The Orient Express . . .

Europe

Europe by train

introduction

European

train tickets...

Eurostar

information...

Bangladesh

Cambodia

China

Indonesia

Pakistan

On this page...

The end of the Orient Express?

The Orient Express today - the real Orient Express from Paris to Vienna...

A few other things you didn't know about the Orient Express...

The Orient Express in its heyday - what was it really like?

A history of the Orient Express - from 1883 to 2007

Books about the Orient Express

On other pages...

The Venice Simplon Orient Express (VSOE) - the restored luxury train from London & Paris to Venice...

The end of the Orient Express..?

Some years ago in the European timetable change in June 2001, the Orient Express was cut back to running just from Paris to Vienna.  It lost its daily through couchette car and seats car from Paris to Budapest, and its twice weekly through sleeping-car from Paris to Bucharest.  There was a fear that at this point it would also lose its famous name.  But no, it continued.  In June 2007, the TGV-Est high-speed line opened, and the Paris-Vienna Orient Express was again cut back, this time to run just Strasbourg-Vienna, with a TGV connection to/from Paris.  But even in this truncated form it still officially carries the name 'Orient Express' in the European timetables, and so the Orient Express lives on...

You might now be a bit confused...

...because you've read that the Orient Express stopped running in 1977, and was beautifully restored and put back into service and runs to Venice and costs a lot to travel on and people like Alan Whicker and Terry Wogan travel on it and do TV programmes about it...  I mean, the Venice Simplon Orient Express is the original Orient Express, isn't it..?

Above:  The REAL Orient Express about to leave Paris for Vienna (pre-June 2007)...  The car on the left is the sleeping-car, with carpeted 1- 2 & 3-bed rooms with washbasin.  The car on the right is one of two modern couchette cars with more basic 4- & 6-bunk compartments.  There are photos of the interior of a sleeping-car compartment on this train, along with timetable information and fares, on the London to Austria page.		...if you don't believe me, look at the official destination label...

Yes, the (real) Orient Express still runs today...

The Orient Express referred to here and shown in these photographs is the REAL Orient Express, the actual true descendant of that first 'Express d'Orient' that left Paris in October 1883.  It's a normal scheduled 'EuroNight' express, run by the German and Austrian national railways, and you can travel on it with normal tickets including InterRail and Eurail passes.  It has normal Austrian Railways seats, couchette, and sleeping-cars.  Until 8 June 2007 it left Paris every evening at 17:16 and arrived in Vienna at 08:30 next morning.  As of 9 June 2007, you leave Paris at 19:24 by high-speed TGV to connect with the Orient Express at Strasbourg.  The Orient Express leaves Strasbourg at 22:20 and arrives in Vienna at 08:35 next morning.  It's still the most time-effective, comfortable and convenient way to travel between Paris and Vienna.

You can trace the history of the train pictured above from one year's railway timetable to the next all the way from 1883 to 2008, so the pedigree of this train is quite genuine - more so than either of the two expensive tourist trains of restored vintage rolling stock claiming to be the Orient Express (the Venice Simplon Orient Express (VSOE) and the Nostalgic Orient Express), beautiful though they are.

The photograph above shows the Orient Express at Paris Gare de l'Est, before it was cut back to start in Strasbourg, about half an hour before its departure for Vienna.  The gentleman is boarding the Paris-Vienna sleeping-car, which is to this very day staffed by personnel of the Compagnie Internationale des Wagons-Lits, which is the company that operated the original Orient Express from its inception.  However, since 1971 the Wagon-Lits Company has simply staffed the sleeping-car as a contractor (they provide the attendant, the room service catering, bed linen, etc.) instead of owning and operating the sleeping-car in their own right.  The coach to the right marked 'liegewagen' is one of the two modern Austrian Railways couchette cars, also as it happen staffed by the CIWL.  The right-hand photo is a close-up of the destination label, clearly announcing the train as the EuroNight train 'Orient Express'.

I have used the Orient Express on many occasions, most recently on my return from Petra, Damascus, Aleppo, and (appropriately enough) Istanbul in September 2005.  You'll find the Orient Express in table 32 of the latest edition of the Thomas Cook European Timetable.  There are photos of the interior of the sleeping-car and couchette cars on the London to Austria by train page.

