Night trains in France: Where do we stand?
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Published on 5/27/25, modified on 9/3/26
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In 1981, about 100 night train routes crisscrossed France. Forty years later, only two remained. In recent years, we’ve all seen one of our favorite night train routes disappear. The Hendaye–Lisbon route in 2020, the Paris–Madrid, the Paris–Barcelona, and even the Paris–Rome routes in 2013… The list goes on, and The phenomenon is spreading throughout Europe. To understand this paradox, we delved into the history of this mode of transportation, which is as fragile as it is legendary: from its golden age, through periods of underinvestment, to its post-COVID revival and the risks of another collapse, The European night train is at a turning point. So, is this another disappearance or a glimmer of hope for a comeback? We'll explain it all to you.
It all began in the United States in the 1860s, with George Pullman, who envisioned the first modern sleeper cars: real berths, lighting, and privacy. It was a revolution: for the first time, people no longer had to endure the night on a train—they could actually sleep there.
A Belgian engineer, Georges Nagelmackers, drew inspiration from it and founded the Compagnie Internationale des Wagons-Lits. His goal: to create a network of luxury trains traveling throughout Europe.
And so, in 1883, the legend was born: the Orient Express, a veritable hotbed of diplomatic intrigues, writers, aristocrats… and perhaps a few spies. He quickly became the a global symbol of the night train. By the way, if you're interested, we wrote A comprehensive article on the Orient Express.
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World War II changed everything: sleeper cars were requisitioned—some to transport soldiers, others for medical missions. Even the Orient Express was used for military logistics. The night train ceased to be a luxury and became an indispensable tool.
In the postwar period, with the introduction of paid vacation and the rise of tourism, it became the perfect solution for families: you leave after work, sleep during the trip, and arrive directly at your vacation destination.
Between 1965 and 1980, traffic doubled. Up to 16% of SNCF passenger traffic consists of night trains!
It's the age when France has about 20 major overnight routes, and where Europe dreams of a integrated night transit system, foreshadowing what a coordinated European rail system might look like.
Rail transport is not structurally unprofitable, because it serves a public service objective: ensuring accessible transportation throughout the country, which requires subsidies, extensive infrastructure maintenance, and regulated fares. The TGV is the only exception: it is self-financed through ticket sales. The rest of the system, however, remains dependent on public funding.
And when it comes to the overnight train, the reality is even harsher:— Only one round trip per day,- higher equipment costs,- limited profitability,- competition from other modes of transportation (low-cost airlines, long-distance buses, carpooling).
You may have guessed this, but all track work is done at night. And with France’s aging rail network (rails that are a century old, overhead wires that are more than 70 years old), the amount of work is increasing.
Result:
And the night train is kind of like the a barometer of the health of our rail network. The NGO Climate Action Network, in its recent study on night trains, puts it very well: if the night train runs, everything runs smoothly.
In fact, it operates on the conventional rail network, over long distances, and inevitably at night. So, as soon as the network ages, or whenever there’s an incident or a delay in upgrades, it’s the first to be affected.
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If you've ever tried to book an international overnight train, you know it's not the most intuitive experience. On SNCF Connect, some operators, such as European Sleeper, Trenitalia or ÖBB Sometimes they simply don't show up. This means you have to juggle different platforms and booking systems.
And as long as Europe does not standardize access to ticket sales, night rail service will remain vulnerable.
The French government currently owns only 129 sleeper cars. The fleet is so small that it prevents the opening of new lines, the establishment of alternative routes during construction, and the ability to meet demand (trains fill up too quickly).
To give you an idea, we’re talking about roughly 2 million euros for a sleeper car and 8 million for a locomotive. And for private companies, securing financing and bank guarantees is a real obstacle course.
Another key factor in the decline of night trains lies in political will—or rather, the lack thereof. Contrary to popular belief, It wasn't ridership that caused this mode of transportation to falter : Night trains fill up very quickly—sometimes even too quickly, since there aren't enough seats. What's missing is a clear public vision.
The night train is not just another product: it is a public service, a tool for regional development, and a means of combating climate change. And like any public service, it requires a strong commitment from the government.
Since rolling stock is extremely expensive, and private operators struggle to secure the loans needed to launch or expand nighttime service, governments play a decisive role. A government contract does more than just purchase trains; it sets a production chain in motion and validates a model that other companies can then use. Without this support, everything becomes slower, more expensive, and more fragile. And as long as the government does not fully recognize the practical value of the night train in everyday life, as long as it does not make it a transportation priority, This mode of transportation remains at the mercy of even the slightest budgetary decision or the slightest shift in policy.
