Europes

EUROPE’S largest funfair is returning to the UK this weekend, as the huge stretch of rides comes back for its 144th year.

Over 400 spectacular attractions will be on offer for all the family, including a new record-breaking ride for the ultimate thrillseekers.

The Hoppings is back for its 144th year this weekend, as Newcastle’s Town Moor anticipates the return of Europe’s biggest funfair.

Located at the heart of the city centre, the funfair offers over 400 attractions and rides for thrillseekers and families alike – from the giant ferris wheel, to the classic helter skelter.

Despite occupying a smaller space than previous years, due to drainage works on the Moor, the fair still keeps all its excitement, and visitors can expect to see a jam-packed line-up.

After centuries of history, and a deep-rooted sense of North East nostalgia the fair evokes, generations of Geordie families love returning to The Hoppings year after year.

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This year, the fair has unveiled a whole host of adrenaline-pumping rides, including the return of fan-favourites Atmosfear and Extreme.

The stage has been set for the arrival of a record-breaking high-flying experience with the launch of the brand-new Elevate85 attraction.

Climbing up to 80metres, this drop tower with flying chairs has been hailed as “the world’s highest travelling ride” – only 10metres shorter than London’s Big Ben.

Foodies have another reason to celebrate with a brand-new Spud Bros stall joining the line-up, only weeks after the launch of its popular North Tyneside store.

The daily line-up also includes a Live Lounge stage with country, rock, and pop music, alongside delicious treats on offer from the Feast Street food village.

The arrival of the Hoppings in the last week of June is a fixture of the Geordie calendar, and has been since 1882.

Opening on the Town Moor over a century-and-a-half ago, the fair was initially marketed as a tee-total event to counteract the boozy activities of Newcastle Race Week.

Its initial form included traditional amusements and roundabouts, as well as kite-flying contests and military shows – a step away from its current form.

The Hoppings has evolved to represent the warmth and welcoming nature of Geordies themselves, and shows a city beyond bustling nightlife and football passion.

Now, the fair attracts over half a million annual visitors to indulge in the vibrant lights, exhilirating rides, and all the fun of the fair.

For those wanting to visit Newcastle, The Hoppings is the perfect starting point for organising a tour, with the city centre situated a 30-minute walk away from the Town Moor.

From there, a walk along the Quayside to see the famous Tyne Bridge, The Glasshouse and River Tyne is a must, with foodstalls often lining the streets on weekends.

Newcastle, and surrounding North East towns, are incredibly well-connected with the Tyne and Wear Metro, with 60 stations and two separate lines.

Many may not know that the city has some of the best coastlines in the UK – travel 30 minutes east on the Metro and visit Tynemouth Longsands and enjoy the scenic views from the coastal villages.

Entry to The Hoppings is completely free this year, with standard ride prices ranging from just £3 to £5 and high-thrill attractions costing slightly more.

The Hoppings is returning for its 10-day bonanza between June 19 and June 28, running from 2pm to 11pm on weekdays, and 1pm to 11pm on weekends.

Sipping coffee in a grand square at one of Europe’s oldest cafe’s, Lucy Williamson discovers a Mediterranean escape that manages to be a city break, beach holiday, and history lesson all at once

A spa day in the UK can easily set you back £150 before you’ve even ordered lunch. So when I found myself sipping coffee in a grand Maltese square at one of Europe’s oldest cafes, watching the morning sun bounce off honey-coloured limestone buildings after a £40 flight from London, I couldn’t help feeling I’d stumbled across one of Europe’s best-value city breaks.

Malta has long been a favourite with British travellers. Yet somehow it still feels slightly overlooked when conversations turn to weekend escapes. People talk about Lisbon, Barcelona and Rome. Meanwhile, sitting in the middle of the Mediterranean, Malta quietly enjoys more than 300 days of sunshine a year; making it one of the sunniest in Europe.

I spent three days there for a spontaneous solo trip and quickly realised Malta has cracked something many destinations haven’t. It manages to be a city break, a beach break and a history lesson all at once, without requiring military-grade holiday planning.

The first thing working in Malta’s favour is its size. This is not a destination where you’ll spend half your holiday staring at Google Maps, wondering whether the slightly disappointing mural is really worth a 45-minute metro journey and an existential crisis in the heat. Most places are close together. The capital city, Valletta, is wonderfully walkable.

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Things to do

If you stay in neighbouring Sliema, as I did at the Preluna Hotel (about £200 for two nights, includes its own beach club) accommodation is often cheaper than inside the capital itself. And the short ferry across to Valetta costs just a few euros. It glides over the water toward a city that looks like an enormous sandcastle built by a giant child who grew up to become an architect.

Many of the highlights cost nothing. The Upper Barrakka Gardens offer some of the finest views in the Mediterranean. Down below, crowds gather for the Saluting Battery (every day at 12pm and 4pm) where cannons are still fired in a tradition dating back centuries. Men in historical uniforms are responsible for the blasts which are to let everyone know what time it is. I loved it, but it seems an incredibly loud and dramatic alternative to just looking at your phone.

Jokes aside, it is an impressive tradition, although you only need to forget it’s happening once to understand why locals still flinch.

You also cannot miss the staggering Baroque interior of St John’s Co-Cathedral (€15 for adults) a church so violently covered in 24-carat gold leaf that it looks like the inside of a divine Ferrero Rocher.

Elsewhere, the city’s streets themselves do much of the heavy lifting. Ornate balconies lean over narrow lanes while laundry flutters overhead on washing lines. It is a deeply moving reminder that even though Valletta was built by the Knights of St John to defend European civilization from the Ottoman Empire, your romantic view of a historic fortress city is occasionally interrupted by a pair of massive beige knickers blowing in the wind.

Locals treat the sea like a public swimming pool that happens to have excellent views. Rocky platforms replace sand. Towels appear. People jump straight into the Mediterranean without the usual British negotiation involving sunbeds, parasols and passive aggressive towel placement.

No one seems to be running a system. It works anyway.

British nostalgia with better weather

Malta occasionally feels like Britain left something behind and never quite bothered to come back for it.

The island was part of the British Empire for more than 150 years, and the influence is still visible in ways that feel slightly surreal. English is an official language. Red phone boxes still stand in corners like they are waiting for a call that will never come.

I wandered into the local branch of Marks and Spencer to check on the progress of British civilization. I can confirm they did not have any picky bits in the Malta store; the traditional British tapas. But they did have tinnies – the traditional fuel for a British explorer. A Monsoon sits nearby. Even a copy of that day’s Daily Mirror at the local newsagent’s.

Where to eat

That blend of influences extends to the food scene. Malta borrows happily from Italy, North Africa and Britain, creating a character all of its own.

One street that perfectly captures the atmosphere is St Lucia Street. By day, it’s an attractive stepped lane. By night, it transforms into one of Valletta’s most buzzy dining spots, with tables cascading down the stone steps like a very tasty avalanche. I spent my second evening at Taste nursing an Aperol Spritz and a plate of rigatoni, which seemed to accidentally on purpose precede a huge tiramisu (€25 bill).

One of Europe’s oldest cafes

For a deeper glimpse into Malta’s past, I found myself at Caffe Cordina, one of Europe’s oldest cafés and one of Valletta’s most enduring institutions.

You will have to resist the temptation to just wander into the air-conditioned void of Starbucks just down the road for some whipped cream and regret. Keep walking, because you will be rewarded with an establishment that has spent nearly two centuries serving Maltese society.

The family’s story began in 1837, when their ancestors arrived from Italy and sold nougat from a donkey cart. They eventually opened a small shop that was destroyed by a German bomb during the Second World War. Yet, as the current owner, Luca Cordina, told me, that bomb was ironically “the best thing that ever happened to us”. It forced his grandfather, Cesare, to take out a bank loan, pivot, and establish the café in its current Valletta location in 1944.

It was a massive gamble. “My grandfather’s friends actually questioned him about the decision, calling him crazy,” Luca explained, noting that the bustling square we see today was little more than a garden at the time. But Cesare believed in the location when very few people did. His response to the doubters was simple: “When the sun rises, it warms everyone”.

That warmth has since attracted a staggering mix of patrons, hosting everyone from Queen Elizabeth II and King Charles to the 1984 Italian national football team. The café inspires just as much loyalty from its staff as its customers, with one employee noted to still be working the floor at 76 years old.

I had a coffee and a traditional ricotta pastizzi (€5.70 bill) and watched the world go by – stunning.

‘The Silent City’

My other favourite lunch spot was in Mdina, the former capital and one of the most atmospheric places on the island.

Game of Thrones fans will recognise parts of it immediately. Everyone else will spend the visit walking past groups who are absolutely certain they are standing exactly where something important happened and are more than willing to explain it in detail whether you asked or not.

It is known as the Silent City because it is incredibly quiet, which is a nice change from London, where the soundtrack is the incessant beeping of a stolen Lime bike.

That wonderful silence was much enjoyed on the roof terrace of the family-run cafe – Fontanella Tea Garden – which is built into the city wall and offers one of the best panoramic views around (Pizza + coffee came to €19).

Mdina is completely enclosed within ancient walls to stop medieval enemies from entering, though it seems they let any old person in these days – especially if you are wearing shorts and carrying a bottle of Fanta Lemon.

The verdict

Three days felt about right. Long enough to see Valletta, Mdina and the coastline without rushing. Short enough that it never drifted into routine. May was an ideal time to go – still warm, not baking, and a little quieter.

Malta works best for couples or solo travellers (like me on this occasion!) who like variety without effort. You get history, sea swims, good food and a walkable city without needing to plan your day around transport logistics or opening times.

Flights from London can be found for around £40 one way. I flew from Luton and returned to Gatwick using Avios points via British Airways, which made the trip back feel particularly smug.

By the time I got home, I’d spent less than many people pay for a day wrapped in a fluffy robe somewhere in the Home Counties.

The cost

• Flight from London to Malta (one-way): £40
• Preluna Hotel, Sliema (2 nights): £200
• St John’s Co-Cathedral entry: €15
• Dinner at Taste (Aperol Spritz, rigatoni, tiramisu): €25
• Coffee and ricotta pastizzi at Caffe Cordina: €5.70
• Pizza and coffee at Fontanella Tea Garden: €19
• Sliema–Valletta ferry: €5
• Return flight: Not included (paid using Avios points via British Airways) – would have been about £80

Approximate combined total: ~£295

Follow Lucy’s travels on TikTok and Instagram.

