For decades, France’s Trains d’Équilibre du Territoire – commercially branded as Intercités – have played second fiddle to the high-speed TGV and regional TER networks. These conventional long-distance services, encompassing both day and night trains, were established in 2011 to consolidate routes previously operated under brands like Corail Téoz, Lunéa, and Interregional. 

Yet, their role as the backbone of France’s non-high-speed rail travel was often overshadowed by underinvestment and declining service. That is, until now.

The COVID-19 pandemic marked a turning point. As travel habits shifted, the Intercités network found itself back in the spotlight. By 2025, it carried 33,000 daily passengers – some 12 million annually- across 150 stations, with turnover reaching €670 million, a 2.9% increase from 2024. 

The network’s revival is now being cemented by a sweeping modernisation programme, centred on the introduction of the Oxygène fleet: a new generation of electric multiple units designed to replace the ageing, loco-hauled Corail coaches.

The Oxygène era: a breath of fresh air

The Oxygène trainsets, designated Class Z26700, are the cornerstone of this transformation. Manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) from the Basque Country in Spain, under a €1.36 billion contract funded entirely by the French state, the fleet will eventually comprise 50 trains: 28 for the Paris to Clermont-Ferrand and  Paris – Orléans – Limoges – Toulouse (POLT) routes, and 22 for Bordeaux to Marseille. 

The first seven units are being assembled at CAF’s Beasain plant in Spain, with the remainder built at the former Alstom works in Reichshoffen, Alsace, a site acquired by CAF during its takeover of Bombardier Transportation.

Each 10-car, 188-metre-long articulated trainset boasts 420 seats (24 more than a rake of seven Corail coaches), with a focus on comfort and accessibility. 

First-class cars feature 2+1 seating in red moquette, power sockets, USB ports, and adjustable tables, while second-class cars prioritise a 2+2 ‘duo’ airline-style layout. 

Car 4 is dedicated to accessibility, with level boarding for wheelchair users and an accessible toilet—services will not run if these facilities are out of order. 

Car 5 includes space for 10 bicycles, each with charging points, and catering facilities for at-seat trolley service, a tradition carried over from the Corail era.

Technically, the Oxygène is a dual-system EMU, capable of operating under 1.5 kV DC or 25 kV 50 Hz AC overhead lines. With a continuous power output of 4.1 MW and a top speed of 200 km/h, the trains are equipped with ETCS and KVB signalling systems. 

Their articulated design allows them to be split in half for maintenance, and sliding-plug doors are built to withstand the pressure of passing trains. 

Notably, the transition to driver-only operation (Equipement Agent Seul) means train managers will focus solely on passenger service, with drivers handling door operations.

Delays, controversies, and a path forward

The road to renewal has not been without its bumps. The Oxygène project, initially known as AMLD or Confort 200, was first conceived in 2010 as part of a government-SNCF agreement to revitalise the ailing Intercités services. 

The €700 million order for 28 trainsets was placed in December 2019, with options for 75 more. 

However, the choice of CAF over French manufacturer Alstom sparked controversy among local officials and unions. Production delays, including issues with excessive brake pad wear and traction motor vibrations, pushed the entry into service from 2025 to March 2027. Homologation testing on French tracks began in February 2026, with the first two trains unveiled at SNCF’s Villeneuve-Saint-Georges depot in April 2025.

Despite the setbacks, the investment remains substantial. The French State has committed €715 million for the first 28 trains, €650 million for the additional 22, and €100 million for new maintenance facilities in the Paris region (Ivry-sur-Seine and Villeneuve-Saint-Georges), Clermont-Ferrand, and Brive-la-Gaillarde. 

Infrastructure upgrades are equally ambitious: SNCF Réseau and the state are spending nearly €3 billion to modernise the network, including €760 million for the Paris–Clermont line and €257 million for the POLT route.

A network in transition

The Oxygène fleet will initially serve the Paris to Clermont-Ferrand and POLT routes from March 2027, with Bordeaux to Marseille following in 2028–2029. 

The new trains will enable additional daily services—nine return trips on the Clermont route (with a 15-minute reduction in journey time to 3 hours 15 minutes) and 10 on the Toulouse corridor (best time: 2 hours 51 minutes). Alongside the rolling stock, infrastructure improvements—such as reinforced power supplies and track renewals—are being delivered to support the upgrade.

Yet, the Intercités network is not just about hardware. As part of France’s rail liberalisation, the government is introducing competitive tendering for TET operations. 

The first contract, awarded to SNCF Voyageurs for the Nantes to Lyon and Nantes to Bordeaux routes, begins in December 2026. 

A dedicated subsidiary, SNCF Voyageurs Océan, will oversee 180 employees in Nantes, with plans to increase services, refurbish 15 Coradia Liner DEMUs for biofuel use, and introduce innovations like WhatsApp customer service and drinking water fountains onboard.

For the seven remaining overnight Intercités routes, linking Paris to destinations like Nice, Briançon, and Tarbes, the government has called tenders for 180 new coaches and 30 locomotives, marking a departure from traditional state ownership by adopting a ROSCO (Rolling Stock Company) financing model. The aim is to have the first new night trains in service by December 2029, ahead of the 2030 Winter Olympics.

A digital backbone for the future

To streamline ticketing and inventory management, the government has partnered with Wiremind to deploy GITE (Gestionnaire de l’Inventaire, de la Tarification et de l’Exposition des données), a neutral platform using Paxone technology. 

Set to launch in December 2026, GITE will serve as a centralised system for all TET operators, simplifying bookings for travellers in a multi-operator landscape.

What’s next?

The Intercités renewal is more than a fleet upgrade. It is a statement of intent. After years of contraction, France’s conventional inter-city services are being reimagined as a modern, competitive, and passenger-focused network. 

With the Oxygène trains leading the charge, and infrastructure and digital systems catching up, the stage is set for a new chapter. The question now is whether this revival can sustain its momentum, or if the ghosts of past neglect will linger. One thing is certain: for the 12 million annual passengers of Intercités, the wait for change is nearly over.