Source: commons.wikimedia.org
Z 58000 / Z 58500
Also known as:
RER NGAdessia Max
Vehicle type:
Registration country:
Railway companies:
2012
The Z 58000 / Z 58500 multiple
units, also known as RER NG ("RER Nouvelle
Génération") or Adessia Max, are
new-generation double-deck EMUs built by Alstom
since 2019. They are designed to progressively replace ageing
rolling stock on the Paris suburban network, initially on RER line
E (Eole) and subsequently on RER line D, replacing the Z
22500 (MI 2N Eole) and Z
20500 series respectively.
The project has a long development history. Studies for a new high-capacity double-deck train dedicated to RER lines E and D began at SNCF level as early as October 2011. Several calls for tenders were launched between 2012 and 2013 but were unsuccessful due to the lack of satisfactory proposals. A third call, issued in 2015, resulted in competing offers from a consortium formed by Alstom and Bombardier, as well as from CAF, while Siemens withdrew from the process.
The procurement was carried out on behalf of the regional transport authority Île-de-France Mobilités, which has been responsible for rolling stock ownership and financing since the decentralisation reforms of the late 2000s. Financing is provided directly by Île-de-France Mobilités, covering 50% of renewal operations and 100% of rolling stock purchases linked to network extensions or new lines.
This framework set the foundations for what would become one of the most important rolling stock renewal programmes on the Île-de-France RER network, both in terms of capacity increase and passenger comfort.
The project has a long development history. Studies for a new high-capacity double-deck train dedicated to RER lines E and D began at SNCF level as early as October 2011. Several calls for tenders were launched between 2012 and 2013 but were unsuccessful due to the lack of satisfactory proposals. A third call, issued in 2015, resulted in competing offers from a consortium formed by Alstom and Bombardier, as well as from CAF, while Siemens withdrew from the process.
The procurement was carried out on behalf of the regional transport authority Île-de-France Mobilités, which has been responsible for rolling stock ownership and financing since the decentralisation reforms of the late 2000s. Financing is provided directly by Île-de-France Mobilités, covering 50% of renewal operations and 100% of rolling stock purchases linked to network extensions or new lines.
This framework set the foundations for what would become one of the most important rolling stock renewal programmes on the Île-de-France RER network, both in terms of capacity increase and passenger comfort.
2017
January 11
On 11 January 2017, the board of SNCF officially awarded the contract
for the renewal of rolling stock on RER lines D and E to the
Alstom - Bombardier consortium.
The contract covers 255 double-deck multiple units - 130 for RER D and 125 for RER E — for an estimated total value of €3.75 billion, making it the largest rolling stock contract ever financed by STIF (now "Île-de-France Mobilités").
The firm tranche of the order comprises 71 trains, representing an investment of €1,55 billion, fully funded by STIF:
56 units 112 m long for RER E: Z 58000;
15 units 130 m long for RER D: Z 58500.
This amount includes design studies, industrialisation, project management, testing and homologation, accounting for approximately €450 million. The industrial share of this first tranche is split at roughly 70% for Alstom and 30% for Bombardier, corresponding to a combined value of €1,155 billion. Entry into commercial service was scheduled from 2021 onwards.
The trains were specifically designed for the very high-density operating conditions of the Île-de-France network operated by SNCF Transilien. Featuring a fully open "boa" configuration without inter-car gangway separations, wide doors and three distinct passenger zones, they were conceived to improve passenger flow, accessibility and comfort. Each 130 m trainset can carry up to 1,860 passengers and incorporates major technical innovations, including eight motor bogies, regenerative braking and a reduction in energy consumption of approximately 25% compared with previous generations.
The tender process was highly competitive. In addition to the Alstom-Bombardier consortium, bids were submitted by CAF and Siemens. Siemens withdrew in 2015 after the first tender was declared unsuccessful, citing difficulties competing on the French domestic market. CAF remained in contention until late 2016 but was ultimately excluded after an audit raised concerns about its ability to meet the required production rate of up to 70 trains per year, clearing the way for the Alstom-Bombardier offer.
Beyond its transport implications, the RER NG programme also represented a major industrial commitment. Around 2,000 people were mobilised for the project, securing more than 8,000 jobs across the French rail sector. Production was distributed across eight Alstom sites in France, including Valenciennes (project management and final assembly), Reichshoffen (engineering), Ornans (motors), Le Creusot (bogies), Villeurbanne (on-board electronics), Tarbes (traction systems), Petit-Quevilly (transformers) and Saint-Ouen (design). Bombardier’s Crespin site was responsible for the manufacture of the intermediate cars.