AN ABANDONED airport in Spain is set to reopen after 14 years.

Nicknamed Spain’s “ghost airport”, the vast airfield boasts one of Europe’s longest runways.

Ciudad Real International Airport will reopen in 2026, despite being abandoned for well over a decade.

Having stood largely empty for the past 14 years and used for long-term aircraft storage, it has now been revealed the airfield will be opening its doors again under a new owner, resuming passenger flights this year.

Managing director of Ciudad Real International Airport, Rafael Gómez Arribas, has said that the site will only operate private flights, mainly from Europe and the US.

Located 235km south of Madrid, the Spanish airport was initially set to be the country’s second largest airport and an alternative to Madrid’s Barajas airport.

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Opening in 2008, the aviation site cost more than €1 billion to build, and included one of Europe’s longest runways.

Measuring 13,451 ft, the strip was constructed to accommodate the Airbus A380, the world’s biggest commercial aircraft.

Despite plans to be a commercial flight hub for around 2.5 million passengers a year, the site struggled financially, mainly down to its remote location miles away from Madrid.

The airport soon went bankrupt and closed just four years later in 2012, earning the nickname of Spain’s “ghost airport”.

In 2015, the abandoned airport was won in a bankruptcy auction by Tanzeen International for just €10,000.

It was eventually converted into a temporary storage facility during the pandemic, and held grounded planes from European airlines while flights were not operating.

After the closure of the airport in 2012, large yellow crosses were painted on the runway as a visual warning to planes flying overhead that the site was no longer operational and the runway was unsuitable for landing.

During the Covid pandemic, the airport served as a temporary storage facility for grounded aircraft

Ciudad Real International Airport, in Spain, opened its doors again earlier this year after being abandoned for 14 years. The airport originally opened in 2008 but shut down after filing for bankruptcy in April 2012, earning itself the title of Spain’s “ghost airport”.

The deserted airfield was subsequently used for long-term aircraft storage until the airport’s operator announced its reopening under new ownership, with passenger flights set to resume in 2026. The managing director of Ciudad Real International Airport, Rafael Gómez Arribas, confirmed that the airport will handle only private flights, mainly from Europe and the United States.

The Spanish airport reportedly cost €1billion (£864million) to build and was originally intended to serve as Madrid’s second-largest airport.

Despite this, Ciudad Real Airport struggled as a commercial hub, largely due to its isolated location, some 150 miles from the capital.

The airport boasts one of Europe’s longest runways, a massive 4,100-metre strip built to handle the world’s biggest commercial aircraft, the Airbus A380.

It was originally named Don Quixote Airport after the beloved fictional hero from the classic Spanish novel Don Quixote.

During the Covid pandemic, the airport served as a temporary storage facility for grounded aircraft from major European airlines.

Following its closure in 2012, large yellow crosses were painted over the airport’s runway — a visual warning to pilots indicating that the airport is no longer operational and that the runway is unfit for landing.

The Mirror has contacted Ciudad Real International Airport for comment.

In a significant development for Europe’s future air combat ambitions, Airbus is trying to restart the program to develop a sixth-generation combat jet, now under German and Spanish leadership. This comes less than a week after the Franco-German-led New Generation Fighter (NGF) effort effectively collapsed in its original form, amid acrimony between Paris and Berlin. The NGF was planned as the crewed centerpiece of the pan-European Future Combat Air System (FCAS), which Airbus, as the leading European aerospace corporation, now hopes to get back on track.

Airbus’s Defense and Space unit launched the ‘Team Gen 6’ initiative today with a message on X, declaring that it was “an exciting step for European sovereignty.” So far, eight German defense and aerospace contractors have signed a strategic positioning paper as part of the effort. Those firms are Autoflug, Diehl Defense, Hensoldt, Liebherr, MBDA Germany, MTU Aero Engines, and Rohde and Schwarz.

Reflecting the German-Spanish nature of the new program, those companies are now “closely integrated” with firms from Spain, comprising GMV, Grupo Oesia, Indra, ITP Aero, and Sener.

“While the development of the overarching [FCAS] ‘system of systems’ is progressing as before, the sixth-generation fighter aircraft integrated within it requires a new, agile industrial setup,” Airbus said.

“As Team Gen 6, we have the capabilities and the capacities. Now, we are looking for close alignment with policymakers and the air force[s] to drive forward a superior European air combat system for collective security,” the X post stated.

Airbus also presented a video showing a notional concept aircraft flying with multiple uncrewed platforms. While not too much (as in not much at all) should be read into this, the crewed aircraft features canard foreplanes, a chin intake, and an unusual cranked wing.

Speaking just ahead of the announcement, at the ILA Berlin airshow today, where TWZ was in attendance, Jean-Brice Dumont, head of air power at Airbus Defense and Space, said the company remains committed to delivering a sixth-generation combat jet. “There is a need for a bit of a reshaping and reconsidering the reality of today,” Dumont added.

Dumont explained that the now-abandoned NGF was one of seven separate “pillars” of technology development being worked on under FCAS. As well as the crewed jet, pillars include powerplant, remote carrier vehicles, precision-guided weapons, and data connectivity.

“We have to consider safeguarding areas where it works, and how we reshape,” he added. “At the moment, we are going to seek guidance from our governments [on] what they want us to do. There has to be demonstrated an industrial feasibility of what is being asked — not only technical. That’s probably a lesson now,” Dumont added.

Dumont continued: “The world in 2026 is very different to the world of 2017 when the [FCAS] programme was launched. We have to accept that fact and reshape it — we need another way to get to the same goal, with faster milestones.”

“The problem we had is that we had drawn a line to 2040, and new technologies for everything,” Dumont added, referring to the goal of having the FCAS, including the NGF, in service by that date. “Today, you see demonstrations of connectivity, systems of systems and unmanned vehicles all around the world. The need is there, and in the countries that we are competing with, they are using it already.”

According to Dumont, the company has “put a number of options on the desk of our ministers and ministries of defense,” and is now awaiting further guidance from officials.

As the centerpiece of FCAS, in its original form, the NGF element was the most high-profile and challenging component of the project. However, it had long been dogged by disagreements over industrial workshare and leadership between Airbus and Dassault Aviation, which were the prime contractors for Germany and Spain, and France, respectively.

Dassault had demanded that it play the defining role in NGF, reflecting key requirements for the jet driven by the French Armed Forces. These included the ability to operate from aircraft carriers, and provision to deliver nuclear weapons. Germany or Spain needed neither of these functions.

Despite the disagreements that derailed NGF, Dumont argued that there had still been useful lessons learned from the FCAS program.

“What Phase 1A and 1B [of the program] have given is a very thorough analysis of the repartition of the work between the crewed and uncrewed platforms, and this remains. That kind of shapes what the manned aircraft will have to do.”

As an example of this work, Dumont pointed to ongoing work that will involve trials of a Eurofighter operating as a “command fighter” — a crewed jet that can operate in collaboration with drones, or what Airbus now refers to as uncrewed collaborative combat aircraft (UCCAs). The tests will see a Eurofighter fitted with a Rafael Litening 5 targeting pod modified to serve as the interface between the crewed jet and UCCAs. This should pave the way toward an in-service command fighter capability being introduced to the Eurofighter, something that will be incorporated in the sixth-generation combat jet from the outset.

Initial trials will involve a Learjet test configured as a surrogate command fighter and flying with drones in an “enhanced teaming” mode. Airbus hopes to have the command fighter-configured Eurofighter ready for operational service in 2029.

“The demand from the customers is: be ready early,” Dumont explained. “This is not a contradiction to the Future Combat Air System challenge — it is the need to have our platforms evolved earlier than we had traditionally planned.”

The termination of NGF and the launch of Team Gen 6 leaves plenty of questions over the future of Europe’s air combat landscape.

TWZ spoke to Douglas Barrie, senior fellow for military aerospace at the International Institute for Strategic Studies (IISS) research institute in London, for his take on what might happen next.

On the matter of Germany and Spain now teaming up under the Airbus umbrella, Barrie said that the relationship makes a lot of sense, but its success is far from certain. On the one hand, the two countries already work together within Airbus, and both Germany and Spain are seeking a replacement for their Eurofighter fleets.

“In terms of Team Gen 6, I do wonder if there’s an element of trying to kind of scramble to recover something from the wreckage of NGF, as it were, that the collapse of NGF doesn’t signal the end of Spanish industrial interest in next-gen combat aircraft development,” Barrie said. “But if somebody asked me, do I think between Germany and Spain, they can put together a credible program if nobody else is involved? I think that the numbers would be very difficult to stack up.”

Putting the German and Spanish future fighter requirements together, the two countries might, at best, need to build 300 new combat jets, with a figure of 250 more likely, Barrie contended. Team Gen 6 would then face a real struggle to break even.

This reality will, Barrie believes, force Germany and Spain to look for other partners, which will likely come down to a choice between the British-led Global Combat Air Program (GCAP) and the Swedish next-generation combat aircraft program, led by Saab. Of these, GCAP has the Tempest crewed fighter as its centerpiece, and also involves Italy and Japan. Sweden’s crewed fighter requirements are less clear at this point.

Building a role for Airbus in GCAP would be difficult at this point. With the industrial architecture already in place, bringing not one, but two more partners into that program would be disruptive, particularly in terms of timeline. Already, the Japanese in particular are concerned about the pace of the program, especially since the United Kingdom has not yet fully committed to it in terms of funding.

“My own view is that the United Kingdom remains committed to the program, but there are financial pressures elsewhere,” Barrie noted. “I think that the more likely outcome in all of this is a kind of German, Spanish, Swedish tie-up. The kind of requirements in some ways are aligned a bit better.”

This extends to the size of the aircraft, Barrie observed.

“The kind of aircraft that the Swedes seem to be thinking about, the crewed element is probably more of a bigger Gripen E/F, heading towards Typhoon, in terms of size. This is more in keeping with what the Germans and the Spanish seem to be looking for. Obviously, the United Kingdom and Japan, in particular, need something with longer legs and bigger internal payload, hence GCAP.”

