeded to a reduction of itineraries and a decrease in wages. On 17- 18 November 1887, the first strike of STh/ThR personnel took place.

The growth of passenger traffic with Thessaly Railways forced the company to introduce extraordinary pleasure trains ("trains de plaisir") in 1890 onwards, reducing fares on the occasion of celebrations, etc.

In 1892 the extension of Volos - Agrias - Lechonion line commenced without state subsidization, and the project was completed in October 1895. In 1900 it was decided to extend the line to Milies (15km).

After 1908, the new railway of Piraeus - Demerli - Borders line (Greek borders reached Melouna at that time) started influencing the revenues of STh/ThR. Then, it was decided that the personnel should participate to the "Welfare Fund" renamed to "Personnel Pension Fund" of the "Thessaly Railways" company.

In 1929, train itinetaries between Volos and Larissa commenced on a daily trial basis, ensuring the intra-day communication with Athens.

In 1931, SEK/HSR, SPAP/PAPR and STh/ThR prepared a contract draft that introduced a uniform system for the exchange of commodities (goods, etc) to their destination station, using the same accounting documents.

In 1937, the USA purchased 29 luxurious buses that were incorporated into the urban transportation of Volos and the suburban transportation of Pilio.

In 1938, upon a resolution of the Minister for National Economy, a new Memorandum of Association was modified and stipulated, for the establishment of a limited company under the name "Thessaly Railways Company".

In May 1951, the new Italian locomotives are introduced in the line, ensuring a comfortable and fast journey. However, in 1955, following struggles of the railway employees, the Thessaly Railways network was nationalised and merged with SEK/HSR.

In August 1971, Volos - Mileae line ceased operations, on the grounds that its operation was unprofitable. Since 1981, efforts commenced, so that the line could operate anew, and the legendary "Jason" started traveling again in 1987.

PIRAEUS - ATHENS - PELOPONNESE RAILWAYS (SPAP/PAPR)

On 31 August 1881, A. Koumoundouros placed the contract for the construction of the Piraeus - Patra railway track, with a branch track between Corinth - Nafplio - Mili. However, the implementation of the project was not feasible due to a conflict between the wings in the Greek parliament.

In December 1882, the limited company under the name "Athens - Piraeus - Peloponnese Railways" was established, with registered offices in Athens. The inauguration of Piraeus railway station took place on 8 November 1882 at the same place where the station is located today.

In April 1883, the ARKB Act regarding offences against railway safety is ratified.

The construction of the track (meter-gauge) commenced, but the company soon faced challenges. The shareholders did not pay their share, and the raisin producers fought against the expropriation of their land.

However, on May 21 1884, the first part of Piraeus - Corinth railway track was inaugurated in Piraeus. On June 30, the Piraeus - Elefsina part was inaugurated, on July 12 the Kalamaki - Corinth part, and on September 16 the Elefsina - Megara part. The company resources were exhausted. The contractors were obliged to get paid in shares. On April 16 1886, the Corinth - Argos - Nafplio track was inaugurated. With a year of delay, in December 1887, the Piraeus - Patra track was completed.

In March 1889, the construction and exploitation of the 22.7km-long track from Kalavrita to Diakofto was granted to SPAP/PAPR. The construction of the track was undertaken by the French contractor Aton. Many others succeeded him and the project was completed in five years.

In 1891, the line reached Ancient Olympia, since the previous year the following parts were constructed: Achaia - Lehena - Amaliada - Pirgos. In March 1896, the exploitation of Diakofto - Kalavrita track commenced. During the three-year period between 1897 and 1899, the railway network was expanded to the entire Central Peloponnese. In 1902, the Pirgos - Kiparissia - Meligala track (750km long in total) was completed.

In 1922 SPAP/PAPR were detached from SEK/HSR and constituted a private company. In 1929, SPAP/PAPR purchased the Heraklion - Lavrio railway. In June 1940, the law regarding the exploitation of SPAP/PAPR by the Greek government is published in Gazette issue No. 140.
In 1951, the Pirgos - Katakolo railway and, in 1953, the Railways of Northwest Greece, became part of SPAP/PAPR.

In 1962, SPAP/PAPR joined the SEK/HSR that already operated as a legal entity under private law.
In their operation years, SPAP/PAPR attempted to provide the best possible services by using steam-engines and wagons manufactured by the most famous European houses. A landmark in their history was the arrival of the first diesel locomotives in 1937. Apart from the pure railway services, SPAP/PAPR developed various business activities, constructed a luxurious hotel in Ancient Olympia, a settlement in Loutra of Killini, proceeded to the exploitation of spa waters, etc.

ATTICA RAILWAYS (SA/AR)

This was a metre-gauge network, steam-powered during its entire autonomous operation. The network was constructed to handle passenger and commercial traffic between the capital and Lavrio that witnessed a great development due to its mines at that time.

