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MF 67
MF 67
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MF 67
MF 67 train at Opéra on Line 3
Interior of MF 67 train
In service1968–present
ManufacturerBrissonneau and Lotz and CIMT [fr]
ReplacedSprague-Thomson
Constructed1967–1976
Refurbished1995–2006
Scrapped2009–
Number built1,482 cars
Number in service657 cars
Number scrapped823 cars
SuccessorMF 01, MF 19
Formation
  • 3 cars (Line 3bis)
  • 5 cars (Lines 3, 10 & 12)
OperatorsRATP
Depots
  • St Fargeau (Lines 3 & 3bis)
  • Auteuil (Line 10)
  • Vaugirard (Line 12)
Lines servedParis Métro Paris Métro Line 3 Paris Métro Line 3bis Paris Métro Line 10 Paris Métro Line 12
Specifications
Train length
  • 3-car set: 45 m (147 ft 8 in)
  • 5-car set: 75 m (246 ft 1 in)
Car length
  • Motor car: 15,145 mm (49 ft 8.3 in)
  • Trailer car: 14,390 mm (47 ft 3 in)
Width2,400 mm (7 ft 10 in)
Doors4 per side, per car
Maximum speed
  • Design: 80 km/h (50 mph)
  • Service: 70 km/h (43 mph)
Traction systemResistor control
Traction motors
  • MF1 (MF67 A1, B1/C1/D)
  • MF2 (MF67 A2/B2/C2/E)
  • MF4 (MF67F)[1]
Power output
  • Twin-motor bogies: 1,272 kW (1,706 hp)
  • Single-motor bogies: 1,080 kW (1,448 hp)
Acceleration0.7 m/s2 (2.3 ft/s2)
Deceleration
  • Emergency: 1.0 m/s2 (3.3 ft/s2)
  • Service: 1.15 m/s2 (3.8 ft/s2)
Electric system(s)Third rail, 750 V DC
Current collectionContact shoe
Bogies
  • ANF (Mf67 A2-C2 -E)
  • Düwag UNIMOT(Mf67 A1-C1)
  • CL121 (Mf67D)
  • MTE (Mf67F)[1]
Braking system(s)
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
MF 67 on Line 2, at Stalingrad station.
Renovated interior (Line 3)
Sound of the arrival of a MF 67 outdoors (L12)
Sound of a noisy MF 67 ride (L12) )
Sound of static converter (L12) )

The MF 67 (French: Métro Fer appel d'offres de 1967; English: Steel-wheeled metro ordered in 1967) is a fleet of steel-wheel electric multiple unit trains for the Paris Métro. The first MF 67 trains entered service on Line 3 in June 1968,[2] and became one of the biggest orders for the Métro, with 1,482 cars constructed. The need to replace the Sprague-Thomson fleet, as well as increasing costs associated with the later-cancelled plan to introduce rubber-tyred trains on all Métro lines, were the main factors for the size of the order.

At its peak, during the late-1980s and the early-1990s, the MF 67 operated on eight of the (then) fifteen Métro lines (Lines 2, 3 and 3bis, 5, 7bis, 9, 10 and 12): the MF 67 also operated on Lines 7, 8 and 13 (including the old Line 14), all before the introduction of the MF 77 in 1978.

Between 2004 and 2007, the Line 3 sets have been deeply refurbished, adding new lighting, a forced ventilation system, a new black front, rearranged seating, automated announcements, stop indicator lights and door warning lights above the doors. A more moderate refurbishment were done on the trains on lines 3 bis and 9, adding a new black front similar to the ones on line 3 and replacing the old bench seats with single seats. However, sets 129 and 130 from line 12 were transferred to line 3 in 2012 and weren’t renovated, as the renovation of the cars had ended in 2007. Thus, they’re the only non-renovated MF67 sets to run on line 3.

Many of the MF 67 trains have been removed from service: throughout 1994, the MF 88 displaced the MF 67 from Line 7bis, and from 2008 to 2016, the MF 01 replaced the MF 67 on Lines 2, 5, and 9. The younger MF 67 trains from line 9 were transferred to lines 10 and 12, partially replacing older MF 67 trains on those lines. The MF 67 remains in service on Lines 3, 3bis, 10 and 12, where the Île-de-France Mobilités intends to replace the remaining MF 67 trains with the MF 19.

