Train or plane for business travel: how much CO₂ does each journey emit?

A Paris-Marseille journey emits 2.4 kgCO2e by TGV, around 120 kgCO2e by car and around 150 kgCO2e by plane: the TGV emits 50 to 60 times less than its alternatives on this journey. France has one of the world's best high-speed networks, but trains retain an image of being slow and expensive, which the figures below help correct.

1Carbon comparison by journey

Here are the comparative emissions, for a one-way trip, on the main business routes from Paris. Source: ADEME's Base Empreinte.

• Paris-Lyon: 1.8 kgCO2e by TGV (2h), compared with 100 kgCO2e by plane (1h flight, plus 2h30 for the airport and transfers), a factor of 55
• Paris-Marseille: 2.4 kgCO2e by TGV (3h15), compared with 150 kgCO2e by plane (1h15 flight, plus 2h30 for the airport and transfers), a factor of 60
• Paris-Bordeaux: 1.5 kgCO2e by TGV (2h04), compared with 120 kgCO2e by plane (1h flight, plus 2h30 for the airport and transfers), a factor of 80
• Paris-Strasbourg: 1.3 kgCO2e by TGV (1h46), compared with 90 kgCO2e by plane (1h flight, plus 2h30 for the airport and transfers), a factor of 70
• Paris-Brussels: 1.0 kgCO2e by Eurostar (1h22), compared with 80 kgCO2e by plane (1h flight, plus 2h30 for the airport and transfers), a factor of 80
• Paris-London: 4 kgCO2e by Eurostar (2h15), compared with 80 kgCO2e by plane (1h15 flight, plus 3h for the airport and transfers), a factor of 20

2Why flying seems cheaper

A one-way Paris-Barcelona flight with a low-cost airline can cost €30, compared with €100 to €200 by train. The comparison is distorted by the tax advantages enjoyed by aviation:

• Kerosene is not taxed, under the international exemption arising from the Chicago Convention (1944)
• International airline tickets are exempt from VAT, while rail pays network access charges and taxes on electricity
• Regional airports are subsidised by local authorities, and the real cost of infrastructure is not reflected in the ticket
• Intra-European flights pay for their CO2 through the EU emissions trading system (EU ETS), with no free allowances since 2026, but long-haul flights departing from Europe are not covered

If flying paid its real cost (energy, infrastructure and climate effects), the price gap with rail would narrow substantially. In its 2022 analysis of energy taxation, the European Court of Auditors also notes kerosene's exemption, which the Commission proposed removing in 2021 for intra-European flights.

3Rail yield management: understanding price differences

The same seat can cost €29 or €129 depending on the departure time and how full the train is. SNCF seeks to fill its trains, because a half-empty train consumes almost as much energy as a full one. Attracting flexible travellers to quieter trains with low prices, and leaving peak trains to travellers with limited flexibility at higher prices, makes economic and environmental sense.

In practice, booking predictable journeys early often makes travel cheaper, since prices rise as trains fill up. A corporate contract negotiated with SNCF can add discounts on public fares, depending on travel volume.

4Night trains for journeys of 4 to 8 hours

For journeys of 4 to 8 hours without a fast TGV alternative, the night train is an option, although services from Paris remain limited:

• Paris-Berlin, relaunched by European Sleeper on 26 March 2026: 3 return journeys per week via Brussels and Hamburg, arriving in the city centre in the morning
• Paris-Nice, Paris-Toulouse and Paris-Briançon, in couchettes, on SNCF's Intercités de nuit services
• Paris-Cerbère, as far as the Spanish border, in the absence of a direct night service to Barcelona
• Nightjet (ÖBB), Europe's most extensive network, no longer serves Paris since Paris-Vienna ended on 14 December 2025
• The French hotel-train project Midnight Trains was abandoned in 2024 for lack of funding

The economic calculation is often favourable: the additional cost of the night ticket is offset by saving a hotel night (€80 to €150), and the employee arrives rested in the city centre rather than at an airport on the outskirts.

5Building a train-first travel policy

Here are the rules we consistently recommend, and which the companies we support are increasingly adopting:

• Train by default for journeys under 4 hours (Paris-Lyon, Brussels, London, Strasbourg and Bordeaux), since flying saves no door-to-door time on these routes
• Night train between 4 and 8 hours, where a service exists and the journey can be planned
• Plane only beyond 8 hours or without a reasonable alternative, asking before booking whether the meeting really requires travelling in person
• A corporate contract negotiated with SNCF, with discounts on public fares that depend on travel volume
• Booking predictable journeys as early as possible, as SNCF fares rise when trains fill up

6Key takeaways

The TGV is one of the world's lowest-emitting modes of transport per passenger-kilometre. For journeys under 4 hours, it performs at least as well as flying in door-to-door time, with vastly lower emissions. A train-first policy is one of the simplest measures in an emissions reduction strategy.

• The TGV emits 50 to 80 times less than flying on domestic journeys
• For journeys under 4 hours, the train is at least as fast door to door, as checks and transfers add 2 hours or more to the flight
• Flying remains artificially cheap: untaxed kerosene, no VAT on international tickets, subsidised regional airports
• Booking early often substantially reduces train fares, which rise as trains fill up
• The night train saves a hotel night and allows you to arrive rested in the city centre, but services from Paris remain limited

Further resources

Frequently asked questions

1Is the TGV reliable for business travel?

TGV punctuality is around 90%, comparable with flying when delays, cancellations and missed connections are included. In the event of a delay, the traveller still arrives in the city centre.

2How do you negotiate a corporate contract with SNCF?

SNCF offers negotiated contracts to companies, with discounts on public fares that depend on travel volume. Some also include benefits for ticket exchanges and flexibility.

3Does the TGV really emit so little CO₂?

Yes. The TGV runs on the French electricity grid, which is more than 90% decarbonised. A Paris-Marseille journey emits 2.4 kgCO2e by TGV compared with 150 kgCO2e by plane. The gap is even greater than with an electric car, because steel-on-steel contact and the number of passengers carried make the train much more efficient per traveller.

4What should you do when there is no direct train service?

For long journeys (Paris-Toulouse in 4h30, Paris-Nice in 5h45) or journeys with a connection, the carbon footprint remains very favourable to rail. The question becomes how much time is acceptable for the company: beyond 4 hours, the decision is made case by case, and the night train is an option on some routes.

5How do you incorporate a train-first policy into the carbon footprint?

The Bilan Carbone® documents emissions by transport mode and journey. This provides the basis for quantified modal shift targets (for example, moving from 30% to 80% rail on journeys under 4 hours in 2 years) and measuring their results.

6What role can the company play in promoting the TGV?

The company acts first through its travel policy. The most effective rule is rail by default for journeys under 4 hours, where flying has no door-to-door advantage, then night trains between 4 and 8 hours where services exist, and flying only beyond that or without a reasonable alternative. 2 measures make this rule acceptable: a corporate contract negotiated with SNCF and advance booking of predictable journeys. Bilan Carbone® then measures the modal shift achieved in business travel.

7Is the TGV the universal rail solution?

No, it is unbeatable within a specific range. For journeys under 4 hours (Paris-Lyon, Paris-Bordeaux, Paris-Strasbourg, Paris-Brussels and Paris-London), it is faster than flying door to door and emits 20 to 80 times less. Between 4 and 8 hours, night trains can take over where services exist, saving a hotel night, but the network remains limited: Paris-Vienna ended on 14 December 2025, and Paris-Berlin only resumed in March 2026 with European Sleeper, 3 times a week. Beyond 8 hours, or without a reasonable alternative, flying often remains the only option.

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