At a time when several of these sites were facing workload shortages, particularly in northern France, the award of the RER NG contract restored long-term industrial visibility and confirmed that all major components would be produced in France, underlining the strategic importance of the programme for both manufacturers and the national rail industry.
The contract covers 255 double-deck multiple units - 130 for RER D and 125 for RER E — for an estimated total value of €3.75 billion, making it the largest rolling stock contract ever financed by STIF (now "Île-de-France Mobilités").
The firm tranche of the order comprises 71 trains, representing an investment of €1,55 billion, fully funded by STIF:
56 units 112 m long for RER E: Z 58000;
15 units 130 m long for RER D: Z 58500.
This amount includes design studies, industrialisation, project management, testing and homologation, accounting for approximately €450 million. The industrial share of this first tranche is split at roughly 70% for Alstom and 30% for Bombardier, corresponding to a combined value of €1,155 billion. Entry into commercial service was scheduled from 2021 onwards.
The trains were specifically designed for the very high-density operating conditions of the Île-de-France network operated by SNCF Transilien. Featuring a fully open "boa" configuration without inter-car gangway separations, wide doors and three distinct passenger zones, they were conceived to improve passenger flow, accessibility and comfort. Each 130 m trainset can carry up to 1,860 passengers and incorporates major technical innovations, including eight motor bogies, regenerative braking and a reduction in energy consumption of approximately 25% compared with previous generations.
The tender process was highly competitive. In addition to the Alstom-Bombardier consortium, bids were submitted by CAF and Siemens. Siemens withdrew in 2015 after the first tender was declared unsuccessful, citing difficulties competing on the French domestic market. CAF remained in contention until late 2016 but was ultimately excluded after an audit raised concerns about its ability to meet the required production rate of up to 70 trains per year, clearing the way for the Alstom-Bombardier offer.
Beyond its transport implications, the RER NG programme also represented a major industrial commitment. Around 2,000 people were mobilised for the project, securing more than 8,000 jobs across the French rail sector. Production was distributed across eight Alstom sites in France, including Valenciennes (project management and final assembly), Reichshoffen (engineering), Ornans (motors), Le Creusot (bogies), Villeurbanne (on-board electronics), Tarbes (traction systems), Petit-Quevilly (transformers) and Saint-Ouen (design). Bombardier’s Crespin site was responsible for the manufacture of the intermediate cars.
At a time when several of these sites were facing workload shortages, particularly in northern France, the award of the RER NG contract restored long-term industrial visibility and confirmed that all major components would be produced in France, underlining the strategic importance of the programme for both manufacturers and the national rail industry.
2019
The first five test trainsets were to be produced in 2019. The
first trainset was presented on October 17, 2019, at the
Alstom site in Petite-Forêt. The first
trainsets were to operate on the southern branch of Combs-la-Ville
of line D, but platform adaptation work is necessary before
extending the service northward.
2020
Despite potential delays mentioned in November 2018, the first RER
NG trainset was welcomed to the testing center at the end of May
2020. In July 2020, the SNCF suspended the operation of the RER NG
due to a lack of funding. In October 2021, SNCF Voyageurs announced
that the entry into service of the first trainsets would not occur
before mid-2023, citing the integration of railway signaling
systems as the cause of the delay. In December 2022, Île-de-France
Mobilités announced a planned commissioning for the start of the
2023 school year on line E, with trainsets on line D to be put into
service in 2024.
2023
Testing began in February 2023 on the RER E and in May 2023, with a
scheduled commissioning for October 2023 on the RER E and the
second quarter of 2024 on the RER D.
The Z 58000 trainsets were homologated by the Public Railway Safety Establishment (EPSF) in June 2023. The entry into service of the first trainsets of this equipment on the RER E took place on November 13, 2023, with operations during off-peak hours.
The Z 58000 trainsets were homologated by the Public Railway Safety Establishment (EPSF) in June 2023. The entry into service of the first trainsets of this equipment on the RER E took place on November 13, 2023, with operations during off-peak hours.
2023
April 26
Under the framework contract signed in 2017, Alstom
received an additional order from SNCF Voyageurs, acting on behalf of
Île-de-France Mobilités, for the supply of 60 additional trainsets.