As of 2025, they are the oldest trains running in the Métro and their replacement is scheduled between 2025-2034, starting on lines 10 in 2025, 3bis in 2027, 12 in 2028 and 3 in 2031. Line 3 in particular was the first line to receive the MF67 and will be the last line to retire them, being served by the MF 67 continuously for around 65 years, rivaling the longevity of the Sprague Thomson trains that ran on Line 2 and 5 for approximately 70 years.

Conception

[edit]

It was originally envisioned by the RATP to convert all Metro lines to rubber-tyred pneumatic operation. However, this plan was later abandoned due to high costs, which in turn, would have prolonged the service of the aging Sprague-Thomson trainsets to 80 years. Therefore, a new class of steel-wheel rolling stock was developed. During the development phase, the MF 67 was known as the MF 65.[3]

Series

[edit]

The MF 67 actually comprises seven different series; however, two series of these trains were prototypes.

  • Series A (Converted to MF 67D): 200 cars (40 trains) were delivered to Line 3 between 1967–1969. They come in A1 (one motor per bogie) and A2 (two motors per bogie) variants.
    • One train in this series was the Zébulon, a stainless-steel prototype that saw intermittent passenger service, last of which was on Line 9.[4] It was used as a training train for many years, until it succumbed to heavy vandalism in 2010. All cars except for one driving car were scrapped as of 2011.
  • Series B (Converted to MF 67A then MF 67D): 6 cars were delivered in 1968 as prototype trains that never saw commercial service. Converted back to MF 67A.
  • Series C (Converted to MF 67D): 340 cars (68 trains) delivered to Lines 3 and 7 between 1972 and 1975. Similar to the A series, they come in C1 (one motor per bogie) and C2 (two motors per bogie) variants.
  • Series CX (Converted to MF 67D): 16 prototype cars that were fitted with "plug" type door openers, similar to that of the MF 77. These ran on Line 9. Converted back to normal MF67 doors and used as part of MF 67D sets[citation needed]
  • Series D: 363 new trailer cars mixed with former MF 67A and MF 67C motor cars that were originally deployed to Lines 3, 5, and 9 between 1973 and 1975. They now operate on Lines 3, 3bis, 10, and 12.
  • Series E (now retired): 56 trains that were originally deployed to Lines 2, 7bis, and 8 between 1975 and 1976. Many trains were replaced by the MF 01 cars between 2008 and 2011, though some were displaced much earlier by the MF 88 cars to Line 10. The trains that operated on Line 10 were retired between 2013 and 2016, being replaced by the MF 67 D trains from line 9 when the latter received new MF 01 trains. Five trains were retained for training in the USFRT tunnel, replacing the Zebulon, but they were retired in 2017.
  • Series F (now retired): 51 trains that were originally deployed to Lines 7 and 13 between 1976 and 1978. They were redeployed to Line 5. Despite being the youngest series, they have suffered from excessive wear and tear, as well as weather impacts sustained from being stored in the outdoor Bobigny depot. They were replaced by the MF 01 cars between 2011 and 2014.

Technical specifications

[edit]
  • Train-sets delivered: 297 (1482 cars including 9 in reserve)
  • Configuration: M+R+M+R+M (except 3bis M+R+M)
  • Length: 15.145 m (49 ft 8+1⁄4 in) (all motor coach), 14.390 m (47 ft 2+9⁄16 in) (trailers)
  • Maximum width: 2.40 m (7 ft 10+1⁄2 in)
  • Power: 1,272 kW (1,706 hp) (12 traction motors on twin-motor bogie) or 1,080 kW (1,450 hp) (6 traction motors on single-motor bogie)
  • Braking: rheostatic brake and electric brake on the series E and F
  • Bogies: single or twin with pneumatic suspension on the series E and F
  • Maximum speed: 80 km/h (50 mph)
  • Authorized speed: 70 km/h (43 mph)
  • Doors: 4 doors by vis-à-vis manual opening, opening of 1,300 mm (51+3⁄16 in)
  • Air-conditioning: None (forced ventilation on Line 3 sets)

Service trains

[edit]

Currently, the RATP uses a string of MF 67 "Auteuil Convoy" trains (retired MF 67C trainsets from Line 2 in four-car sets), to supply the Auteuil and Vaugirard Depots. These trains are colored yellow and brown, and serve as auxiliary equipment of the RATP (VMI). They replaced the aging Sprague-Thomson trains.