In 1882, a contract was placed between the Greek government and an English company for the construction of Athens - Lavrio track with a branch track between Heraklion - Kifissia, within a three-year period. Operations commenced in the following year, and the first part of the track from Attikis Square to Kifissia (15km) was inaugurated in February 1885. In June of the same year, the inauguration of the second part of Attica Railways to Lavrio took place.
In February 1889, track laying from Kodrigtonos street and 3rd September street was completed and the "Thirio" station was transferred from Attikis Square to Lavrio Square (near Omonia Square).

In 1925, the exploitation of Athens - Kifissia track was undertaken by the Electric Transport Company (IEM/ETC).

Four years later (1929), SPAP/PAPR took over Heraklion - Lavrio railway and in the same year Athens station was transferred from Lavrio Square to the Peloponnese Station of SPAP/PAPR.
The last itinerary of "Thirio" was conducted on August 7 1938. In 1956 the operation and exploitation of Lavrio railway line was terminated.

NORTHWEST GREECE RAILWAYS (SBDE/NWGR)

This steam-powered metre-gauge network, was manufactured to handle the passenger and commercial traffic of Acheloos valley with the objective to expand towards Ipiros and Thessaly, however this never happened.

In June 1888, the construction operations of Messologgi - Etoliko - Agrinio track (44km) commenced, which would be exploited by a Belgian House. A significant part of the expenses burdened the Greek State.

The contractor did not accept the proposal of the Greek government to extend the track to Kryonerio (in order to connect to Patra and SPAP/PAPR lines by steam ships).

In March 1890, Ch. Apostolides established the Northwest Greece Railway Company, and the operation of the Messologgi - Agrinio line commenced in October of that year. In the following year, the extension of Messologgi - Kryoneri line was delivered for use. Over the two-year period of 1896-1897, the Kalivia - Acheloos (2km) branch track was constructed and put to service for the transport of local timber.

In 1910, the construction of the branch tracks from Botsari Square to Messologgi Station, and from Etoliko to the towns of Neohori and Katohi (11km in total), commenced. Their exploitation commenced in the following year.

In 1952, SBDE/NWGR were seized by the Greek government after they declared bankruptcy, and became part of SPAP/PAPR.

In October 1970, the operation of SBDE/NWGR was terminated because their exploitation presented an overwhelming deficit. The tracks and the various facilities were maintained.

HELLENIC STATE RAILWAYS (SEK/HSR)

In June 1870, Prime Minister D. Voulgaris and his government accepted the proposal of the French engineer E. Piat and the contract for the construction of Piraeus - Borders (Lamia) railway track was placed.

In January 1873, Piat's company was forfeited and the project was taken over by the company under the name "Lamia Railway". The track started at wide Frear (Well) of Rouf, but there were serious challenges in the relationship between the contractor and the Greek State that ended into a long litigation, and the project was eventually cancelled.

In 1889, a new invitation for bidding was conducted for the construction of the track, but ECKERLEY company failed to complete the project four years later.

After the Greek-Turkish war in 1897, which revealed how essential the railway track from Piraeus to the borders (at that time) was, the interest for the construction of the track revived. A new contract was placed with the company "Union for the Construction of Railways in the East" in 1900. In 1901, the project was taken over by BATIGNOLES company.

In 1902, the Greek share capital company under the name "Hellenic Railways Company" was established. In 1903, the company purchased offices on 39 Panepistimiou street (opposite the Academy.

On March 6 1904, the inauguration of the first part of the track from Piraeus to Thebes and Chalkida took place. The first journey (Piraeus - Chalkida) lasted three hours. In April of the same year, the inauguration of Bralos tunnel was conducted, and the exploitation of Thebes - Livadia track (41.5km) commenced in June.

In June 1906, the contract for the construction of the extension from Demerli - Larissa to the borders (Parapouli) was placed, and the new track was put to service in July 1909. In May 1916, the last stay bolt was fitted outside Labanovos (Kolindros) station, joining the Greek railway network with the Balkans and Central Europe.

Over the period of 1916-1920, Macedonian lines were occupied by the Allied troops and were delivered to the Greek government.

Since mid-1918, there were two independent railway corporations in Greece: Larisaikos and Peloponnese,that finally declared bankruptcy. In March 1920, Prime Minister Venizelos and his government established a company (legal entity under public law) named "Hellenic State Railways" aiming at an integration and reorganisation of all railways in the Greek state. Finally, the integration was achieved only for tracks of international gauge.

SEK/HSR undertook the exploitation of the Thessaloniki - Gevgeli track, the Thrace Railways tracks and the Thessaloniki - Monastirio track. In June 1920, the Athens - Paris (Simplon) express train was put to service.

On August 1 1922, the Memorandum of Association of the Pan-Hellenic Federation of Railways Employees (POS/PRF) was passed in Piraeus during the proceedings of their 1st Conference.

In September 1929, the implementation of the new organisation of SEK/HSR commenced, which ensured higher autonomy for the Hellenic Railways. During the same period, a special luggage security service was introduced for the first time.

In August 1932, the new tariff system was implemented for the first time, which replaced the old one that was in force since the construction of the early railways.