So you thought the Orient Express didn't run any more...?

A few other things you didn't know about the Orient Express:

• Agatha Christie's 'Murder on the Orient Express' isn't set on the Orient Express - It's set on the Simplon Orient Express.  By the 1920s and 30s there were a whole inter-connecting network of Wagons-Lits company trains with 'Orient Express' as part of their name in addition to the Orient Express itself.  The Orient Express has always run from Paris Gare de l'Est via Munich, Vienna & Budapest, whereas the Simplon Orient Express started running in April 1919, taking a Southerly route from Calais and Paris Gare de Lyon to Milan, Venice, Trieste, Zagreb, Belgrade, Sofia and Istanbul, with a portion for Athens.  You can see the summer 1939 timetable for this train below.

• Graham Greene's book 'Stamboul Train' isn't set on the Orient Express either - It's set on the 'Oostende-Vienna Orient Express'.  This train ran from Oostende & Brussels via Frankfurt to Vienna, Budapest, Belgrade and beyond, combining with cars of the Orient Express east of Vienna and with those of the Simplon Orient Express between Belgrade & Istanbul.  In the 1960s its 3-times-a-week through sleeping car from Oostende to Istanbul was withdrawn, and the 'Oostende-Vienna Orient Express' became just plain 'Oostende-Vienna Express'.  In the 1990s, this train changed its name to 'DonauWalzer', and with the coming of Eurostar and the ceasing of all Dover-Oostende ferry service it was cut back to start in Brussels rather than Oostende.  The 'DonauWalzer' survived as the Brussels-Vienna night train until December 2003 when it was withdrawn.  Today, Brussels-Vienna passengers need to change in Cologne onto a new breed of 'hotel train' with top of the range facilities, the excellent CityNightLine 'Donau Kurier' (www.bahn.de/citynightline). CityNightLine trains have double-deck sleeping-cars, and their deluxe rooms even have their own shower.

• In 1962 the daily Simplon Orient Express was replaced by a slower train, called the Direct Orient Express, which had a twice-weekly sleeping-car Paris to Istanbul.  With typical inaccuracy, most journalists reported the withdrawal of the Direct Orient Express in May 1977 as the withdrawal of the Orient Express.  Wrong.  The Orient Express continues to run to this day, as the main overnight train between Paris and Vienna.  Until 2001, it also continued to Budapest and (in the form of a through sleeper on certain days of the week) Bucharest.  You can see the summer 1965 timetable for the Direct Orient Express below.

• Don't confuse the real Orient Express (a scheduled railway service between Paris and Vienna) with the Venice Simplon Orient Express (VSOE) run by VSOE Ltd, a special train of restored vintage ex-Wagon-Lits Company sleeping cars, or the Nostalgic Orient Express, a similar operation.  The VSOE is the one most people have heard of, costing about £1,400 or more per person from London to Venice.  See the VSOE section below.

• The Venice Simplon Orient Express website (www.orient-expresstrains.com) actually has the nerve to ask an FAQ 'Is the VSOE train the original Orient Express..?' and suggest that the answer is 'yes'.

There is, and cannot be, any such thing as the 'original' Orient Express, for a very good reason.  Take air travel.  Suppose there's a British Airways flight to New York called 'Flight BA123'.  Is there an actual unique aircraft called 'Flight BA123'...? Of course not.  'Flight BA123' is a abstract concept, a service, a departure, a 'flight', something which appears in the timetable, in the reservation system and on your ticket.  BA own a whole fleet of whichever type of aircraft is required to operate flight BA123 to New York, and any of these might be used to run that flight on any given day.  So it is with the Orient Express.  It was and is a service, and not a particular set of rolling stock.  In any case, it would have used different rolling stock at different periods in its history, and at any given time it would have required several sets of rolling stock to operate.  Think about it - in its heyday in the 1930s, it ran daily from Paris to Istanbul, a journey that took three nights.  On any given night, there must have been one Simplon Orient Express leaving Paris, another on its second night out from Paris, a third approaching Istanbul on the last night of its journey, and another three Simplon Orient Expresses travelling in the other direction towards Paris.  So there must have been at least six sets of rolling stock..!