Formations

[edit]

47 trains are A1 and C1 sets assigned to line 3 (including sets 129 and 130 that were from line 12 and thus were not renovated). The A2 and C2 sets run on lines 3bis, 10 and 12, with 30 of them assigned to line 10, 51 to line 12 and 6 to line 3bis.

Current trainset

[edit]

Line 3

[edit]
  Formation 1 (I)
 
 
Car No. 1 2 3 4 5
Designation M B NA B M
Equipment RS-AC AC RS-AC AC RS-AC
  Formation 3 (III)
 
 
Car No. 1 2 3 4 5
Designation S N NA N S
Equipment AC RS-AC RS-AC RS-AC AC

Line 3bis

[edit]
  Formation 6 (VI)
 
 
Car No. 1 2 3
Designation M B M
Equipment RS-AC AC RS-AC

Line 10

[edit]
  Formation 3 (III)
 
 
Car No. 1 2 3 4 5
Designation S N NA N S
Equipment AC RS-AC RS-AC RS-AC AC

Line 12

[edit]
  Formation 2 (II)
 
 
Car No. 1 2 3 4 5
Designation M N A B M
Equipment RS-AC RS-AC AC AC RS-AC

Former trainset

[edit]

Before 1971

[edit]

During the first few years of operation, the MF 67s (A and C) were "full grip". All cars were motorized to maintain efficient speed and acceleration against the MP 59 (with tires).

The order of cars (not motorized) made it possible to create the MP67 D by withdrawing 2 motor cars and replacing them by two cars. All MF 67Ds were transformed into MF 67A or C.

  Formation 4 (IV)
 
 
Car No. 1 2 3 4 5
Designation M N NA N M

Line 7Bis

[edit]

Until 1994, with the arrival of the MF 88, line 7bis used MF 67E in a trainset of 4 cars.[5]

These trainsets arrived in 1981–82 from lines 8 and 13 (which received new MF 77), and left from the 7bis line in 1994 for line 10 (which reformed the old MA 51)[6]

  Formation 5 (V)
 
 
Car No. 1 2 3 4
Designation M N A M
Equipment RS-AC RS RS AC

Information:

  • AC : Air compressor
  • RS : Resistor Control
  • M : end power car with driver's cab
  • N : power car without driver's cab
  • S : end car with driver's cab
  • NA : power car without driver's cab and with first class (not in use today)
  • A : car with first class
  • B : car with only second class
[edit]
  • A MF 67D and an old Sprague-Thomson on line 2
    A MF 67D and an old Sprague-Thomson on line 2
  • 2 MF 67F with old livery on line 5
    2 MF 67F with old livery on line 5
  • MF 67F on Line 7 in 1983
    MF 67F on Line 7 in 1983
  • Left MF 67D, right Zebulon at RATP museum
    Left MF 67D, right Zebulon at RATP museum
  • Front view of MF 67D and Zébulon (a Sprague-Thomson can be seen on the left, and on the right a MA 51)
    Front view of MF 67D and Zébulon (a Sprague-Thomson can be seen on the left, and on the right a MA 51)
  • MF 67D at Pte des Lilas on Line 3Bis
    MF 67D at Pte des Lilas on Line 3Bis
  • The underside of a MF 67D power car
    The underside of a MF 67D power car
  • A MF 67F bogie (same as on the MF 77)
    A MF 67F bogie (same as on the MF 77)
  • Interior of a renovated MF 67 on Line 3
    Interior of a renovated MF 67 on Line 3
  • Classic interior of a MF 67
    Classic interior of a MF 67
  • MF 67 service train
    MF 67 service train
  • MF 67 at Choisy metro workshops
    MF 67 at Choisy metro workshops

