Rail travel in Montenegro Voyage Tips and guide

Montenegro is not a country that comes to mind when it comes to great rail journeys. Its rail network is slow, limited, and considerably old compared to the rest of Europe, but one area where rail travel in Montenegro does not disappoint is the jaw-dropping scenery.

Montenegro's railway lines are operated by Željeznički prevoz Crne Gore (ŽPCG; lit. Railway Transport of Montenegro).

Montenegro's first railway line was the Antivari Railway, which connected Bar (then known by its Italian name Antivari) with Lake Skadar. It opened in the 1920s, marking the beginning of rail transport in the region.

At the same time, the narrow-gauge Dalmatian Railway linked Zelenika (near the Bay of Kotor) and the inland towns of Nikšić and Podgorica via what are now Croatia and Bosnia and Herzegovina. These early lines played an important role in regional transport during Yugoslavia, but fell into disrepair and were gradually closed in the second half of the 20th century.

However, the importance of these lines were eventually replaced by the standard-gauge 476-kilometre-long Belgrade–Bar railway. Built to provide the Serbian hinterland with direct access to the Adriatic Sea, the line is widely regarded as one of Europe’s most spectacular railway routes. It crosses rugged mountain terrain on dramatic viaducts and passes through numerous tunnels. When it opened in 1976, the railway was considered one of the most significant infrastructure projects of Yugoslavia. The original Bar railway was also subsequently bypassed with a newer alignment (via mostly a tunnel) as part of this project.

2012 saw the reopening of passenger services on the Nikšić–Podgorica railway after it was electrified 6 years prior, using the same old alignment it previously did to Bosnia 60 years prior.

Although Montenegro's rail network has had many improvements over the years, the network is still quite limited. Proposals to extend the network are often nothing more than mere plans hampered by limited funding. The rail network is also very slow – track speeds mostly average 70–80 km/h (43–50 mph) with very limited 100 km/h (62 mph) sections (buses/coaches are often faster).

• zpcg.me (official ŽPCG website)
• Offline timetable

There are three mainlines in Montenegro, though one has been indefinitely closed to passenger services.

The main route forming the trunk of the system is the Bar–Podgorica–Bijelo Polje route (though with most services running just between Bar–Podgorica): this is also Montenegro's only international connection, with one night service continuing to Belgrade (Beograd) all-year, as well as a daytime Belgrade service during the summer. The scenery on this route is unparalleled: between Virpazar and Vranjina, the line runs on a causeway across Lake Skadar; between Podgorica and Bijelo Polje (at the Serbian border), the line cuts through the mountains, offering spectacular views. The route also crosses Mala Rijeka Viaduct, the highest railway viaduct in Europe, almost 200 metres above the riverbed.

The other line in use is between Podgorica and Nikšić: this route runs through a valley but also offers interesting views. Previously this line was closed in the 1990s due to underfunding and poor maintenance, but the line was modernised reopened for passenger service in 2012.

The third mainline in Montenegro is the Podgorica–Tuzi–Shkodër railway (with the bulk of the route being in Albania). Unlike other lines, this route is not electrified and freight-only as of 2026. Long-term plans exist to reopen this route to passenger services, but no funding has been allocated yet from either government.

There are no railway lines to Kotor, Croatia, and BiH. These lines all fell into disrepair during the late 20th century and were thus closed.

Between Bar and Podgorica sees nine trains operate daily, while Podgorica–Nikšić sees five daily trains. Both these routes take about one hour. Four of the Bar–Podgorica services continue up to Bijelo Polje (an extra 2 hours north of Podgorica), with one of those four trains continuing to Belgrade (Beograd). Rolling stock on these lines is a mix of older compartment carriages (some without air conditioning) and more modern electric multiple units (EMUs). Since the early 2010s, air-conditioned low-floor EMUs have been introduced, primarily used on the Podgorica–Nikšić line, but occasionally also on other domestic services.

The daily night train to Belgrade, Lovćen, has seating and couchette cars, but also comfortable sleeping cars. During summer, a daytime train also runs this route – if you are after the views, the day train is one to catch.

Put simply, tickets for rail travel in Montenegro are incredibly cheap for European standards. Do not bother with an Eurail/Interrail pass for Montenegro, though if it happens to be part of a longer continuous pass, domestic trains don't need reservations. You also cannot get a One Country Pass (and there is almost no reason to).

Ticket prices can be found on the official zpcg.me website. As of February 2026, ticket prices between major destinations are as follows.

On the Bar–Belgrade railway, the supplement for a couchette bed is €8 (in six-person compartment) or €12 (in a four-person compartment). The supplement for a sleeper compartment is €16 (in a three-person compartment), €24 (in a two-person compartment), or €48 (private compartment).

Tickets cannot be purchased online; you must purchase them in-person at the station.

• Rail travel in Europe
• Bus travel in former Yugoslavia