Furthermore, both the Venice Simplon Orient Express and Nostalgic Orient Express use LX-class sleeping-cars dating from 1929, the most spacious and luxurious cars built for the Wagon-Lits company.  However, the real Orient Express and its sister trains didn't use LX sleepers, at least not for the through cars to Istanbul and Athens.  Before the war, the Orient Express used S-class sleeping-cars (dating from 1922, a few years older than the LX's with slightly smaller compartments and without all the wood marquetry of the LX sleepers), and after the war the Z-class.  LX sleepers were used on the trains such as the 'Blue Train' between Calais/Paris and the South of France, the 'Rome Express' from Calais/Paris to Rome and on the Paris-Berlin-Warsaw-Riga 'Nord Express'.  The Calais-Trieste sleeping car attached to the Simplon Orient Express would have been an LX in the 1930s.

	Simplon Orient Express 1939 Below:  The 1939 timetable for the Simplon Orient Express.  At this period, the train consists exclusively of Wagons-Lits sleeping cars.  Note that the departure time for London is just the time of the train+ferry connection - the Simplon Orient Express starts in Calais.  The Taurus Express is a separate connecting train - see the Syria page. Reproduced with kind permission from the 1939 edition of the Thomas Cook Continental Timetable,  © Thomas Cook

The Orient Express in its heyday - What was it really like..?

This might give you an idea of what travelling on the Orient Express was like in its heyday.

Departure from Istanbul...

Imagine it is the mid-1930s, and you are in Istanbul.  You dine at the Pera Palas Hotel, the hotel established by the Wagons-Lits Company in 1894 specifically to cater for Orient Express clientele, and still a great hotel today.  About 9pm, you head down to Sirkeci station for the 22:00 departure of the Orient Express.  You need to eat beforehand, because there is no restaurant car attached to the Orient Express when it leaves Istanbul - this isn't attached until Kapikule on the Turkish/Bulgarian border, in time to serve breakfast.

At Sirkeci station, under the station lights, you catch you first glimpse of the blue and gold sleeping-cars of the Orient Express.  It's a very short train - Just four sleeping-cars, with a baggage van ('fourgon' in French) at either end.  The train isn't so much a train as a collection of through sleeping cars, made up as follows:

• Two sleeping-cars make up the 'Simplon Orient Express' from Istanbul to Paris (Gare de Lyon) via Sofia, Belgrade, Zagreb, Trieste, Venice, Milan, Lausanne, and Dijon.  Just one of these two sleepers goes through to Calais for the London connection.

• Depending on the day of the week, the third sleeping-car is either the 3-times-a-week 'Orient Express' sleeping-car for Paris (Gare de l'Est) via Sofia, Belgrade, Budapest, Vienna, Munich and Strasbourg, or the 3-times-a-week 'Oostende-Vienna Orient Express' sleeper for Brussels and Oostende (with a boat connection for Dover for the train to London) via Sofia, Belgrade, Budapest, Vienna, Frankfurt and Cologne.

• Depending on the day of the week, the fourth sleeping-car is either Istanbul-Berlin (4 times a week) or Istanbul-Prague (3 times a week).

On board the Orient Express sleeping-cars...

Each 'S' type sleeping-car has 10 wood-panelled compartments with either one or two beds (one above the other) plus a washbasin - there are no baths or showers on board.  The sleeper compartments convert for daytime use into a compact carpeted sitting room with sofa and small table.  There is no lounge car or seats car, at least not this side of Trieste.  Agatha Christie needed a 'pullman' salon car for dramatic purposes in 'Murder on the Orient Express', so uses some dramatic licence and writes one into her story.  Very wealthy passengers travelling alone might pay for sole occupancy of a 2-bed compartment, but other passengers would share a compartment with another passenger of the same sex.

Shunting around at Belgrade...

At Belgrade the following day, the sleepers bound for Berlin or Prague and Oostende or Paris Gare de l'Est are detached and shunted on to a train for Budapest.  Meanwhile, the Istanbul-Paris and Istanbul-Paris-Calais sleeping-cars of the 'Simplon Orient Express' (plus one of the baggage vans) are attached to an Athens-Paris and an Athens-Paris-Calais sleeping-car that have arrived in Belgrade from Greece a little earlier.  Hercule Poirot's situation will now be clear to aficionados of 'Murder on the Orient Express' - he is travelling to London, so needs to reach Calais.  However, he is unable to get a berth in the Istanbul-Calais sleeper of the Simplon Orient Express 'because the whole world travels tonight...'.  Instead, he takes a spare berth in the SOE's Istanbul-Paris sleeper, but it is '...for one night only...' as he will transfer to a spare berth in the Athens-Calais sleeper when it is attached at Belgrade.  Agatha Christie knew her trains..!