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

MF 67

View on Grokipedia
from Grokipedia
The MF 67 (Métro Fer appel d'offres 1967) is a series of steel-wheeled trains designed for the , developed in the late to modernize the network by replacing aging rolling stock while retaining conventional iron wheels over rubber-tired alternatives. Introduced into revenue service on Line 3 in June 1968, the MF 67 became one of the largest procurement programs in Métro history, with a total of 1,482 cars constructed across five batches between 1967 and 1978. Manufactured primarily by Brissonneau et Lotz with contributions from CIMT-Lorraine, these trains operate on a 1,435 mm standard gauge and are powered by a 750 V DC third-rail system, achieving a maximum speed of 80 km/h (limited to 70 km/h in operation). Configurations vary from 3-car (45.82 m long, typically M-B-M for Lines 3bis) to 5-car (75.40 m long, M-N-A-N-M) formations, accommodating high passenger volumes on the dense urban network. Initially deployed on all iron-wheeled lines to standardize operations, the MF 67 fleet expanded rapidly, serving lines such as 2, 3, 5, 7, 9, 10, 12, and 13 by the 1970s and 1980s, with automated driving features introduced on select routes like Line 2 in 1979. A refurbishment program in 1995 extended their lifespan, updating interiors, electronics, and accessibility, but progressive withdrawals began in 2008 as newer models like the MF 2000 and entered service on lines including 2, 5, and 9. As of October 2025, prior to the initial withdrawals, approximately 134 trains (44.8% of the original 299 sets) remained active on Lines 3, 3bis, 10, and 12, with an average age exceeding 52 years. The first trains entered service on Line 10 in October 2025, marking the start of replacements, with full phase-out of the MF 67 expected by 2033 and introduction on Line 12 around 2028. Despite their age, the MF 67 trains remain a defining element of the Métro's iron-wheeled operations, noted for reliability and capacity in transporting millions of passengers annually.

History

Conception

In the mid-1960s, the faced significant challenges with its aging rolling stock, particularly the trains that had been the backbone of the network since the early . These trains, while durable, had become obsolete in terms of passenger comfort, energy efficiency, and performance, with projections suggesting they could remain in service until 2000 if not for modernization efforts. Concurrently, the RATP had begun experimenting with rubber-tired trains in to reduce and improve ride quality, but issues such as vibration transmission and incomplete network conversion highlighted the need for alternatives that could serve non-pneumatized lines effectively. The MF 67 project was conceived in 1965 through RATP-initiated studies aimed at developing a new steel-wheel metro car that could be adapted for both steel and rubber wheel configurations, ensuring versatility across the network. This effort was led by a including Ateliers de Construction du Nord de la France (ANF), Brissonneau et Lotz, and Compagnie de Matériel pour Transports Internationaux-Lorraine (CIMT-Lorraine), who were tasked with building initial pre-series trains under RATP specifications. Key design goals emphasized increased passenger capacity to handle growing ridership, enhanced for shorter headways, to allow deployment on multiple lines, and full compatibility with existing infrastructure such as platforms and power systems. These objectives were informed by the success of earlier rubber-tired prototypes like the , but tailored for steel-wheel operations on lines like 3, which was prioritized for upgrades by late 1966. Initial , including two pre-series six-car trains constructed by the in July 1966, underwent testing from 1967 to 1968, with the first delivered on September 9, 1967, and dynamic trials commencing in December 1967. A second featuring cars arrived in May 1968 for further evaluation of materials and performance. These tests validated the design's innovations, such as all-motored cars with mixed single- and dual-motor s, leading to an initial order for 40 trains to equip Line 3 by April 1971.

Production Series

The MF 67 was primarily manufactured by Brissonneau et Lotz, ANF, and CIMT-Lorraine, with final assembly conducted at various sites including those affiliated with the RATP. Production occurred in several batches, beginning with Series A in 1968 and followed by Series C, D, E, and F through 1978. In total, 1,482 cars were built between 1967 and 1978, representing the largest single order of steel-wheeled metro stock for the system at the time. Key delivery milestones included the arrival of the first cars on Line 3 in , marking the start of service introduction. Production peaked in the early 1970s, enabling rapid fleet expansion across multiple lines. To extend service life, refurbishment programs were implemented in the and –, focusing on electrical upgrades and interior modernizations such as new seating and lighting. Notable efforts renovated units for Lines 3, 3bis, 9, 10, and 12 between 1995 and 2007.