“GCAP will be highly capable,” Barrie continued. “That will come with a unit cost to go with it. Maybe what the Swedes, the Germans, and the Spanish might do will be cheaper.”

Provided a German, Spanish, Swedish teaming arrangement could work, the resulting combat jet could still enter a space where it would face competition for important export orders from France, which looks set to continue the development of the Rafale, especially now that NGF has collapsed. Further competition could be provided by South Korea with further developments of its KF-21 and Turkey with the TF Kaan, although these are notably less-ambitious fifth-generation designs.

The Tempest, as currently envisaged, with its very different set of requirements, would not necessarily be a direct competitor to Team Gen 6, Barrie argued, since it would be a closer match to the F-47 in terms of size, capabilities, and cost. While the potential size of this market would be more limited, probably U.S. reluctance to export the F-47 would play in the Tempest’s favor.

As to the possibility of the United States offering a ‘watered-down’ export model of the F-47, Barrie considers this unlikely to generate much interest.

“Yeah, you can have a downgraded version of my super airplane — as a kind of marketing slug that hardly sells, does it?” Barrie continued. “Even if it’s 10 percent less capable, even if it’s 10 percent less expensive, it’s still a likely unit cost of $250 million or more, which is eye-watering.”

This leaves us with the French, and what they might be able to recover from NGF.

If France goes it alone with a sixth-generation combat jet, Dassault will likely be strongly backed by the French government, and the company has traditionally punched well above its weight.

In the medium term, Dassault has a healthy backlog of orders for the Rafale and is very much at the right end of the cost curve. Barrie considers that the Rafale will remain a profitable airplane for the foreseeable future, but at some point, France will need to think about a successor based on an all-new airframe. Industrially, France has the capability to go alone with this, but they would likely look to a partner or partners to come on board. The likelihood of those partners coming from Europe has now been reduced, but other possibilities might be found in the Gulf states.

Then there is the question of India, which may still buy more Rafales but which, in the fullness of time, is likely to look for a new-generation fighter, and could be a potential partner for France.

“I don’t see the Indians ever being fully committed to only one country,” Barrie continued. India has already hinted that it might want to try and join the pan-European FCAS or GCAP. Meanwhile, Russia has been a long-term military partner for India, and Barrie thinks that the recent appearance of a two-seat version of the Su-57 Felon may well indicate another effort to sell that fighter to India.

Were India to continue its pattern of buying Russian combat aircraft, that would give any potential European partner serious pause for thought, based on the security implications. Meanwhile, India also remains committed to developing its own next-generation fighter.

What the NGF debacle has demonstrated is that any potential partner with France on its next-generation combat aircraft program will likely have to be happy taking a junior role, with Dassault calling the shots.

The collapse of the New Generation Fighter could well be a pivotal moment for European defense cooperation, but it does not signal the end of Europe’s sixth-generation combat aircraft ambitions.

Airbus’s Team Gen 6 announcement marks the start of a German-Spanish-led industrial approach that its backers hope will be more agile and less contested than its Franco-German-led predecessor. However, significant political, financial, and industrial challenges remain, including the search for a reliable partner, or partners. As with NGF, the success of Team Gen 6 will ultimately depend on whether European governments can align their strategic priorities and industrial interests to deliver a sovereign future air combat capability.

Contact the author: thomas@thewarzone.com

A hotel that’s set to open next week will join the list of the largest properties in Europe with a whopping 1,240 rooms, and it’s the perfect base to explore a lesser-visited coastline

This month will see the opening of a vast hotel just a couple of hours from the UK, and it’s already making records due to the sheer size of the brand new property.

On Wednesday, June 17, Gołębiewski Pobierowo will open its doors to the public, with 1,240 guest rooms set over 13 floors to choose from. While it won’t be the largest in Europe: narrowly beaten by the Royal National Hotel in London which has 1,630 rooms and the Rin Grand Hotel in Bucharest with 1,459 rooms, the new hotel will come in at third place.

Gołębiewski Pobierowo will be set on the banks of Plaża w Pobierowie, a two-and-a-half mile long beach that offers soft white sands and the clear blue of the Baltic Sea. The shallow waters are ideal for swimming, and it’s a popular spot for families during the summer season.

The beach isn’t the only place to go for water-based fun. The hotel will feature a waterpark with indoor and outdoor pools and slides, as well as plenty of wellness activities including a salt cave. It also promise a range of fun activities and entertainment for kids, and will have an outdoor terrace with live pianist performing on those long summer evenings. Other facilities include four themed restaurants, each serving different types of international cuisine.

A half-hour walk, or short drive away, is the seaside town of Pobierowo. In the summer, it has an outdoor inflatable park and treetop climbing experience, and it’s a popular destination for active breaks.

Down the road you’ll find the charming Park Miniatur i Kolejek, a cute model village, and Bałtycki Park Dinozaurów i Rozrywki, which features lifesize models of dinosaurs alongside rides and animal experiences.

Follow the pretty coastal roads to explore traditional Polish villages such as Trzęsacz, famous for its 15th-century church and its interactive museum, which gives you the chance to feel like you’re stepping back into the past. Trzęsacz also has incredible white sand beaches and steep cliffs offering broad views across the sea.

Niechorze is another popular seaside town near the hotel, offering family-friendly attractions such as the Oceanarium Niechorze aquarium, and the Victorian-era Lighthouse Niechorze where you can see views across the dense forest on one side and the sparkling sea on the other.

It also has the charming, quaint Museum of Sea Fishery which tells the history of the area’s once thriving fishing industry, and gives you the chance to climb onboard some of the small boats.

Pobierowo is about an hour from Solidarity Szczecin–Goleniów Airport, which offers Ryanair services from Liverpool and London-Stansted. With flight times of under two hours from London, this Polish seaside gem could become popular with Brits looking for a short break.

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WATER slides, themed saunas, pool bars and a spa – could somewhere be more fun?

Suntago Water Park in Poland is the biggest indoor waterpark in Europe, offering enough fun for a multi-day visit.

And now, it is even easier for tourists to head to the park as a new bus service runs directly from Warsaw Chopin Airport to the park.

Having launched on June 1, the bus service will run until the end of the season on August 31.

The service from the airport takes around 45 minutes, runs a few times a day in each direction and costs around £13.20 return.

Visitors can also hop on a bus from Warsaw taking about 55 minutes and running each hour for £9.14 return.

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Or catch one from Żyrardów taking about 20 minutes and running several times a day for £4.06 return.

Inside, the park really is huge with 18 pools, 35 slides and numerous saunas.

When it comes to the pools there are several featuring different minerals or chemical elements that have different health benefits.

For example, you could take a dip in the magnesium pool (34C), which is rumoured to help skin disorders as well as relax muscles.

On the other hand, if you want to soothe dry skin then head to the calcium pool (34C).

Other mineral pools include a lithium pool to reduce stress, a potassium pool which can help with reducing blood pressure and a sulphur pool ideal for visitors who suffer with joint issues.

If you’re not into mineral pools though and would rather go for a swim, then you can head to the outdoor pool instead, with a swim-up bar for a tipple.

Another outdoor pool even has a hot tub and – instead of a lazy river – a ‘crazy river’.

Back inside, there’s a bubbling spring pool (32C) and a wave pool, both ideal for relaxing and having a splash.

Though for a bit more fun, make sure to head on the Mamba Adventure River that’s a 130-metre long pool through a cave-like area with glowing green lights.

Little ones aren’t left out either as there is a baby pool right next to a Pirates’ Playground.

But there is more fun for kids than this, with 35 different waterslides across five floors.

These include three snake-themed rides where you even come out of a snake’s mouth.

On Anaconda, for example, you’ll be launched nearly 20 metres before racing through a number of twists and bends.

If you are brave enough there is another waterslide called Teleport, which features a fast and unexpected drop.

Families wanting to stick together can try out Toucan and Arara in four-person rafts or get competitive on racing waterslides.

If all those pools and slides weren’t enough, there’s also more than 13 different heated rooms, including saunas and a frigidarium.

There’s a classic wooden sauna with a viking-themed twist, heated to a near-boiling 95C and an Egyptian Village where there are five saunas themed around different areas of Egypt including the Sahara Desert.

If you like the idea of a sauna but don’t want it too hot, head to the Korean Sauna, that is 38C and also plays calming music.

Or for something more exciting, head into the Aquarium Sauna with a number of fish tanks to watch.

You could also be transported to the Maldives in the Paradise Beach sauna or to Mont Blanc in the chilly frigidarium which is -7C.

Last but not least, there is a salt grotto which has a “seaside-like microclimate” and blocks upon blocks of salt ideal for helping your nervous system.

If you want to level up your wellness experience, there is a spa onsite too.

After all the splashing about and relaxing, if you want a bite to eat there are a number of restaurants and cafes onsite.

You can make even it a whole weekend event by staying at the Suntago Village, just five minutes from the park.

Kids can only access the Jamango zone where you’ll find pools and the slides, costing from £20.10 a day.

On the other hand adults can access the Jamango zones, as well as the Relax and Saunaria zones from £33.30 a day.

A MULTI award-winning airline has revealed it will be adding premium economy seats to its aircraft.

The boss of Turkish Airlines has said that it will bring back the seats for its passengers despite discontinuing them in 2013.

Talking to Skift, chairman of the airline, Murat Şeker said: “We are going to have premium economy.

“Our thinking is as early as 2028 – at the beginning of 2028 – we will be able to introduce a premium economy class in our Airbus A350s.”

These are expected to be rolled out later on the Boeing 787.

The hope is that it will be extended to all of the long-haul aircraft for Turkish Airlines.

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This isn’t the first time that Turkish Airlines has offered premium-style seats onboard.

It used to offer Comfort Class on some of its routes on Boeing 777 aircraft – but these were withdrawn in 2013.

On the subject, Murat Şeker added that the previous offerings were “not the right time” or “the right configuration”.

Currently, Turkish Airlines has economy seats which have adjustable headrests and arms as well as entertainment screens and USB ports in the seats.

The other are in business class which have lie-flat seats with a massage feature, a cocktail table, touchscreen media screens and adjustable head rests.

Turkish Airlines is considered one of the best in the world, and picked up the Skytrax Award for the ‘Best Airline in Europe’ last year.