The Simplon Orient Express gains some more cars along the way - for example, another sleeping-car (a luxurious 'LX' type) for Calais is added at Trieste.  Locomotives are changed at every frontier where one national railway system hands over to another, and also at other places in between - for example, Milan Centrale is a terminus, so the train reverses there and gets a fresh locomotive on the other end.

Arrival in Paris

At Paris Gare de Lyon, three nights out of Istanbul, the 'Simplon Orient Express' terminates.  The through sleepers to Calais are shunted around the Paris 'ceinture' (literally 'belt' line) from the Gare de Lyon to the Gare du Nord, where they are attached to a train for Calais.

All change at Calais for the London connection...

No, the sleeping cars aren't loaded onto the ferry at Calais..!  The only passenger coaches ever to be physically ferried across the Channel were the London-Paris (and for a while, London-Brussels) sleeping cars of the 'Night Ferry', which started in 1936, was suspended a few years later for World War II, then ran after the war until withdrawal in 1980.  Orient Express passengers for London have to leave their sleeping-cars at Calais Maritime and board a ferry for Dover.  At Dover, a British Southern Railway 'boat train' is waiting to take them non-stop to London Victoria.

Orient Express, Arlberg Orient Express...

Incidentally, you can see that in the 1930s the 'Orient Express' itself (as opposed to the 'Simplon Orient Express') ran three times a week from Paris (Gare de l'Est) - Munich - Vienna - Budapest - Belgrade - Istanbul.  It also conveyed a Paris - Budapest - Bucharest sleeper, and a Calais - Budapest - Bucharest sleeper.  On three days of the week when it wasn't running, its departure slot from the Gare de l'Est was taken up by the 'Arlberg Orient Express', which took a Southerly route through Switzerland (via Basel and Innsbruck) to reach Vienna.  It also had Paris - Vienna - Budapest - Bucharest and Calais-Bucharest sleepers, maintaining an almost daily Wagons-Lits service between these cities.  You can begin to see how the network fitted together..!

	Direct Orient Express, 1965... Below:  The 1965 timetable for the Direct Orient Express, which replaced the Simplon Orient Express in 1962.  You can see from the long list of through cars that this train isn't a whole train running from A to B either, but an assortment of through carriages between different points.  You can see that it now includes ordinary seats cars (the carriage symbol) and couchettes ('CC') as well as sleeping-cars (the bed symbol).  Note that the departure time shown against London is the departure time of a train+ferry connection.  The actual Direct Orient Express starts in Paris with a few through cars from Calais. Reproduced with kind permission from the 1965 edition of the Thomas Cook Continental Timetable,  © Thomas Cook.

A chronology of the Orient Express:

• 1876:  A Belgian, Georges Nagelmackers, founds La Compagnie Internationale des Wagons-Lits, to operate luxury sleeping cars and dining cars all over Europe, much as George Mortimer Pullman was doing in the USA...  The various national railway companies provide the track, the stations and the locomotives.  The Wagons-Lits company provides and staffs the sleeping-cars and dining cars.  Passengers pay for a 1st class ticket plus a Wagons-Lits supplement.  The railway companies get the ticket revenue, the Wagons-Lits company get the revenue from the supplement.

• 1883:  Nagelmackers' flagship, the 'Express d'Orient', starts running, twice a week, Paris (Gare de l'Est) - Strasbourg-Munich-Vienna-Budapest-Bucharest-Giurgiu.  At Giurgiu, passengers cross the Danube by ferry to Ruse in Bulgaria, where a second train would be waiting for the 7-hour journey to Varna on the Black Sea.  An Austrian Lloyd steamer then connects for the 14-hour sea voyage to Constantinople (Istanbul).