Fully financed by Île-de-France Mobilités, this option order
represents an investment of nearly €1 billion.
The initial firm tranche of the programme covered 71 trainsets. With the exercise of this option, the total number of RER NG units ordered rose to 131 trainsets, marking a significant step forward in the large-scale renewal of rolling stock on the Île-de-France network.
The RER NG trains were specifically designed to meet the demands of high-density suburban operations, offering improved reliability, increased comfort and enhanced passenger flow. This additional order forms part of the broader policy pursued by Île-de-France Mobilités to modernise the entire regional rail fleet and progressively replace ageing rolling stock across the network.
The exercise of this option also confirmed the confidence of both SNCF Voyageurs and the regional transport authority in the technical and operational performance of the RER NG platform, reinforcing its role as the backbone of future RER operations in the Paris region.
The initial firm tranche of the programme covered 71 trainsets. With the exercise of this option, the total number of RER NG units ordered rose to 131 trainsets, marking a significant step forward in the large-scale renewal of rolling stock on the Île-de-France network.
The RER NG trains were specifically designed to meet the demands of high-density suburban operations, offering improved reliability, increased comfort and enhanced passenger flow. This additional order forms part of the broader policy pursued by Île-de-France Mobilités to modernise the entire regional rail fleet and progressively replace ageing rolling stock across the network.
The exercise of this option also confirmed the confidence of both SNCF Voyageurs and the regional transport authority in the technical and operational performance of the RER NG platform, reinforcing its role as the backbone of future RER operations in the Paris region.
2024
For the RER D, the entry into service occurred on December 16,
2024. The trainsets will be gradually deployed across all lines
until 2029.
2024
December 9
On 9 December 2024, Alstom was awarded a new contract by
SNCF Voyageurs, acting on behalf of
Île-de-France Mobilités, for the supply of 35 additional trainsets
under the framework agreement signed in 2017.
Valued at approximately €520 million, this order is fully financed by Île-de-France Mobilités and follows the approval of the corresponding funding by the regional transport authority earlier in April 2024.
With this new tranche, the total number of RER NG trainsets ordered increased to 166 units. Of these:
130 units are allocated to RER E;
36 units are intended for RER D.
Valued at approximately €520 million, this order is fully financed by Île-de-France Mobilités and follows the approval of the corresponding funding by the regional transport authority earlier in April 2024.
With this new tranche, the total number of RER NG trainsets ordered increased to 166 units. Of these:
130 units are allocated to RER E;
36 units are intended for RER D.
Sources: https://www.alstom.com/sites/alstom.com/files/2024/12/04/20241205_FRA_35_additional_RER_NG_EN.pdf
2025
March 24
SNCF Voyageurs announced the temporary
suspension of deliveries of RER Nouvelle
Génération (RER NG) trainsets, citing
failure rates exceeding contractual targets and manufacturing
quality issues affecting operational reliability on RER line E.
According to a statement from SNCF Voyageurs, the observed failure rate of the new trainsets remained significantly above expected levels, with the quality issues on newly delivered units having a disproportionate impact on service regularity on the RER E line. SNCF Voyageurs stated that, while recent service disruptions could not be attributed exclusively to the rolling stock, the technical shortcomings of the RER NG units contributed materially to the degradation of service quality.
In response, Alstom indicated that several recent incidents were linked to trackside lubrication issues, notably excess grease applied by the lubrication systems on RER E. According to the manufacturer, the grease used by the new RER NG trainsets did not interact correctly with that used on the legacy rolling stock, resulting in operational disturbances. Alstom also stated that it was working in close cooperation with SNCF to analyse and resolve the situation.
SNCF Voyageurs confirmed that the suspension of deliveries would remain in force until contractual performance targets are met. In parallel, temporary corrective measures were implemented to mitigate the impact on operations, while discussions continued between the operator and the manufacturer regarding a permanent technical solution.
According to a statement from SNCF Voyageurs, the observed failure rate of the new trainsets remained significantly above expected levels, with the quality issues on newly delivered units having a disproportionate impact on service regularity on the RER E line. SNCF Voyageurs stated that, while recent service disruptions could not be attributed exclusively to the rolling stock, the technical shortcomings of the RER NG units contributed materially to the degradation of service quality.
In response, Alstom indicated that several recent incidents were linked to trackside lubrication issues, notably excess grease applied by the lubrication systems on RER E. According to the manufacturer, the grease used by the new RER NG trainsets did not interact correctly with that used on the legacy rolling stock, resulting in operational disturbances. Alstom also stated that it was working in close cooperation with SNCF to analyse and resolve the situation.