This isn’t the first time either, in fact that award marked the tenth win in a row for the airline.

At the same awards, it scooped up eight accolades in total and placed sixth in the rankings for ‘World’s Best Airline’.

Turkish Airlines also won the ‘Best Economy Class in Europe‘, ‘Best Economy Class Onboard Catering in Europe’, ‘Best Business Class Onboard Catering’.

It also was awarded the ‘Best Business Class in Europe’, ‘Best Business Class in Southern Europe’, ‘Best Business Class Onboard Catering in Europe’, and ‘Best Airline in Southern Europe.’

Turkish Airlines also offers cheap flights from the UK to destinations like Istanbul, Antalya, and other Turkish cities, as well as other destinations like New York, Sharm El Sheikh, and Cape Town.

FANCY staying in a hotel that’s so big it feels like a docked cruise ship?

Well, you are in luck, as Hotel Gołębiewski Pobierowo in Poland will open next week with a staggering 1,240 rooms in total, making it one of the largest hotels in Europe.

Spread across 13 floors, the cruise ship-like hotel actually boasts more rooms than the total population of Pobierowo itself (1,000 people).

Inside the hotel – which officially opens on June 17 – guests will find 50-square-metre rooms, most with a balcony.

And the Baltic Sea Beach is just 150 metres from the hotel, so you couldn’t be closer to the sand.

If you don’t like getting sandy toes, then the hotel also has a 104-metre-long pool, a waterpark, indoor pools, whirlpools and saunas.

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For kids wanting to have some fun, there are also waterslides and a children’s area.

One slightly more unusual feature of the hotel is a salt grotto.

Adults wanting to relax a little can enjoy live piano music in the lobby as well.

But the hotel’s offerings don’t stop there.

It also boasts climbing walls, a cinema and a bowling alley – so you’ll never run out of fun things to do.

Forgot something? You needn’t worry as the five-star hotel also has a supermarket for guests.

And if you like keeping fit, there are volleyball courts as well.

Rooms at the hotel cost from €350 (£302.34) a night, with a suite costing up to €900 (£777.45) a night.

It sits right by the beach, which features golden sand and stretches 2.5 miles.

It is also known for being a great spot to watch the sunset.

The closest city to the hotel is Szczecin, which is about an hour away.

Flights from the UK to Szczecin cost from £15 in June and take under two hours.

The German border is also only 37 miles from the hotel, with Berlin under a three-hour drive away.

Other big hotels in Europe include The Royal National Hotel in Bloomsbury, London, which has around 1,630 rooms in total.

There’s also Barceló Punta Umbría Beach Resort in Spain, which has around 1,200 rooms spread across three buildings, costing from £160 per night.

JET2 is launching two new flights to Greece next year – and one of them has the longest beach in Europe.

One of the new routes is from Leeds Bradford Airport to Preveza which starts next summer.

The city is home to Monolithi Beach, stretching on for around 15.5 miles – making it Europe’s longest.

It runs along the Ionian Sea from villages Mytikas to Kastrosykia and, thanks to its length, the beach has everything holidaymakers look for whether that’s a sunbed, beach bars, and taverna.

One visitor to the beach said on Tripadvisor: “It’s one of the best beaches I have ever visited! Small pebbles and sand, and blue-green clear waters, and it’s length… I don’t know!”

Another said: “One of the most beautiful beaches I have seen and swum in. Great waters, amazing location. I could live there forever.”

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Away from the beach is Preveza Harbour which a highly popular sailing and yachting destination.

The nearby marina is lined with restaurants, cafes, and tavernas where holidaymakers can sit and watch the boats.

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Another popular place in Preveza includes Parga Town.

The region is home to the huge ancient ruins of Nikopolis which have Roman walls, Byzantine basilicas, a stadium, and two theatres.

Another spot worth discovering is Saitan Bazar, a historic lane with tiny independent shops that are covered in vines and known for having lively atmospheres.

It is the ideal destination for reaching Lefkada, meaning travellers can experience two destinations in one trip.

Visitors can take a bus directly from Preveza to Lefkada takes just 45minutes.

Flights to Preveza will be weekly on Sundays until October 10.

From Leeds Bradford Airport, Jet2 will also fly to the beautiful island of Santorini.

Santorini will be served with weekly Thursday flights until October 7, 2027.

Jet2 chief executive Steve Heapy said: “We are seeing continued demand for our award-winning flights and holidays and many people wanting to book ahead for summer 2027, so we are delighted to respond with this expanded programme from Leeds Bradford Airport. 

“With two stunning, brand-new routes being announced today, our summer 2027 programme gives holidaymakers exactly what they want – more choice and flexibility.”

Jet2 recently revealed it would be adding 30 new routes next summer including to Hurghada and Sharm El Sheik from Leeds Bradford.

Certain nations around the world are so wealthy that they wield enormous power over the global economy. When people think about the world’s biggest financial giants, two names typically come to mind straight away – the United States and China.

However, the next country is not located in Asia or North America. It’s situated in Europe, and its economy is substantially larger than most realise; it also boasts a greater GDP than the UK, Portugal and Greece combined.

Data from the World Population Review for 2025 shows that Germany is the richest country in Europe, with a GDP of $4.74trillion (£3.54trillion).

The UK comes second with $3.84trillion (£2.86trillion), while France is third with $3.21trillion (£2.53trillion), Italy fourth with $2.42trillion (£1.81trillion), and Russia fifth with $2.08trillion (£1.55trillion).

Lower in the table, Portugal sits 18th with $321.44billion (£241billion), and Greece 20th with $267.35billion (£200billion), which means Germany’s GDP exceeds that of the UK and both countries put together.

Germany’s wealth derives from a highly sophisticated and diverse economy. It holds the largest national economy in Europe and one of the most powerful on the entire planet. Germany is also a founding member of the EU and the eurozone, representing nearly a quarter of the whole euro-area economy.

The country is famous for its enormous export sector, standing as the world’s third-biggest exporter, having shipped $1.66trillion (£1.24trillion) worth of goods and services in 2024. It also achieved a trade surplus of $255billion (£191billion), among the largest anywhere in the world.

Its exports include vehicles, machinery, chemicals, electrical equipment, electronic products, pharmaceuticals and plastics, reports the Express.

Germany is likewise Europe’s leading manufacturing powerhouse, accounting for approximately one-third of the continent’s total industrial production.

Germany devotes considerable resources to research and development, allocating roughly 3.1% of its GDP to scientific and technological advancement, while also possessing one of the globe’s most comprehensive social security networks.

According to KPMG, Germany continues to be the world’s third-largest economy in 2026. “Exports of motor vehicles and vehicle parts, as well as chemical products, in particular, have made Germany the world’s third-largest exporting nation. At 70%, the service sector accounts for the largest share of the country’s gross domestic product (GDP).”

The incredible lift ascends 153 metres (502 feet) in under a minute

Some of the world’s most jaw-dropping lifts can be found in luxury hotels, including the highest outdoor lift in Europe, nestled in Lucerne, Switzerland. The Bürgenstock Resort is home to the remarkable Hammetschwand lift, offering stunning views of Lake Lucerne.

The Hammetschwand lift was built between 1900 and 1905 by pioneering hotelier Franz Josef Bucher, at a cost of 500,000 Swiss francs (around £470,000). It remains the quickest route up to the viewpoint, climbing 153 metres (502 feet) in under a minute.

Those planning a visit should bear in mind that to reach the foot of the lift, you’ll need to walk the breathtaking Felsenweg cliff path.

It is estimated that over 40,000 people use the Hammetschwand lift annually, and around 200 to 250 riders per day.

On Tripadvisor, one visitor advised choosing “the perfect sunny day to enjoy the view.” They went on to say: “This is a fantastic view, the elevator is just too quick, but still worth a visit.”

Another said: “You do the Burgenstock track to the lift and it is already by itself stunning!!! Nobody talks about it. It’s a hidden gem in Switzerland!

“Then you arrive at that special spit where the lakes of the four cantons connect, and it’s breathtaking. A bit ahead, there’s the lift and the adventure to one of the most beautiful views ever. It’s easy, it’s accessible, it’s unbelievably beautiful. I will do it again.”

Among other remarkable examples is the Hotel Santa Caterina’s lift in Amalfi, Italy, which boasts breathtaking views. Carved into the rugged cliffside, the glass-fronted elevator takes guests down to the exclusive Beach Club and the hotel’s Italian seafood restaurant.

In Greece, the Corfu Holiday Palace features a stunning lift that transports guests down the cliffside to the beach in just moments, treating them to gorgeous views across the bay while providing far easier access to the white sands below.

The Luxor Hotel in Las Vegas, United States, is home to one of the most iconic lifts on the planet. Given the hotel’s striking pyramid shape, the lifts travel between floors at a diagonal 39-degree angle, treating guests to a spectacular outlook over the atrium as they make their way to one of the hotel’s 4,407 rooms.

THE biggest theme park in Spain is getting two exciting new family zones – and some are the first in Europe.

PortAventura World is home to more than just a theme park as it also has the Caribbean-themed waterpark Caribe Aquatic Park.

And it is set to open the new family zone Coral Bay, La Leyenda Perdida.

The pirate-themed 6,000m2 zone will include watercoaster Cyclone which is the second of its kind in the world and the first to open in Europe.

There will also be Bahia Pirata which they also claim is the “world’s first multi-adventure pool“.

A multi-slide tower called the Crab will let riders choose five different routes, while Splash Port will be a water splash zone for younger kids.

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El Bucanero will be the dining area offering snacks and drinks.

And it’s not just a new water attraction the park is getting, but a “jungle trek” adventure zone.

Called Makamanu Jungle, The Adventure Trek, it will change the current Polynesia area into a new tropical-themed land.

The 135-metre open-air attraction will have climbing structures that are inspired by volcanic quarries.

For all ages, the 18 treehouse cabins will have everything from rope tunnels and net ladders to slides.

Both are set to open this summer.

If you can’t wait, you could also visit Ferrari World, home to Europe’s tallest and fastest rollercoaster Red Force.

Or head to the main PortAdventura Park where there are six themed lands – Mediterranean, Polynesia, China, Mexico, the Far West, and SésamoAventura – and 40 rides to choose from.