• 1885:  Service increases to daily over the Paris-Munich-Vienna section.  The Orient Express continues to operate on two days a week beyond Vienna to Giurgiu for the ferry to Ruse, the connecting train to Varna and ship to Istanbul, and on a third day each week it runs beyond Vienna to Belgrade and Nis.  As the railway was incomplete in Bulgaria, horse-drawn carriages took passengers from Nis across the mountains to Plovdiv, where the rail journey resumed for Istanbul.

• 1889:  The line is completed, and direct Paris-Constantinople operation starts in June 1889.  The Orient Express leaves Paris (Gare de Strasbourg, now renamed Gare de l'Est) every night at 18:25.  It has daily sleepers for Vienna, twice-weekly sleepers on Sundays & Wednesdays for Constantinople, and twice-weekly sleepers on Monday & Friday for Bucharest.  Arrival in Constantinople was at 16:00, 3 nights (67.5 hours) from Paris.

• 1891:  'Express d'Orient' is officially renamed 'Orient Express'.

• 1909:  The Orient Express trainsets are re-equipped with new sleepers and restaurant cars.  The new sleepers feature softer suspension and an upper berth which folds more completely away for day use.

• 1914:  The Orient Express is suspended from July 1914, due to the war.  The Germans try to run a Berlin-Constantinople train, the 'Balkanzug', without much success.

• 1919:  In February 1919 the Orient Express is reinstated, twice a week from Paris to Vienna, Budapest and Bucharest, but via Zurich and the Arlberg Pass into Austria to avoid Germany.  It resumes operation through Germany in 1920, although suspended again 1923-24 with the occupation of the Ruhr.

• 1919:  On 11 April 1919 the Simplon Orient Express starts running in addition to the Orient Express, using the Southerly route from Paris (Gare de Lyon) to Lausanne, Milan, Venice, Trieste, Belgrade, and (from 1920 onwards) Istanbul.  This route has the advantage of avoiding Germany (which the Allies still didn't trust), and it rapidly becomes the main route from Calais and Paris to Istanbul.  The Treaty of Versailles has a specific clause requiring Austria to accept this train - previously, Austria had insisted that international trains could not pass through their territory (which then included Trieste) unless they ran via Vienna.

• 1922:  From 1922 onwards, the pre-war wooden R-class sleepers are progressively replaced by new steel S-class sleeping-cars.  The new cars are painted blue with gold lining and lettering, replacing the varnished teak of earlier Wagons-Lits cars.  Blue and gold all-steel dining cars replace the older restaurant cars from 1925 onwards.

• 1929:  The westbound Orient Express becomes stuck in snow for 5 days at Tcherkesskeuy, some 130km from Istanbul.  The incident inspired Agatha Christie's plot in 'Murder on the Orient Express'.

• 1930s:  By the 1930s, a complete network of through sleeping cars was in operation between Western and Central/Eastern Europe, involving the Orient Express and several sister trains with 'Orient' as part of their name.  The trains inter-connected and swapped sleeping-cars at various points such as Budapest and Belgrade:

  Simplon Orient Express:  Daily through sleeping cars from Calais & Paris (Gare de Lyon) to Istanbul, via Dijon - Lausanne - Milan - Venice - Trieste - Zagreb - Belgrade - Sofia.  The Simplon Orient Express also provided daily though sleeping-cars from Calais and Paris to Athens.  The Calais-Trieste sleeper was normally a luxurious LX-class sleeping-car, but the Calais/Paris-Istanbul/Athens sleepers would normally be S-class.

  Orient Express:  3 times a week service from Paris (Gare de l'Est) - Strasbourg - Munich - Vienna - Budapest, with through sleeping-cars from Calais & Paris to Bucharest, and from Paris to Istanbul (combined with the Simplon Orient Express between Belgrade and Istanbul).

  Arlberg Orient Express:  On 3 out of the 4 days of the week when the Orient Express wasn't running, its departure slot from Paris Est was taken up with the three-times-a-week Arlberg Orient Express from Paris to Basel, Zurich, Innsbruck, Vienna, Budapest, with through sleepers Calais & Paris - Bucharest and Paris-Athens.  This train was created in 1932 out of the Suisse Arlberg Vienna Express.

  The trains also conveyed an Istanbul-Berlin sleeping car 4 times a week, alternating with an Istanbul-Prague car 3 times a week.