SNCF Voyageurs confirmed that the suspension of deliveries would remain in force until contractual performance targets are met. In parallel, temporary corrective measures were implemented to mitigate the impact on operations, while discussions continued between the operator and the manufacturer regarding a permanent technical solution.
2025
May 18
As of May 18, 2025, 76 of the 262 ordered units have been
delivered, managed by two technical fleet supervisions. The short
trainsets (Z 58000) are marked with the letter K,
while the long trainsets (Z 58500) are marked with
the letter M.
2025
May 27
On 27 May 2025, SNCF announced the resumption of
deliveries of RER Nouvelle Génération (RER
NG) trainsets for the RER E (Eole) line, after having
requested a temporary suspension earlier in the year.
According to statements by Île-de-France Mobilités, the technical issues that had led to the suspension—primarily wheel–rail adhesion problems caused by grease incompatibility—had been resolved. More compatible lubrication solutions were identified and implemented, eliminating the accumulation of grease that had previously affected adhesion. The operational measures proposed were deemed satisfactory, allowing the deployment of the trainsets to resume.
The suspension had been requested by SNCF Voyageurs at the end of March 2025, following a series of incidents affecting the reliability of the new rolling stock. At that time, the recorded failure rate of the RER NG units was approximately twice the contractual target and around four times higher than that of the MI 2N trainsets they were intended to replace on RER E.
With the corrective measures validated, SNCF confirmed that deliveries and deployment of the RER NG fleet on the Eole line had formally resumed, marking a key step in the stabilisation of the programme’s operational performance.
According to statements by Île-de-France Mobilités, the technical issues that had led to the suspension—primarily wheel–rail adhesion problems caused by grease incompatibility—had been resolved. More compatible lubrication solutions were identified and implemented, eliminating the accumulation of grease that had previously affected adhesion. The operational measures proposed were deemed satisfactory, allowing the deployment of the trainsets to resume.
The suspension had been requested by SNCF Voyageurs at the end of March 2025, following a series of incidents affecting the reliability of the new rolling stock. At that time, the recorded failure rate of the RER NG units was approximately twice the contractual target and around four times higher than that of the MI 2N trainsets they were intended to replace on RER E.
With the corrective measures validated, SNCF confirmed that deliveries and deployment of the RER NG fleet on the Eole line had formally resumed, marking a key step in the stabilisation of the programme’s operational performance.
2025
June 24
On 24 June 2025, Alstom announced a new order for the
supply of 96 additional RER Nouvelle Génération
(RER NG) trainsets for RER line D, formalised by
SNCF Voyageurs on behalf of
Île-de-France Mobilités.
Valued at approximately €1.7 billion, the contract is fully financed by Île-de-France Mobilités and follows the approval of the corresponding financing by the authority’s Board of Directors on 10 April 2025. The order was placed under the framework agreement signed in 2017 between SNCF Voyageurs and Alstom.
With this new tranche, the total number of RER NG trainsets ordered for the Île-de-France network rose to 262 units, covering both RER E and RER D operations. According to the allocation announced, the programme now comprises:
130 trainsets (112 m) intended for RER E;
132 trainsets (130 m) intended for RER D.
Valued at approximately €1.7 billion, the contract is fully financed by Île-de-France Mobilités and follows the approval of the corresponding financing by the authority’s Board of Directors on 10 April 2025. The order was placed under the framework agreement signed in 2017 between SNCF Voyageurs and Alstom.
With this new tranche, the total number of RER NG trainsets ordered for the Île-de-France network rose to 262 units, covering both RER E and RER D operations. According to the allocation announced, the programme now comprises:
130 trainsets (112 m) intended for RER E;
132 trainsets (130 m) intended for RER D.
2025
December 31
By the end of 2025, a total of 81 trains are reported to be in
service:
Z 58500: 22 trains entered service in 2025, bringing the total to 30 units in service (102 units pending delivery).
Z 58000: 16 trains entered service in 2025, for a total of 51 units in service (79 units pending delivery).
Z 58500: 22 trains entered service in 2025, bringing the total to 30 units in service (102 units pending delivery).
Z 58000: 16 trains entered service in 2025, for a total of 51 units in service (79 units pending delivery).
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Latest update on the 4th of January 2026 at 23:47
Contributor(s): Tudor C.
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