To get to the park, the easiest way is to fly to Barcelona Reus Airport which as Ryanair flights, as it is around 15 minutes from there.

One mum who recently visited told Sun Travel: “Even my too-cool-for-school teens were wowed.

“While the big thrill rides understandably grab the headlines, younger families are well provided for with a huge schedule of themed entertainment shows at the park, tea cup rides, log flumes, and mini rollercoasters.

“By staying in one of the park hotels, we also got unlimited access to the park and a day at Ferrari Land.

“So unlike Disneyland which generally closes at 9pm, PortAventura stays open until 11pm so you really can wring the maximum out of your stay.”

Brussels, Belgium – Bilal knows life behind bars.

Over the past 10 years, the 34-year-old has served a sentence in five prisons across Belgium. He most vividly recalls conditions in Mons, a 19th-century prison near the French border, where he said 9-square-metre (97-square-foot) cells housed three to four detainees. He remembers bouts of scabies, bed bugs and monkeypox spreading widely and guards who faced severe exhaustion.

“During my 10 years in prison, things only got worse,” Bilal told Al Jazeera on condition that we use only his first name. “They took away some of our time outside of our cells, various activities.”

Belgium, one of Europe’s richest countries, is grappling with a deepening prison overcrowding crisis.

In mid-May, its 39 prisons counted 13,733 inmates – significantly exceeding a capacity of 11,064, according to data provided by the directorate-general of prisons.

“The combination of ever-increasing overcrowding and staff shortages makes the situation very, very, very difficult,” warned Pieter Houbey, vice-chairman of the Central Prison Monitoring Council (CCSP), an independent watchdog.

“It’s become almost impossible to maintain a detention system … aimed at reintegrating people,” he said.

In mid-May, 754 detainees were sleeping on mattresses on the floor, up from 672 in December.

Across Europe, prison populations have increased dramatically since the COVID-19 pandemic, with overcrowding affecting one-third of prison administrations.

Occupancy rates are highest in Cyprus, followed by Slovenia, France, Croatia, Italy, Romania, Austria and Belgium.

As a result, governments find themselves under pressure, with experts and workers criticising common responses – from building more detention facilities to transferring prisoners abroad – as ineffective.

‘Mice in a cage’

“To ensure decent conditions, we must first respect their rights – that is, stop treating them like mice in a cage,” said Yasin Sarikaya, vice-president of Brussels’ prisons.

Prisoners, especially those on remand, are often left in their cells for 22 to 23 hours a day, exacerbating the lack of privacy, as well as potentially pre-existing health and substance abuse issues. Receiving medical support can take months.

Loic*, who is serving his third of seven years at Saint-Gilles Prison in Brussels – meant to shut down by 2028 – said that work or other activities are hardly offered at the facility. Most detainees do not have a residency permit, he said.

“It’ll be tough to get back into the workforce,” the 23-year-old told Al Jazeera, looking at the floor while he spoke.

Bilal, convicted of two bank robberies and attempted murder, said he experienced suicidal ideation during imprisonment.

In recent years, videos circulating online have shown drones smuggling goods into prisons. In 2024, a video went viral showing a prisoner being tortured by five fellow inmates in his cell while the guards, on a 48-hour strike, failed to notice for days.

Guard burnout

Those conditions reinforce existing staff shortages.

At Haren, the country’s largest jail complex, “some guards are injured and can’t come to work”, said Sarikaya, who works at the complex.

According to the directorate-general of prisons, critical incidents in prisons doubled within a year.

With general crime rates having fluctuated in past years, experts connect the situation to Belgium’s carceral policy and its attempts to crack down on drug-related crime. While the country has struggled with overpopulation for decades, its most recent increase is mainly linked to a decision in 2023 to enforce all sentences of up to three years, previously served primarily under electronic monitoring.

Belgium also detains people for ever longer periods. Currently, the average detention lasts 9.9 months – a 39.4 percent increase over five years. Belgium’s pretrial detention rate of 32 percent is well above the European average (24.7 percent in 2024).

Emergency measures

Last July, Belgium’s parliament passed an emergency bill. The law, drafted by Justice Minister Annelies Verlinden, encourages the use of alternative punishments for sentences under three years and allows directors to release inmates, sentenced to a maximum of 10 years, six months before the end of their sentences.

In the longer term, the government seeks to install modular units and to renovate existing prisons pending the construction of new facilities.

That, however, is unlikely to reduce overcrowding, warned An-Sofie Vanhouche, a professor in the criminology department of Vrije Universiteit Brussel.

“Research shows that the more [prison] space we have, the more people we usually send to prison,” she said.

Cells to rent

As part of a stricter migration policy, Belgium is also seeking ways to deport detainees without legal residency, who comprise about a third of the prison population.

Earlier this year, Verlinden visited Estonia to discuss renting cells there. The government has already eyed similar deals with Kosovo and Albania.

Belgium is not the only European country considering such agreements.

Sweden has struck a deal with Estonia to rent 400 prison cells. According to the Estonian Ministry of Justice, prisoners could start arriving by the end of the summer. In 2019, Denmark reached an agreement to rent 300 prison cells from Kosovo.

Vanhouche described the moves as “very populist and symbolic”.

While only having a “small impact”, they raise numerous ethical questions around the protection of prisoners’ rights and their wellbeing, she argued.

The Belgian Ministry of Justice, as well as the Swedish and Danish ministries, did not respond to requests for comment. The Estonian ministry said that “prisoners remain protected under European human rights standards and applicable international law”.

Ways forward

Critics are calling on Belgium to move towards a greater emphasis on societal reintegration rather than just security – also through alternative punishment.

“Prison leads to recidivism,” warned Tahar Elhamdaoui, the founder of NGO Collectif Desistance, which helps young former prisoners reintegrate into society.

According to Houbey, Belgium’s reoffending rate is 60-70 percent.

Thanks to Elhamdaoui’s NGO, Bilal is interning as a football coach. Meanwhile, Loic* is trying out different jobs on day release.

But that’s not the norm, Elhamdaoui warned.

“As long as there are no prisons that prepare people to succeed outside,” he said, “we will not only be producing more crime upon release, but also a sense of despair so deep that people will not be able to reintegrate into society.”

A study has named Europe’s most overrated tourist attractions, with a number of bucket-list destinations that visitors say aren’t worth the bother due to overcrowding and expensive tickets

As the summer season kicks in, queues at Europe’s most popular attractions are set to grow even longer – but landmark named as an ‘overrated’ hotspot may simply not be worth the wait.

A data analysis examining a range of Europe’s top attractions, assessing average review scores alongside factors such as overcrowding, cleanliness and entertainment value, has revealed the ten most overrated sights on the continent. Surprisingly, many of them are iconic landmarks that feature on countless tourists’ bucket lists.

Topping the list is the vast Palace of Versailles, the lavish château commissioned by King Louis XIV on the outskirts of Paris. Despite the estate’s undeniable grandeur, the study – carried out by price comparison site idealo found a significant number of reviews from disenchanted visitors, with nearly a third of reviewers flagging overcrowding as a major gripe.

Although the palace holds an impressive 4.7 rating on Google, a clear pattern of complaints emerges among its negative reviews. One frustrated visitor wrote: “It’s another tourist trap. This place is so crowded. Most art works are of replicas, the real ones are stored at the Louvre museum.

“There’s not enough toilet facilities for the number of visitors and every part of the palace requires another ticket: the king’s apartment, the queen’s apartment, the garden, the virtue, all cost extra.”, they added.

Another review from several months back stated: “It was impossible to enjoy the palace with the sheer number of people crammed into the spaces-it even felt unsafe in such a crowd.” However, a more enthusiastic review declared: “Beautiful place to visit. So much history! Fantastic architecture and amazing art.”

Coming in second was Park Güell in Barcelona, and while this collection of outdoor spaces designed by Antoni Gaudí boasts plenty of distinctive architectural elements, not every visitor was won over, reports the Express.

One critical review remarked: “My honest opinion is don’t bother. It’s €18 to walk around a kind of country park. There are 3 houses which you can see better on the website. How people are rating it 4 I do not know.

“Nothing but a money making tourist trap. The walk up to the entrance is about 20 minutes uphill and loads of steps too. Seriously, don’t waste your money.”

Yet a recent review offered: “It’s a very nice park with several great spots for taking photos. I recommend buying tickets in advance, but you can also get them on-site if you go early. I recommend going in the morning when the park opens.”

Claiming third place was the Sistine Chapel in Vatican City, celebrated for its world-renowned frescoes adorning the ceiling, painted by Michelangelo. But despite its stunning 16th century artwork and legendary reputation, not everyone enjoyed their experience.

Many reviewers grumbled that the visit felt hurried, excessively crowded, and that photography of the famous ceiling was prohibited. One tourist described being: “Forced through a maze like cattle. Took an hour to get to the Chapel once we entered. Only saving grace wax we bought tickets to miss the regular line. I think people were waiting over an hour just to get in.”

Another complained: “The artwork is of course amazing. However, the shoulder to shoulder crowding throughout the museum made it difficult to appreciate anything but oversold tickets.”

Europe’s most overrated tourist attractions in 2026 – full list

1. Palace of Versailles, Versailles
2. Park Güell, Barcelona
3. Sistine Chapel, Vatican City
4. Neuschwanstein Castle, Bavaria
5. Prague Castle, Prague
6. Leaning Tower of Pisa, Pisa
7. Brandenburg Gate, Berlin
8. Arc de Triomphe, Paris
9. Louvre Museum, Paris
10. Eiffel Tower, Paris

Have a story you want to share? Email us at webtravel@reachplc.com

With the pan-European Future Combat Air System (FCAS), which is supposed to include a crewed New Generation Fighter (NGF) aircraft, mired in difficulty, Airbus has raised the possibility of teaming with Saab on the manned tactical component of it — the fighter. As well as France and Germany, Spain is a part of the pan-European FCAS as a junior partner, while Belgium has also joined it. The recent statements mark one of the clearest indications yet that Airbus is actively exploring post-FCAS alternatives, or, at the least, a major overhaul of the program’s structure.

Speaking on the sidelines of the Airbus Defense Summit at Airbus Defense & Space’s Manching site near Munich last week, that company’s CEO, Michael Schoellhorn, said that he was keen to cooperate with Sweden and Saab on a new fighter.