• 1939-42:  Most of the great trains are suspended for world war 2.  The Wagons-Lits Company's arch rival, the German Mitropa company, tried running its own Orient Express into the Balkans reserved for military and diplomatic personnel, but this was not a success as partisans kept blowing it up...

• 1945-7:  The Simplon Orient resumes running in November 1945, three times a week Calais - Paris - Milan -Venice - Belgrade - Sofia, finally extended to Istanbul again in 1947.  However, ordinary railway company seating cars and couchette cars are now conveyed for various parts of the journey, in addition to the Wagon-Lits company sleepers and restaurant.  Although service to Istanbul restarted, the through sleeping cars to Athens were unable to resume because the Greek / Yugoslav border was closed.  At this period, a Z-class sleeper was normally used Paris-Belgrade, a luxurious LX-class sleeper Paris-Brig, and S-class sleepers Paris-Istanbul.  Later, Z-class sleepers would also end up on the Paris-Istanbul & Athens run.

• 1947 onwards:  With communists firmly in control in eastern Europe, the Wagons-Lits Company's sleeping-car and dining car operations in Eastern Bloc countries are gradually taken over by the eastern European railway companies' own sleeping-car and dining car subsidiaries.  Although the 'Orient Express' through sleeping-cars from western to eastern Europe remain operated by the Wagons-Lits Company, Wagons-Lits sleepers and diners operating on these trains wholly within Eastern Bloc borders are progressively replaced by non-Wagons-Lits cars.

• 1951: The Greek border reopens and the Athens portion of the Simplon Orient Express resumes running.  Unfortunately, the Bulgarian / Turkish border then closed, temporarily halting the Istanbul portion until 1952.

• 1960:  The through sleeping cars to / from Calais are withdrawn and all cars of the Simplon Orient Express now start / terminate in Paris (Gare de Lyon).  The Pullman cars of the Calais - Paris 'Golden Arrow' / 'Fleche d'Or' are extended to run around Paris from the Gare du Nord to the Gare de Lyon to maintain a connection (the Gare du Nord to Gare de Lyon trip was necessary anyway to convey the through sleeping-car from Calais to San Remo bound for the 'Train Bleu' and the Calais to Rome through sleeping-car bound for the 'Rome Express').

• 1962:  The Simplon Orient Express is withdrawn and replaced by a slower train called the Direct Orient Express.  The Direct Orient Express conveys a daily sleeping car and seats cars Calais-Paris-Milan-Venice, a daily sleeping car and seats cars Paris (Gare de Lyon) - Milan - Venice - Trieste - Belgrade, a twice-weekly sleeping car and seats car Paris - Belgrade - Istanbul (initially a Z-class, later a YU-class sleeping-car), and a three-times-a-week (later twice weekly) sleeping car Paris - Belgrade - Athens (also a Z-class or YU-class car).

• 1962:  In addition, the Arlberg Orient Express loses its Paris-Budapest and Paris-Bucharest sleepers, and becomes plain 'Arlberg Express' running Paris-Zurich-Innsbruck-Vienna.  It continues in the timetables as the 'Arlberg Express' until the 1990s, when it loses it's Vienna and Innsbruck cars and today it just runs Paris-Zurich-Chur, still with a sleeper staffed by the Wagons-Lits company, but without any name.

• 1967:  The Compagnie Internationale des Wagons-Lits drops the suffix 'et des grands express Européens' from its title and adds 'et du tourisme' instead.

• 1971:  The Wagons-Lits company decides that it can no longer maintain and renew the ageing sleeping car fleet based on receiving revenue from sleeper supplements alone (passengers travelling on the Orient express paid for a normal ticket plus a sleeper supplement - the supplement went to the Wagons-Lits Company, the ticket revenue went to the relevant national railway operators).  The Wagons-Lits Company therefore either sells or leases its sleeping cars to the national railway operators all over Europe.  Although now owned or leased by the various state railway companies themselves, most sleeping-cars in Western Europe are still staffed by the Wagons-Lits company who provide the sleeper attendant, the bed linen and the on-board catering.  Until 1995, sleeping cars were marketed jointly by most western European railways as "Trans Euro Night / Nuit / Nacht / Notte / Nat" and painted in a mid-blue livery with a white line under the windows and a big white 'TEN' on the side.

