In a bold countermove to the rising incursion of Trenitalia on French high-speed routes, SNCF has just unveiled a premium new class called Optimum, set to debut in January 2026.

The offering is meant to sit above (or perhaps beside) existing first-class and business class tiers on TGV InOui services on weekday routes in and out of Paris. On the key Paris–Lyon corridor, SNCF will offer a variant dubbed Optimum+, which comes with enhanced catering, onboard host service, and lounge access.

Pricing is eye-catching: for holders of the annual Liberté pass, Optimum+ fares will start around €108 (i.e. roughly €20 more than the current Business Première), while non-Liberté passengers could be paying on the order of €200. 
SNCF appears to pitch Optimum as a premium solution for business travelers who want more than “just first class” — better food, more flexibility (ticket exchange or refund allowed up to 30 minutes post departure), lounge privileges, and a dedicated onboard host.

What Is Trenitalia’s Executive—and Why It’s the Benchmark

To understand why SNCF is doing this, you need to look at what it’s up against: Trenitalia’s Executive class on its Frecciarossa services. That product has become something of a poster child for ultra-premium rail on the continent.

Executive is more than “just first class.” It offers ultra-luxury features: single armchair seats laid out in 1+1 configurations, electronic recline and leg support, the ability to rotate seats to face direction of travel, and elaborate on-seat meals (three-course options, snacks, dessert) prepared with premium Italian sourcing. 
In reviews, the Executive cabin has been described as “a lounge on wheels” for its vast space and high-touch service. One tester called it “perhaps the ultimate European high-speed train experience.”

Trenitalia’s push into France—particularly the Paris–Lyon corridor—has intensified in recent months, with plans to expand from 9 to 14 round-trips per weekday. 
So SNCF is clearly responding not just to a competitor, but to a competitor that is reshaping what “premium rail” is supposed to look like in Europe.

Where Optimum Succeeds—and Where It May Fall Short

Strengths & Differentiators:

• Control and brand extension. SNCF keeps the narrative in its hands, rather than allowing Trenitalia’s Executive offering to stand uncontested in France.
• Incremental upgrade path. Rather than scrapping the existing class structure, Optimum slots above (or beside) existing tiers, giving SNCF flexibility.
• Local sourcing & ambience. The Optimum+ meals promise seasonally sourced local produce, porcelain service (rather than disposable), and a dedicated host. That said, SNCF has not (yet) publicly disclosed major seat redesigns or pitch changes.
• Flexibility in ticketing. The ability to cancel or exchange tickets up to 30 minutes after departure is a gesture at risk flexibility, which is attractive for business travelers.

Risks & Gaps:

• Seat comfort and exclusivity unanswered. SNCF has not yet released details on whether Optimum will match the striking, plush single-seat luxury of Trenitalia’s Executive. Without that “wow” factor, the move might be seen as repackaged business class rather than truly new.
• Cost versus value. At near €200 fares for non-Liberté holders, the bar is high: the service must justify the premium.
• Consistency and rollout risks. SNCF will face operational challenges: ensuring that lounge access, host staffing, catering supply chains, and staff training are smooth across all applicable routes.
• Aggressive competition, further ahead. SNCF is not just reacting to Trenitalia. The wider French high-speed rail market is opening up. Operators like Renfe, the start-up Le Train, and others (e.g. Kevin Speed) are aiming to enter or expand.

Another risk: SNCF’s upcoming trainsets, like the TGV M / Avelia Horizon, will begin rolling out starting in 2026 with more modular interiors and energy savings. But the interior reconfiguration and premium layout will matter.

Broader Context: The Premium Rail Battle in Europe

SNCF’s Optimum move isn’t happening in a vacuum. Across Europe, rail operators are rethinking how to win the business & premium traveler share:

• Italy’s success story. Trenitalia has shown that luxury rail can command a brand premium—and that travelers will pay for exclusivity.
• Spain & cross-border threats. Renfe and Iryo have eyes on cross-border expansion, which means SNCF must be ready beyond its domestic market.
• Open access in France. France’s high-speed lines are gradually opening to more competition—SNCF’s dominance is under pressure.
• Sustainability & experience. As travelers increasingly view rail favorably vs. air (on environmental grounds), the “premium train experience” could be a differentiator. SNCF needs not just to match Trenitalia’s product, but to leapfrog it.

Conclusion: Can Optimum Move the Needle—or Will It Be a Defensive Play?

SNCF’s Optimum and Optimum+ launches are a clear defensive tactic—but also a strategic repositioning. The company is signaling that high-speed rail in France will no longer be a two-tier game (economy + business/first), but a more stratified set of differentiated products to match rising expectations from business and high-end travelers.

But to truly shift the balance, SNCF will need to execute flawlessly and differentiate meaningfully. Optimum must not feel like a mere label upgrade on business class; it needs to feel like a redefinition of what premium rail means in France. If it comes off as incremental or merely cosmetic, customers may still believe that the “real class” is what Trenitalia is offering.

In a market that is opening up—where operators like Renfe, Le Train, and others are angling to take slices of the high-speed pie—SNCF is smart to raise the bar preemptively. But in five years’ time, the benchmark for “first class” in Europe may be set not by SNCF or Trenitalia alone—but by whoever can combine comfort, service, flexibility, network coverage, and a green reputation.

If Optimum is designed well and marketed boldly, SNCF may not just defend; it may reset premium rail in France. But if it lags in operational detail, or fails to distinguish materially vs. Business Première, it could end up seeming reactionary.