Design

Technical Specifications

The MF 67 consists of individual cars measuring 15.145 meters in length for motor coaches and 14.390 meters for trailers, with a maximum width of 2.40 meters and an approximate height of 3.35 meters; the is approximately 26 tons per car, increasing to around 38 tons under load. The system employs on a standard 1,435 mm gauge, driven by DC electric motors in either twin-engine (bimoteur) or single-engine (monomoteur) configurations, delivering 1,272 kW or 1,080 kW respectively. Power is supplied via a 750 V DC third-rail system. The design enables a maximum speed of 80 km/h, with operational limits at 70 km/h and an acceleration rate of 0.7 m/s². Braking is achieved through a combination of rheostatic (electrical resistance) and pneumatic systems, with the latter engaging below 12 km/h or in case of electrical failure; later series (E and F) incorporate during braking. Each car accommodates 32 seated passengers and over 150 standing, yielding a total capacity of approximately 114 persons per car in 5-car formations, supported by basic fluorescent lighting and forced-air ventilation systems that underwent upgrades in the 1980s for improved efficiency. Safety features include compatibility with (ATC) systems, retrofitted in the on lines such as 12; post-refurbishment programs from the late onward incorporated fire-resistant materials in interiors and seating to enhance occupant protection.

Train Formations

The MF 67 trains primarily operate in 5-car formations, typically configured as M-B-NA-B-M or M-N-A-B-M, where M designates motorized cars at each end, B refers to end trailers, N to middle trailers, A to special trailers, and NA to trailers equipped with a cab for operational flexibility. These formations measure approximately 75.40 meters in length and allow for efficient passenger capacity on standard lines. Variations in trainset length accommodate shorter routes, such as 4-car configurations (M-N-A-M, 60.61 meters) used on line 3bis, and rarer 3-car setups (M-B-M, 45.82 meters) for limited operations. Uncoupled single cars or shorter assemblies enable maintenance and route-specific adjustments without full trainset disassembly. MF 67 cars employ automatic , facilitating quick mechanical, electrical, and pneumatic connections between units for seamless assembly and disassembly. Mid-life refurbishments, conducted between 1995 and 2007 across various series (A through F), included updates to electrical systems and interfaces to enhance compatibility and among different production batches, allowing mixed formations without performance degradation.

Operations

Current Deployments

As of November 2025, the MF 67 trains continue to serve as a key component of the fleet, operating on Lines 3, 3bis, 10, and 12. On Line 3, they form the full fleet in standard 5-car configurations, ensuring comprehensive coverage across the line's 25 stations. Line 3bis utilizes shorter 3-car sets for its compact shuttle service between Porte des Lilas and Gambetta. Line 10 employs them in partial operations with 5-car formations, while Line 12 features a mixed fleet including both refurbished and standard sets. The active fleet comprises approximately 134 trains, or roughly 670 cars assuming an average of five cars per train, following extensive refurbishments that have maintained their viability despite their age. These trains support daily operations with peak-hour headways as frequent as every 90 seconds on high-demand segments across these lines. MF 67 trains exhibit strong performance in service, with reliability contributing to the Paris Métro's overall punctuality rate of 96.18% in 2024, including over 90% on Line 3. Their durable design and recent upgrades make them suitable for tourist-heavy routes, such as Line 3 connecting major sites like the Champs-Élysées and Line 10 serving the Latin Quarter and Saint-Germain-des-Prés. Approximately 47 trainsets operate on Line 3, 6 on Line 3bis, with the remainder distributed on Lines 10 and 12. In late 2025, the first withdrawals of MF 67 units began on Line 10 coinciding with the introduction of trains, marking the initial phase of fleet transition while maintaining service levels.