Schoellhorn’s words were provided in an exclusive interview by Johan Wendel, a reporter and analyst for the Swedish Dagens Industri financial newspaper.

At this point, it’s worth recalling that the FCAS nomenclature is also used by the British and Swedish future combat air initiatives. The British effort is now mainly known as the Global Combat Air Program (GCAP).

FCAS System of Systems

Noting that FCAS was in trouble in its current guise, he confirmed that Airbus has been in contact with both the Swedish and German governments on the issue, with “productive but confidential” discussions.

“We are open to a number of things. For Airbus, the crewed fighter aircraft is still an open question,” Schoellhorn told Dagens Industri, when asked if the company is considering developing a crewed fighter together with Saab.

The Airbus boss then reiterated that the company “will be involved in the development of a sixth-generation fighter aircraft.”

Schoellhorn recently visited Sweden and reflected that “Sweden and Saab are candidates with extensive expertise” in the field of fighter design and production. “We have difficulties that everyone knows about. That is why it is time to actively explore other options, which is what we are now doing,” he added, in reference to the FCAS program.

As TWZ only recently reported, questions around FCAS continue to grow.

For a long time, tensions have been evident within the FCAS program, with its two main partners, France and Germany, increasingly at odds. German defense officials are reportedly frustrated by what they see as disproportionate French demands for control and workshare in the project. For a while now, there have been reports that Germany is exploring alternative paths, including the possibility of separating itself from France within the program entirely.

Within France, Dassault CEO Éric Trappier recently declared the FCAS project dead if Airbus refuses to cooperate, while President Emmanuel Macron has made efforts to resuscitate the program.

Now, Sweden, with its position as a builder of tactical aircraft in the West, has emerged as a possible lifeline for FCAS, something that Schoellhorn acknowledged to Dagens Industri.

“We will be involved in the development of such an aircraft. The structure within FCAS could be improved. That could lead to two fighter aircraft within FCAS, or to another form of cooperation, and Sweden and Saab are candidates with extensive expertise in this field.”

When asked whether this was an Airbus tactic to put pressure on Dassault, Schöllhorn pointed to “many” previous cooperations between his company and Saab.

“We are not flirting,” he added. “We want to build sixth-generation fighter aircraft as soon as possible. I do not want to see sixth-generation fighter aircraft bought from the United States, as Europe did with the fifth generation.”

Here, he pointed to the growing customer base for the U.S.-made F-35 in Europe and the prospect that, in the future, the sixth-generation F-47 might also be offered for export in the region, although this might only be in a watered-down form.

Of course, GCAP, the British-led rival to FCAS, with the Tempest crewed fighter as its centerpiece, could be another option, but there are big questions surrounding the future of that program, too. As well as the United Kingdom, GCAP involves Italy and Japan.

“We must act now,” Schöllhorn said, to prevent Europe from looking beyond the pan-European FCAS for its next crewed fighter.

“If we are to have something that can be called sixth generation and that is airborne before the 2040s, we have to act now. We are waiting impatiently to see what the politicians will decide. If we are still in limbo at the end of the year, that would be very challenging,” Schöllhorn added.

As for GCAP, in which Sweden previously had a limited involvement, before stepping away from it, Schöllhorn also refused to rule out rolling the different projects together.

“GCAP is an existing alternative that could be considered,” he explained. “The defense industry submits proposals; the politicians decide what is to be done.”

Then there is the drone issue, or, more accurately, the Collaborative Combat Aircraft, or CCA, issue.

While cooperative projects to develop fighters and their surrounding ecosystems have floundered, CCAs, as a concept, have forged ahead.

“Everyone has seen the need for CCA. There is a European race underway to find the model for CCA in various European countries,” said Schöllhorn.

The Airbus CEO underlined the fact that the company is also developing combat drones and that future uncrewed fighters are part of the plan. “There will not be a one-size-fits-all solution,” Schöllhorn added. “Perhaps we should not all go into the same niche, such as air-to-ground. The goal is to deliver the versatility, but also the scale that Europe will need.”

Airbus and Kratos are already pitching the stealthy XQ-58A Valkyrie drone to Germany, and Airbus has also been working on a stealthy CCA-like concept of its own, known as Wingman. Meanwhile, Boeing Australia has teamed up with Rheinmetall, the largest arms manufacturer in Germany, to offer the MQ-28 Ghost Bat drone to the German military.

Once again, Sweden could provide a key partner to Airbus on CCA-type developments, whether part of a broader FCAS effort or separate.

As we have reported in the past, Sweden is also moving ahead with plans for a new-generation combat aircraft, with Saab undertaking continued conceptual studies for future fighter systems. However, it remains unclear if there will definitely be a crewed successor to the Swedish Air Force’s current Gripen fighter, or if the ongoing studies will lead to a combat air ‘ecosystem’ comprised of different types of drones. A combination of crewed and uncrewed platforms remains possible, too.

Interestingly, Schöllhorn also put forward the possibility of Airbus working alongside Sweden for the airborne early warning and control (AEW&C) segment, specifically Saab’s GlobalEye aircraft.

“If we were to join forces, we could be a very capable team that could contribute many future capabilities,” said Schöllhorn of this idea.

The CEO noted that a NATO procurement decision on its future AEW&C platform is currently under review. Meanwhile, France has chosen the GlobalEye to replace its E-3F Sentry Airborne Warning & Control System (AWACS) fleet.

A EUROPEAN island often compared to the Caribbean is getting a massive multi-million pound makeover.

When it comes to pretty islands, not many beat Sardinia in Italy.

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And now, 15 villages across the island will be getting upgraded.

The villages include Bosa, Castelsardo, Aggius, Atzara, Carloforte, Galtelli, Gavoi, Laconi, La Maddalena, Lollove, Oliena, Posada, Sadali, Sardara and Tempio Pausania.

Each village will get a €2.5million (£2.2million) makeover to promote tourism and slower living, with experiences including hiking and trying local cuisine.

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The money will be used to restore historic buildings in each village, as well as improve transport links and support local businesses and ease the pressure on coastal areas.

Here are some of the most beautiful villages which will be getting an upgrade.

Bosa

Bosa is often considered one of the most beautiful towns in Italy and sits on Sardinia’s western coast.

One spot worth visiting is Malaspina Castle, which was built in 1112, as well as a number of pretty churches including the Cathedral of Bosa, which was built in the 19th century over the remains of a Romanesque church.

Castelsardo

The pretty coastal town of Castelsardo sits on a rock rising from the water, with a 13th-century castle on top.

It is open to the public and in addition to a few rooms, visitors will find the Museum of Mediterranean Interweaving inside. One of the top beaches to visit in the town is Spiaggia La Marina di Castelsardo, which is ideal for snorkelling.

Aggius

The landlocked town of Aggius boasts not one, but three museums to explore. There’s one about criminals from the area, another about Gallura traditions and a third that has contemporary art.

And the landscape is ideal for hikers and rock climbing enthusiasts.

Gavoi

The mountainous village of Gavoi overlooks Lake Gusana and boasts amazing landscapes.

In the centre of the village you can also wander through narrow cobblestone streets. Make sure to visit the main church as well, which features a Gothic style.

Posada

The small village of Posada can be found on top of a limestone hill and is one of the most ancient villages on the island.

On top of the hill in the village is also a castle, which was where aristocracy used to spend their holidays – today most of the castle is in ruins, but the tower still stands and provides the perfect spot to see panoramic views of the village.

La Maddalena

La Maddalena is located off the north of Sardinia on its own island that can be reached by a 15-minute ferry ride.

Visitors can explore the 18th-century town as well as try out local seafood in the many restaurants.

From the island, visitors can also go on a number of boat trips and cross a bridge onto Caprera Island, where there are a number of hiking trails, pretty beaches and even the tomb of the Italian hero, Giuseppe Garibaldi.

Make sure to also stop by Spiaggia di Budelli while on a boat tour – the beach features pink sand but is a protected National Marine Park, so you can only see it from the water.

Recently, Sardinia was named as a Destination of the Year by Expedia Group’s Unpack ’26: The Trends in Travel report, which gathered data from millions of visitors and revealed that searches for Sardinia holidays have risen by 63 per cent.

Travel Reporter Cyann Fielding visited the island last year and said: “Sardinia is full of dreamy beaches and a historic, crowd-free city.

“Whilst it is part of Italy, the island is actually located closer to Africa than mainland Italy and as a result, it boasts warm temperatures and exotic fauna and flora.

“Most travellers head to Olbia in the north of the island, but Cagliari in the south – the capital of the island – is also a great destination to explore.

“The south of the island and around Cagliari is full of quaint villages, rocky hills and breathtaking beaches.”

This beautiful woodland has been named among the best in Europe

One of Britain’s last remaining ancient temperate rainforests has been recognised amongst Europe’s most enchanting forest trails this summer. Wistman’s Wood, nestled within Dartmoor, secured third place on the list thanks to its remote location, centuries-old dwarf oak trees and captivating woodland scenery.

Travel specialists at Avis examined lesser-known European forests with Perućica Rainforest, in Bosnia and Herzegovina, claiming the top position and Spain’s Otzarreta Forest taking second place.

Though Wistman’s Wood was the sole British entry, it’s easy to see why this breathtaking location earned its spot.

Located just 31 miles from Exeter Airport, Wistman’s Wood offers convenient access for those exploring Devon.

The forest’s remarkable 500-year-old dwarf oaks have been twisted into gnarled, moss-draped shapes through centuries of Atlantic weather, emerging from a carpet of lichen-clad granite rocks.

The area feels more like a concealed treasure than a typical woodland, offering rewards to those who value ambience, legend and untamed scenery over picture-perfect vantage points.

Writing on Tripadvisor, one recent guest to the woodland commented: “Stunning ancient woodland that will make you feel like you are in a fairytale. A must-visit place. A lovely and easy walk from a small car park opposite the Two Bridges Hotel.

“The woodland is hidden in the fields, you cannot see it from the main road. It roughly takes one hour to reach it from the car park. We visited in autumn on a rainy day, and still, it was magical. This is one of the most unique woodlands you can find in the UK.”

