At the end of May, the Delegate Minister for Transport, Clément Beaune, proudly announced the creation of several new Intercités night train services linking the south-west of France and Paris, as well as the modification of some links. And thus reinforce the current offer that has 7 night connections from two main lines (plus a Paris-Vienna with the Austrian ÖBB).
Suffice it to highlight the Government’s strategy in this area: the relaunch of night trains in 2021 continues to meet the strong demand for rail in general and for this type of cheap night travel in particular.
According to the SNCF, 700,000 people took a night train in 2022 compared to 350,000 the previous year.
“The Paris-Nice night train has been back for two years! This night train line was relaunched on May 21, 2021 by the Government. The night train is very popular because it is ecological, economical and practical. But the night train is also it is the charm of an exotic trip and exploration”, enthuses the minister.
An offer that pales in comparison
However, the French offer in this area pales in comparison to the proposals of our neighbors such as Austria or Switzerland, be it in number of lines, traffic or even in rolling stock offered, more modern and comfortable than the 1980 Corails, which were scrapped and then upgraded and placed on the rails to provide some of these late night connections.
Not everything is comparable because these smaller countries have a mainly cross-border approach to their night trains as opposed to a decidedly national offer for SNCF. But still.
While the train enjoys unprecedented enthusiasm, especially among the youngest with a view to the modal change, criticism erupts against the SNCF, accused at best of being timid, at worst of doing nothing to develop this offer and not believe it. This is partly true, but not only.
Ghost profitability, relative success
Yesterday as today, the profitability and the economic model of night trains remain difficult to find for the SNCF. According to our information, the situation is quite clear: a TGV seat can be sold 4.5 times a day, a berth only once a day. Mathematical conclusion, a night train is 4.5 times less profitable than a TGV. “It’s not easy”, we whisper in the upper echelons of the SNCF.
The night train implies many fixed costs in rolling stock with trains immobilized during the day, which makes the lines loss-making. Officially, the SNCF says it’s excited about night trains. Actually, we internally believe that it is an “impossible economic model” and we wonder what is the point of launching a product where we “lose money”.
Especially since only the Paris-Nice link is full, and even so… According to our information, the operator observes above all a significant filling during the holidays or on weekends, at best 20 to 30 days year. 170,000 people used this line last year.
The State proposes a minimum framework
In general, this relative success is far from being able to balance the model. How to finance it outside these terms? So why embark on this night train adventure?
In fact, the SNCF responds to a request from the State within the framework of the TETs (territorial balance trains) that are subsidized with public money, such as the Intercités trains (unlike the TGVs that are not subsidized). Basically, the State is the originator and the financier. The SNCF, run.
If the executive raises its incentive policy for these night trains, it actually proposes a minimum development framework.
As a source familiar with the subject explains to us, it is the State that sets and pays the budget (100 million euros through the France Relance plan), the line or lines to reopen and the type of train that will circulate. The SNCF falls strictly within this framework, neither more nor less, without spending a single euro.
Lack of ambition for trains.
Specifically, the choice of said axis or the use of old Corail trains for modernization (instead of bidding for new equipment), are decisions of the client as the organizing authority.
Choices that illustrate a certain lack of ambition, both for destinations and for equipment, although, as we know, the choice of new equipment is extremely expensive and takes a long time: very strong demand in Europe, which creates a shortage of sleeping cars. For example.
It was decided to rapidly refresh the discontinued wagons (for Paris-Nice), and further renew other trains (recovery of berths, installation of WiFi on board, installation of individual power outlets, LED lighting applied at the entrance to the corridors). for each other and future connections. This renovation program is nearing completion.
The SNCF does not intend to go further
We could then say that the SNCF, always ready to make you prefer the train, puts pressure on its only shareholder to develop the offer or change the rules of the game to obtain more and do it better.
In reality, the carrier is content with this minimum framework. Clearly, the SNCF would never have invested in night trains alone, without a state subsidy, the risk was considered too high.
The feeling in the direction of the SNCF is to favor the purchase of TGV, but if the State believes in it, there is no problem, it is he who pays. And according to our information, there is no reason to expect a change of strategy on the part of the State in this matter.
Therefore, it will be necessary to do a lot with little means. About 10 night train lines “could see the light of day in 2030”, advances the Government, which recognizes that it is necessary to “find a viable long-term economic model”.
What future for night lines?
In the medium and long term, it is worth asking about the sustainability of this framework. According to experts, the salvation may lie in more frequencies, a (much) better customer experience and/or a diversification of classes on board. But in any case, it will require sustainable and expensive financing. Europe could put its hand in its pocket.
The arrival of private players as part of the opening to the competition, with a groundbreaking offer like Midnight Train could change the situation. But access to the market is limited by certain imperatives, in particular the numerous night works on the network that mechanically reduce the possibilities of movement of the trains. And high toll prices. I’m not sure that many private players are embarking on this adventure.
The question is, therefore, to know until when the State will assume the operating losses of these lines. However, going back would be politically very delicate for the State in terms of territorial ordering, image and ecological transition.
Source: BFM TV