• 1976:  The Direct-Orient Express' twice-weekly Paris-Athens sleeping car is withdrawn;

• 1977:  The Direct-Orient Express is withdrawn completely, ending all direct service from Paris to Istanbul.  The last run left Paris Gare de Lyon at 23:56 on 19 May 1977 (actually, a few minutes late, on 20th May!), it's solitary Paris-Istanbul sleeping-car a Y-class car built in 1939, now in the modern blue and white livery.  A rump of this train remains until the early 1990s, running from Paris (and in summer, from Calais) to Milan and Venice with sleepers, seats and couchettes.  The (plain) Orient Express from Paris to Vienna, Budapest and Bucharest continues to run as before.

• 1977-2001:  The Orient Express itself continues to run, as the main overnight train between Paris and Vienna, and as a direct service between Paris and Budapest.  It conveys OBB (Austrian Federal Railway) or SNCF (French Railways) couchettes and seats Paris-Vienna, a MAV (Hungarian Railways) air-conditioned couchette car and seats car Paris-Budapest, a Hungarian dining-car and more air-conditioned seats cars Salzburg-Vienna-Budapest, and a sleeping car, owned by OBB, but staffed  by the Compagnie Internationale des Wagons-Lits.  Until the early 1990s, this sleeping-car was extended three times a week to Bucharest, full of Caucesceau's diplomats.  In 1999, the Orient Express regained a separate twice-weekly sleeping-car from Paris to Bucharest, this time a Romanian one similar to that used on the Dacia Express - see the photo on the Romania page.

• 1982:  James Sherwood, rail enthusiast and head of Sea Containers Inc., starts up a regular service from London and Paris to Venice called the 'Venice Simplon Orient Express' (VSOE for short).  The service uses vintage 1920s and 1930s Pullmans from London to the Channel port, and 1929-vintage Wagons-Lits sleepers from Boulogne to Venice.  This train should not be confused with the (real, plain) Orient Express.  The Venice Simplon Orient Express continues to run today, once a week from March until November every year - see the section below and also the VSOE's official website, www.orient-expresstrains.com.

• 2001:  On 10 June 2001, the Orient Express through couchettes and seats from Paris to Budapest were withdrawn, as was the twice-weekly sleeping-car from Paris to Budapest.  The Orient Express now runs just Paris-Vienna as a normal scheduled train with seats, couchettes and a sleeping-car.

• 2007:  The Orient Express remains in the timetable as the overnight Paris-Vienna train, but no longer travelling beyond Vienna.  The through Paris-Vienna couchette cars and sleeping-car are attached to a French domestic train between Paris and Strasbourg.

• June 2007:  The new TGV-Est high speed line from Paris to Strasbourg opened on 10 June 2007, and the domestic train to which the Orient Express was attached over this section has been replaced by a 200 mph TGV.  As a result, the Orient Express is cut back to run only between Strasbourg and Vienna, with TGV connection to/from Paris.  However, it still retains its famous name, 'Orient Express'.

The Venice Simplon Orient Express (VSOE): 

These days, the train which most people mean when they talk about the Orient Express is the Venice Simplon Orient Express (VSOE).  The Venice Simplon Orient Express is a privately-run train (in fact, two trains, one on  each side of the Channel) of restored 1920s, 30s, & 50s coaches, providing a once-a-week service London-Paris-Venice between March and November.  The complete London-Venice journey costs around £1,200 per person one way, including meals.  Its official website is www.orient-expresstrains.com.

For more information, see the Venice Simplon Orient Express page.

To buy tickets online, see www.orient-expresstrains.com

Posters, travel accessories, souvenirs - Orient Express Gift Shop

Books about the Orient Express...

If you want to learn more, you can click the pictures to buy these books online at Amazon.  The book on the left has more about the history of the Orient Express, the book on the right concentrates on the restored Venice Simplon Orient Express.

Also recommended is 'The Orient Express - The life and times of the world's most famous train' by E H Cookridge.  Although out of print, you can buy it second hand through Amazon - click here for details.

The Orient Express also features heavily in fiction...  

Murder on the Orient Express (book)

Murder on the Orient Express (DVD)

Stamboul Train by Graham Greene (book)