A further visitor enthused: “The wood was fun, the lichen hung like Hagrid’s beard. The sights were astonishing and we saw loads of cows and sheep. I would recommend it to everybody.”

Europe’s most magical forests:

1. Perućica Rainforest, Bosnia and Herzegovina

2. Otzarreta Forest, Spain

3. Wistman’s Wood, England

4. Garajonay National Park, Spain (La Gomera)

5. Trollskogen, Sweden

6. Fanal Forest, Portugal

7. Białowieża Forest, Poland and Belarus

8. Brocéliande Forest, France

9. Saxon Switzerland National Park, Germany

10. Hallerbos, Belgium

‘I know this bear. He knows me. We’ve met several times.” Our guide for the day points to a damaged sign in Sutjeska national park, at the beginning of the trail that descends to the forest of Perućica in south-east Bosnia. The wooden post is covered in scratches from large claws. “Bears are the sharks of the land, because they have the keenest sense of smell on the mountain. They are highly intelligent. I’m deeply persuaded that they know who is a friend and who is a foe. I come often to the forest, so this guy knows my smell. But there was one incident, a hunter who came here to kill, and a bear peeled off his face like an orange.”

With that image, Dejan Elez commands our full attention. A Bosnian Serb law graduate turned ranger and now mountain guide, he is a born storyteller and raconteur. My travel companion, Chris, and I are rapt as he describes the famous battle that was fought near here, when Yugoslav partisans broke through a German encirclement in 1943, taking the Wehrmacht by surprise under cover of a violent storm – “the wind was rising and the lightning was like a strobe” – but after that, Dejan’s narrative leads much further back in time, into the depths of one of Europe’s most ancient forests.

Scientists estimate Perućica – which spreads across the slopes of a canyon in Republika Srpska, the autonomous Serb-majority region of Bosnia and Herzegovina – has grown without human interference for 20,000 years. Along with Białowieża, which straddles Poland and Belarus, it is considered the last true remnant of the primeval wildwood that once covered the continent. But Perućica, says Dejan, is much better preserved. It has never been inhabited, and rough terrain and precipitous slopes have saved its trees from logging. Its 1,434 hectares (3,543 acres) are now under strict protection – no one can enter without a guide – and the site’s importance is recognised by Unesco.

From a viewpoint on a rocky ridge, dense greenery spreads below, clinging to the sheer canyon walls above a river. The river is fed by Skakavac, a 75-metre waterfall thundering into a mist of spray, and far above shines the white summit of a mountain. Originally, Chris and I had hoped to climb Maglić – at 2,386 metres, the highest peak in Bosnia – but it snowed a couple of weeks ago and we have been warned that conditions in early spring are perilous. We’ll save going up for another time. Today we are going down.

Dejan leads the way along the winding trail through groves of mixed beech, fir, spruce, pine and maple. He admits he does not know the names of all the trees, but what he does know, intimately, are the tracks of animals. The forest, he says, is “legible”, and he reads it like a book. Circular patches where the humus has been grubbed away are made by chamois foraging nutritious roots. Roe deer do the same, but their holes are precise and deep. “Look” – Dejan points to a wet log – “those scratch marks were made by a canine, either fox or wolf. But there, on the same log, something even more exciting.” The wider, deeper scratches were made by a passing brown bear. Nearby is a larger hole where a bear has raided a honeybee hive. Of course, sightings are never guaranteed, but they are always possible at this time of year, when bears emerge from hibernation to gorge on wild garlic – known in many Balkan languages as “bear’s garlic”. “If I stop, you stop! Now we are in stealth mode.”

Every few minutes of descent seems to bring us to a different realm as the temperate rainforest grows taller and more tangled. Deadwood lies everywhere – paradoxically a sign of health. Lichen, moss and fungus drip from the branches. The astonishing biodiversity protects Perućica from epidemics such as spruce bark beetle infestation, which has devastated old-growth forests elsewhere. With about 170 species of tree and shrub and more than 1,000 plants, it’s little wonder that our guide doesn’t know them all.

During the last ice age, Perućica escaped the freeze, acting as a refugium, an isolated region in which many species were preserved. From here, the trees expanded their range northwards when it thawed. The forest’s name, Dejan believes, is connected with Perun, the pre-Christian and pre-Islamic Slavic god of lightning. Certainly, it feels as if we are wandering in a temple.

He has packed sandwiches – cheese and ham in thick white buns – which we eat on a grassy ledge overlooking the waterfall. Chamois clearly dine here too, as their droppings are everywhere. We don’t see the herd – neither do we see the wildcats, lynx or wolves that also call the forest their home – but the knowledge that they are here, perhaps even very close to us, brings a sensation I can only describe as reverence. Each of us goes quiet with awe. Maglić and the other mountains disappear behind white cloud and it begins to rain. The wetness doesn’t matter.

With his legal background, Dejan is clear-eyed about the threats. The ancient forest may be safe, but hunters come to the wider national park and the rangers are sometimes bribed to look the other way. Most visitors to Sutjeska stay in the village of Tjentište, a scattering of guesthouses and modest restaurants along the main road, but increasingly there is encroachment at the borders of the park. Even our cosy timber-frame cabin near the entrance gate is, in his opinion, too close.

It’s not that people shouldn’t come here, he tells us as we walk back up. What matters is how they come, as respectful guests. We are not the owners of the forest, not even the owners of this trail, which is walked by and shared with many other feet. He stoops to brush aside some leaves and identifies flecks of bone that have passed through a wolf’s digestive tract, and further on, wolf excrement filled with chamois hair. “This was left on the trail deliberately to tell us it’s their territory. They don’t do anything by accident. Everything has a meaning.”

After almost five hours, we emerge on the gravel road that leads towards Tjentište. The absence of so much tangled life is vaguely shocking. Both of us feel changed by our glimpse into Europe’s wild past – and perhaps we have been subtly changed on a biological level, too. Dejan announces when we part: “You two gentlemen have been exposed to a universe of micro-organisms you will never find in England. This forest gets inside you.” Perućica clings to us as we leave the national park and return to Sarajevo, a two and a half hour drive, going north as the trees once did when the ice age ended.

Guided tours of Perućica with Outdoor Bosnia or Wild Balkan Trails from £50pp. Mountain View, Tjentište, sleeps two, from £44 a night. Alternatively, Apartmani Šarović, also in Tjentište, sleeps two, from £47 a night

THINKING of heading on a city break but struggling to decide where to spend your hard-earned holiday cash?

Sarajevo in Bosnia and Herzegovina will get you the most bang for your buck in 2026, new research has revealed.

The Post Office Travel Money’s City Cost Barometer has unveiled the most budget-friendly destinations to visit right now – along with the ones that will make an eye-watering dent in your wallet.

Overall, Sarajevo pipped 49 other spots to the post and has been crowned the most affordable city this year with visitors able to bag free entry to its top heritage attraction and art gallery.

While this city may not have the most affordable accommodation of all the destinations analysed (£157 for two nights in a 3* hotel), basic items like a cup of coffee and a sightseeing city bus tour were shown to be very cheap, costing around £1.72 and £2.46 respectively.

To calculate the most affordable destinations, the Post Office looked at the cost of 12 typical city break items, including tickets to attractions, a bottle of beer/lager, a bottle of Coca-Cola/Pepsi, a glass of wine, a three-course evening meal for two, return airport bus or train transfer and a 48-hour travel card.

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It found that a two-night break in Sarajevo will set the average person back around £248.29 in total (around £10 less than the second cheapest destination, Bucharest in Romania).

Accommodation was shown to be more budget-friendly here than in Sarajevo, setting the average holidaymaker back £148 for two nights in a 3* hotel. This still wasn’t as cheap as accommodation in Tirana, though.

At just £128 for the weekend on average, this Albanian hot spot was shown to have the most affordable hotels of all 50 destinations in the barometer.

Overall, Tirana came in third place in the rankings with a total cost of £262.85 for the whole weekend, closely followed by Belgrade in Serbia at £265.13 on average.

While the cost of many things, including coffee, beer and food, were shown to be pricier in Belgrade than Sarajevo, travelling around the city looks to be much cheaper, with buses, trams, trolleybuses, and city trains all entirely free to use – great for those who are keen to go sightseeing.

If you’d rather spend your time taste-testing the local booze, however, you should set your sights on Trenčín in Slovakia instead, which was ranked fourth cheapest spot for a city break, overall.

According to the Post Office Travel Money, a bottle of beer will set you back just £1.49 on average here, less than it would in any other destination, including top budget city Sarajevo, where beer cost £2.46 on average.

It’s also the cheapest spot for sinking wine, at just £3.52 on average per glass.

You can soak up all that booze for little cost, too, with a three-course meal for two with (more) wine costing just £47.64 on average.

Comparatively, a similar three-course dinner with wine in Sarajevo would cost you £62.86.

In sixth place comes Riga in Latvia, followed by the French city of Lille, which may prove popular for holidaymakers worried about the jet fuel crisis as it can be reached by train.

In total, there are ten cities in the charts that can be accessed from the UK by train or ferry, including the ever-popular cities of Paris and Amsterdam, which sit at the pricey end of the charts in 40th and 44th place respectively.

Both were still cheaper than Oslo in Norway, however, which was shown to be the most expensive of all with a total barometer cost of £733.99 – almost triple the amount of a break in the cheapest spot, Sarajevo.

There are still some good bargains to be had for those that do their research, though.

Post Office Travel Money’s Laura Plunkett said: “Despite concerns about rising prices abroad, there are many European cities offering great value for money.

“Sterling has remained fairly strong but, in these challenging times, it will pay holidaymakers to do their homework before booking to see where their pounds are likely to stretch furthest, even for short breaks.”

The items studied were two nights’ three-star weekend accommodation, a three-course meal for two with a bottle of house wine, a cup of coffee, a bottle of beer and Coca Cola, a glass of wine, return airport transfers, a 48-hour travel card, a sightseeing bus tour and tickets to top heritage attraction, top museum and top art gallery

An often-overlooked city with a rich history and breathtaking natural scenery is Europe’s best-value city for a short break.

Despite having a population smaller than Reading and sitting hundreds of miles inland from the coast, Sarajevo is a destination that packs a serious cultural punch, while being perfect for a summer holiday.