But the story doesn't end there: an unexpected turn of events will restore the night train to a place we no longer thought possible.
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The COVID crisis is a game-changer: people are traveling less, thinking more, and becoming aware of the impact of their travel. And suddenly, The night train is making a comeback in the collective imagination.
Result:
Even the private sector is getting in on it:
The message is clear: the night train is a hit all audiences, from backpackers to very affluent guests.
In 2025, due to political instability, the government withdrew the subsidy that kept the trains running Paris-Berlin and Paris–Vienna (We covered this in detail in this article). This is a major blow: these routes were emblematic of the revival of night trains in Europe.
What is happening today perfectly illustrates this dependence on government decisions. When France decided to withdraw the subsidy that made it possible to operate the Paris-Berlin and Paris-Vienna trains, the Austrian operator ÖBB simply no longer had the means to maintain the service. The verdict is in: Both lines will be discontinued on December 14, 2025. Not for lack of passengers (occupancy rates were excellent), but due to the lack of a stable political framework. This is proof of the vulnerability of night trains: a line can be revived thanks to public support, but it can also disappear overnight as a result of a budgetary decision.
Following this announcement, people sprang into action immediately: nearly 100,000 signatures to save the Paris-Berlin and Paris-Vienna night trains (proof that enthusiasm for them remains strong). In fact, the petition launched by the collective Yes to the Night Train is still in operation: while the Paris-Berlin route has been “saved” for now (to be taken over by European Sleeper in March 2026), while the Paris-Vienna route remains under threat:
One of the best pieces of news in recent years has been the massive call for bids launched by the government to bring new equipment back onto the tracks: 27 locomotives and 180 sleeper cars, with the possibility of expanding to 340 cars. A first in more than 40 years.
In practical terms, this call for bids could create a replicable model, make life easier for private operators, and finally put night routes back at the heart of a long-term rail strategy.
But according to the Climate Action Network, the government's proposal for 180 sleeper cars would only serve to optimize the current routes. To take things a step further, the group is exploring two expansion scenarios by 2035 in its report "Night Trains: The Alarm Has Gone Off" :
To learn more about the Climate Action Network's analysis and explore the scenarios in question (with supporting maps): Check out our dedicated article.
Alongside the government-led revival, a new generation of operators is showing that the night train can make a comeback a field of innovation. European Sleeper is one of the most exciting symbols of this. Their arrival in France, with the ambition to to resume a route as iconic as Paris-Berlin, reflects a genuine confidence in the future of European rail travel. Despite challenges related to visibility, passenger numbers, and rolling stock, the team is moving forward with the conviction that the demand is there and that the public is just waiting for this: reliable, regular, and accessible night trains.
And they're not alone. The project Nox, led by Thibaut Constant, also embodies this new energy sweeping through the sector. The emergence of such players proves that the night train is no longer a relic of the past, but a vibrant market capable of attracting entrepreneurs who deeply believe in its potential. Their presence shows that the future of nighttime rail travel does not rest solely on the government: it also rests on those who are imagining new ways to travel and who are ready to write the next chapter in the history of European nighttime rail travel. But Their development still depends on a stable policy framework, equitable access to train paths, and a properly maintained network.
Nighttime operations, equipment costs, the lack of European harmonization, and competition from an airline bolstered by tax breaks create an unbalanced environment. Without a clear public commitment, the night train will struggle to grow.
Yet the potential is immense: in France, with 600 cars, the night bus system could transport 6 million travelers, or even 12 million in the long term, while avoiding nearly one million metric tons of CO₂ per year.
The night train didn't nearly disappear because it was no longer useful. It nearly disappeared because we stopped providing it with the means to survive. Today, anything is still possible: a new golden age… or another collapse.
The choice depends neither on the travelers (they're here) nor on the operators (they're ready), but on a collective decision : Finally recognize the night train as a tool for the future—a powerful, modern, and efficient tool that is deeply necessary in a Europe seeking to balance mobility, sustainability, and the desire to explore.
Issue du monde de la communication et des médias, Sophie est Responsable éditoriale chez HOURRAIL ! depuis août 2024. Elle est notamment derrière le contenu éditorial du site ainsi que La Locomissive (de l'inspiration voyage bas carbone et des bons plans, un jeudi sur deux, gratuitement dans ta boîte mail !).
Convaincue que les changements d’habitude passent par la transformation de nos imaginaires, elle s’attache à montrer qu’il est possible de voyager autrement, de manière plus consciente, plus lente et plus joyeuse. Son objectif : rendre le slow travel accessible à toutes et tous, à travers des astuces, des décryptages et surtout, de nouveaux récits.