The new tariffs constituted a milestone in the railway history of contemporary Greece. The older system was proportional, i.e. there was a single fare per passenger and kilometre. The new tariff system was proportional for distances up to 300km, but differential for greater distances, i.e. the fare decreased as distance increased.

In March 1933, upon a relevant resolution of SEK/HSR BD, the establishment of the Financial Services Directorate was approved into which the financial services of SEK/HSR and SPAP/PAPR were merged.

In 1935, the bus transport lines between Athens - Chalkida, Athens - Thebes, Athens - Livadia, and Athens - Lamia, were introduced.

In April 1935, the first excursion train was put to service. Athens Mayor Konstantinos Kotzias, litterateur Paul Nirvana, and journalists were among its first travellers. Over the period of 1935-1950 many freight wagons were transformed into excursion vehicles with a very low fare for the masses. In such wagons, pupils and naturalist societies travelled from one end of Greece to the other.

In 1936, SEK/HSR became part of the Ministry of Railways and Automobiles. During the period between the World Wars I and II, apart from the various improvements, a series of important projects were performed. In 1936, the new engine house in Renti was inaugurated. In October 1937, the new station of Thessaloniki was founded, based on a study that was awarded a prize in a competition.

Over the period of 1946-49, the network damages caused in World War II were restored. In April 1952, the construction was completed, and the exploitation of the Aminteo - Ptolemaida track that constituted part of Kalabaka - Kozani - Amintaio track, commenced. In March 1957, almost all railway station buildings between Larissa and Volos were destroyed by earthquakes.

On May 7 1958, the SEK/HSR Board of Directors resolved for the accommodation of all services that were scattered over 11 buildings (inappropriately and at a great distance from one another), in a single building constructed on a site owned by the company at Deligiannis street.

During the five-year period of 1858-1962, more than 56,000 trees were planted at the stations, and another 70,000 trees along the track. In 1962, all SEK/HSR passenger locomotives were diesel powered.

In 1968, automatic guarding systems were installed and put to service at 114 level crossings.

HELLENIC RAILWAYS ORGANISATION

(OSE) On January 1 1970 (by means of the Legislative Decree 674/1970) the "Hellenic Railways Organisation" was established (as a legal entity under private law) aiming at the integrated organisation, exploitation and development of railway transport. OSE constitutes (in a way) the evolution of SEK/HSR and aims at an integrated organization, development, exploitation of railway transports.

On December 4 of that year, all services were concentrated in a new Building owned by OSE on 1 Karolou street (with a surface area of 15,400m2 in total) that was inaugurated on October 4, 1972.

This new period was characterised by a quantum leap in the improvement of railway services. Steam traction has been entirely abolished, and diesel-powered trains and locomotives were exclusively used. With time, trains were exclusively used in commercial or local passenger transport, while the use of coaches became widespread.

In January 1973, the new General Personnel By-Law is put to effect, regulating retirement issues for the railway employees.

In February 1976, a contract with the French company "SOFRERAIL" was placed, for the procurement of control and operational IT systems for OSE.
In 1978, the suburban transport system between Athens - Chalkida and Athens - Elefsina was put to service.

In April 1981, the modernisation of the bus fleet of OSE commenced, with the purchase of 70 new vehicles. The 5-working-days week was established for 60% of the personnel.

In October 1989, the regular daily itineraries between Athens -Thessaloniki -Athens commenced using the new high comfort trains (INTERCITY). Intercity trains are already being used on all large routes with exceptional results. The improvement of line alignment and maintenance, the appropriate technical works and the organisation of itineraries, signaled a new era for Greek railways.

Furthermore, electrification is now promoted, starting with the Athens - Thessaloniki - Idomeni track, while the track is being doubled at various parts of the network.

Greek Tourism

Greece has traditionally been one of the most popular tourist destinations on a global basis and each year, particularly in the summer months, the nation's numerous cosmopolitan islands get crammed by millions of international visitors.

Unparalleled natural beauties, golden beaches, idyllic sunsets, a legendary nightlife and the world famous Greek cuisine combined with a unique hospitality and an impressively developing tourism infrastracture make Greece an irresistible hotspot for many.

The spectacular success of the 2004 Olympic Games boosted the country's international prestige even further and reaffirmed its status as one of the safest places to be.

In 2004, Greece ranked 12th in terms of international tourist arrivals when more than 14.2 million visitors came to the country, many of which combining both vacations and attendance of Olympic athletic events. In 2005, however, those numbers increased by 14%, surpassing 16.1 million arrivals. In 2006, those figures are only expected to grow bigger.

GREECE RAIL TRAVEL PASS - View Pass Prices and Purchase Online Eurail Greece National Adult Rail Pass (26yrs and older) Eurail Greece National Youth Rail Pass (25yrs and younger) View information on all other available Eurail Travel Passes

Please Note: As Eurail rail travel passes are not able to be purchased in the country of travel advance purchase is essential and will also cost you less. No Refunds/No Exchanges on purchase of this pass.