If for no other reason than for how cheap it is.

The capital of Bosnia and Herzegovina has topped Post Office Money’s City Cost Barometer 2026, ranking it the cheapest of the 50 European destinations included.

The items studied were two nights’ three-star weekend accommodation, a three-course meal for two with a bottle of house wine, a cup of coffee, a bottle of beer and Coca Cola, a glass of wine, return airport transfers, a 48-hour travel card, a sightseeing bus tour and tickets to top heritage attraction, top museum and top art gallery. Sarajevo’s total basket price was £248 – less than a third that of last place, Oslo.

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According to local tour guide Nermin Numic, life in Sarajevo is cheap and easy. Filling up on the city’s most famous local dishes, such as grilled minced meat cevapi, or the slow-cooked stew Bosanski Lonac, is easily achievable for £5. A fancier dinner and drink will set you back £15 a person.

In the high season, a simple room for two can be found for under £50, while higher-end hotels and Airbnbs charge around £150.

Nermin spent time out of the country during the Kosovo War and Covid, experiences which helped him see his home through different eyes.

“Sometimes it takes time being separated to appreciate things. It is amazing for me what this city and country has. So much diversity and these amazing mountains that I took for granted.”

Known as the Jerusalem of Europe, Sarajevo is a place where cultures, regions, and religions intersect. The Ottoman influence can be felt in the narrow winding alleys, bustling copper-smithing bazaars and traditional timber-framed houses. It butts up against the Austro-Hungarian influence, felt in the wide European avenues, grand neoclassical facades, and opulent public buildings, reflecting the city’s rapid modernization in the late 19th and early 20th centuries.

“It’s diverse in so many ways. It is called Little Jerusalem, it has churches, mosques, and synagogues next to each other, and it has for centuries. There are Ottoman, Austro-Hungarian, and communist social blocks part of the town,” Nermin explained.

The city sits between four mountains that hosted the 1984 Winter Olympics, meaning skiing opportunities in the colder months – and hiking trails in the summer – are within easy reach.

While Nermin insists that two days and nights in the city is the absolute minimum required, any flying visit should take in the disused bobsleigh track. “It is now a canvas for local artists. You can walk down the track from the hills into the city,” he said.

The Old Town is another must. “It looks very exotic, but feels familiar. It’s a meeting of cultures. Look east, and you’re in Turkey. Look west, and it feels Hungarian.”

Suitably for a destination known for closing divides and bringing cultures together, Sarajevo is a place of bridges. Thirteen of them to be precise. The best-known is Latin Bridge, where Archduke Franz Ferdinand was assassinated in an event that triggered the WWI. The Mostar Bridge is on the cover of almost every Bosnian travel guide, arching dramatically as it does over the emerald green Neretva River.

Unlike Bosnia and Herzegovina’s second city, Mostar, Sarajevo is rarely crowded. The one exception is in August, when the diaspora returns and the Capital’s film festival injects a real buzz into the place.

Ryanair flies from London Stansted to Sarajevo, while Wizz Air takes off from Luton. Return fares this summer are available for around £60.

All of the five cheapest cities in the Post Office Money rankings are in Eastern Europe. Bucharest (£258, Romania), Tirana (£263, Albania), Belgrade (£265, Serbia) and Trenĉin (£272, Slovakia) complete the top five. All five now offer direct flights from the UK.

Lowest-priced cities

1. Sarajevo – £248.27
2. Bucharest – £258.07
3. Tirana – £262.85
4. Belgrade – £265.13
5. Trenčín – £271.64
6. Riga – £278.19
7. Lille – £289.33
8. Vilnius – £289.39
9. Strasbourg – £319.13
10. Podgorica – £332.45

Most expensive cities

1. Oslo – £733.99
2. Copenhagen – £670.65
3. Edinburgh – £668.10
4. Geneva – £644.22
5. Barcelona – £641.03
6. Dublin – £610.79
7. Amsterdam – £609.18
8. Cork – £602.38
9. Venice – £579.92
10. Madrid – £579.92

Scotland: from coast to coast

Route Inverness to Kyle of Lochalsh
Which side should I sit? The right initially, then switch to left
Distance 83 miles (133km)
Time 2hrs 40mins
Frequency 4 trains a day (2 on Sundays)
Ticket £32 single
Operator ScotRail

There is only one rail route in Britain offering views of both the west and east coasts from a regular local train, and that’s the line from Inverness to Kyle of Lochalsh. For the east coast, look out for Cromarty Firth away to the right as the train approaches Dingwall, about half an hour after leaving Inverness. Later, you have good views of west coast sea lochs as the train runs down to the Atlantic coast at Kyle. And in between you’ll find alliterative desolation aplenty as it pauses at Achnashellach, Achnasheen, Achanalt and Attadale.

The last 20 minutes down to Kyle bring a magic panorama of coast, headlands and islands. The sun sparkles on Loch Carron with glorious views north to the wild Applecross peninsula. Seals shuffle for safety as we approach Duncraig and all too soon we are pulling into Kyle of Lochalsh.

Ireland: from Dublin to Wicklow

Route Dublin Connolly to Arklow
Which side? Sit on the left
Distance 50 miles
Time 1hr 45mins
Frequency 6 trains a day (3 on Sat and Sun)
Ticket €8.85 single
Operator Irish Rail

Londoners may be surprised to read that Dublin had commuter trains earlier than the UK capital. Ireland’s first railway ran from Westland Row to Kingstown (now Dún Laoghaire), a stretch of track that is now the prelude to a fine route that extends right down to Wexford and Rosslare in the south-east corner of Ireland. The spectacular coastal section just south of Dún Laoghaire is a remarkable piece of engineering as the railway cuts under Bray Head. It was designed by none other than Isambard Kingdom Brunel, and in many ways resembles his celebrated coastal railway at Dawlish in Devon.

South of Bray Head, the railway hugs the coast, with fine views of the Wicklow Hills well off to the west and the Murrough Wetlands closer to hand. Coastal purists may opt to stop at Wicklow, but I recommend staying on board to enjoy a short foray through the hills and down the Vale of Avoca, with its lush woodland. Alight in Arklow where the railway regains the coast again.

Germany: over the sea to the island of Sylt

Route Husum to Keitum
Which side? Sit on the left
Distance 44 miles
Time 1hr
Frequency Hourly trains
Ticket €21.60 single
Operator DB

One cannot fail to be impressed by the determination of the Weimar Republic’s engineers and planners who needed to build a railway to Sylt. This sandy outpost of German territory is the largest of the North Frisian Islands. The traditional route to Sylt relied on a ferry from a mainland port on territory which was ceded to Denmark after the first world war. So a causeway was constructed across the Wadden Sea to reach Sylt. It opened in 1927, and a century later the Hindenburg causeway is still car-free – and since mid-April this year it is for the very first time possible to ride a posh ICE train over the sea to Sylt.

Leaving Husum, a coastal town shaped by the herring trade, we sweep over the town’s harbour on a high bridge. There’s a cluster of fishing boats at the quayside below. Then we glide north over marshlands and meadows, all protected by high dykes to prevent the area from bring inundated.

From the train, you get a real feel for these landscapes with their distant horizons. But the sea seems far away, held at bay by dykes. That changes after Klanxbüll, where the railway turns west and crosses salty mudflats to reach the open sea. Check tide tables and make this journey at high tide – ideally on a stormy day. In such conditions, this is an unforgettable experience. Alight at Keitum, to my mind the nicest village on Sylt. From the station, it is an easy stroll into the village with several cosy cafes and a feast of fine Frisian thatch and gables.

Spain: Galicia’s spectacular fjords

Route Ribadeo to Ferrol
Which side? Sit on the right
Distance 91 miles
Time 3hrs 10mins
Frequency 4 trains a day
Ticket €11.15 single
Operator Renfe

This is a superb short journey that follows the western extremity of Europe’s most extensive narrow-gauge rail network, which runs from the French border at Hendaye through the Basque Country and along Spain’s north coast through Cantabria, Asturias and Galicia. I have mixed feelings about the route as a whole, which veers well inland and is often quite humdrum. Hendaye to Ferrol demands 20 hours on trains, but the short ride on the final section is a slow travel adventure running west from Ribadeo, with twists and turns as the train navigates the rugged coastline around Ortigueira.

The tacky beach-front development west of Ribadeo is best ignored. Soon we cut away from the motorway and regain the coast, waves breaking to the right and rich eucalyptus forest to the left. There are superb views across the great rias (estuaries), which are a hallmark of the Galician coast. Look out for Cape Ortegal away to the north. When I rode this route on a mid-winter morning, there were barely a dozen passengers aboard for most of the journey, although numbers picked up on the final half hour as we were joined by shoppers heading into Ferrol.

This is the humblest of local trains – those in search of luxury on rails may prefer the El Transcantabrico charter train, which includes Ribadeo to Ferrol as part of a wider seven-night itinerary – at eye-watering prices.

Italy: Along the Calabrian coast

Route Reggio di Calabria to Soverato
Which side? Sit on the right
Distance 100 miles
Time 2hrs 20mins
Frequency every 1 to 2 hrs
Ticket €11.90 single
Operator Trenitalia

Most tourists on the smart Frecciarossa train down the Calabrian coast decant at Villa San Giovanni to join the ferry to Sicily. From here it is just 15 minutes on to Reggio di Calabria where the fast trains from northern Italy and Rome all terminate. This seems to be the end of the line and the end of Italy. But not quite! For a local railway contours the coast of Calabria, leaving the Strait of Messina to reach Ionian shores.

No other railway in Europe hugs the coast as consistently as this stretch of the Ionian Railway, part of a longer route which extends all the way to faded Taranto in Puglia, more than 290 miles from Reggio di Calabria.

This recommended taster of the line follows the coast around the southernmost tip of mainland Italy. It is a route of capes and bays, olives and oleander, the bright drama of a changing coastline and a sharp contrast to the dark forests of Aspromonte that dominate the hills on the left. Away to the right, there is nothing but the sea between here and the Libyan coast.

Europe by Rail: The Definitive Guide (19th edition) by Nicky Gardner & Susanne Kries (Hidden Europe Publications, £21.99). To order a copy for £19.79 go to guardianbookshop.com. Delivery charges may apply.