Historical Deployments

The MF 67 trains entered service on in June 1968, marking the beginning of their widespread adoption as a modern replacement for older stock. Prior to full commercial operation, the unit known as Zébulon underwent experimental runs on various lines starting in May 1968 to validate the design under real-world conditions. Expansion followed rapidly, with Line 7 becoming the second route to deploy the trains in 1971, followed by Line 9 in 1974, where they succeeded formations. Further deployments occurred on Line 10 between 1975 and 1976, replacing both trains and articulated cars transferred from Line 13. Line 5 received its initial MF 67 allocations between 1978 and 1980, completing the core network rollout by the early 1980s. Line 12 also adopted the stock starting in 1977, with ongoing transfers augmenting the fleet into the 2000s following withdrawals from other routes like Line 7 in 1979. The trains operated on Line 7bis from the late until their complete withdrawal in 1993–1994, displaced by units. Key migrations included reallocations from higher-traffic lines to support extensions and renewals; for instance, surplus cars from Line 5 were shifted to Line 10 in the early to maintain service levels. By the late 2000s, systematic replacements began, with MF 67 trains on Lines 2, 5, and 9 progressively ceded to stock between 2008 and 2016, often with cars cascading to Lines 3bis, 10, and 12. Line 5 achieved full transition to in 2014, while Line 9's last MF 67 run occurred in December 2016 before transfers bolstered Line 12 operations. These movements reflected adaptations to varying line signaling and infrastructure demands, ensuring compatibility across the network up to 2024.

Retirement

Replacement Schedule

The replacement of the MF 67 fleet on lines 3, 3bis, 7bis, 10, and 12 forms a key component of the modernization initiative, coordinated by and implemented by RATP, with the goal of deploying trains on these steel-wheeled lines by 2033. This program addresses the aging infrastructure of the MF 67 stock, which has been in service since the late , by introducing energy-efficient, accessible vehicles designed for steel-wheel operations. The rollout emphasizes seamless integration to minimize disruptions, beginning with lines featuring the oldest . Under the (with an initial firm order valued at €530 million), serves as the primary supplier for up to 410 trainsets, with firm orders placed for 147 units to date—44 initial sets in 2019 for lines 10, 3bis, and 7bis (including 30 five-car sets for Line 10 and 14 four-car sets for 3bis and 7bis), followed by an additional 103 sets in 2024 worth over €800 million (including 22 for Line 12). These orders prioritize the lines currently operated by MF 67 trains, ensuring sufficient capacity for phased introductions, and support the replacement of approximately 305 MF 67 cars across the affected network (e.g., 150 cars on Line 10, 110 on Line 12, and smaller fleets on 3, 3bis, and 7bis). Financed entirely by , the procurement targets the ~134 remaining MF 67 sets. The line-specific schedule for MF 67 lines commences on Line 10 in late 2025, where the first five-car trainset entered revenue service on October 16, 2025, following extensive testing at the workshops; full substitution of the 30 existing MF 67 sets is projected by summer 2027. Deployment on Line 7bis follows in 2026 with four-car units replacing its three-car MF 67 formations, and on Line 3bis in 2027 with similar upgrades. For Line 12, replacement begins in 2028, targeting its five-car MF 67 trains with 22 new sets, while Line 3's rollout starts in 2031, completing the MF 67 withdrawals by the early 2030s. This sequenced approach allows for line-by-line optimization, including infrastructure adaptations like platform adjustments. The withdrawal process is managed gradually to maintain service reliability, involving pre-service testing phases for each MF 19 batch—such as dynamic trials, system integration, and driver training—before progressive integration into operations. As MF 67 units are displaced, they are decommissioned and removed from active duty, with RATP handling the logistics of storage and disposal in line with environmental standards. This methodical substitution ensures that at least 50% of peak-hour capacity remains operational on each line during transitions.

Successor Models

The MF19 is the designated successor to the MF 67 trains on lines 3, 3bis, 7bis, 10, and 12 of the , developed by as part of a major fleet renewal program ordered by in 2019. These trains feature modular configurations, including 5-car articulated sets for main lines (3, 10, 12) and 4-car sets for shuttle services on shorter routes such as Lines 3bis and 7bis. Designed for Grade of Automation 4 (GoA4) driverless operation where applicable, the MF19 supports future upgrades to fully automated systems on select lines. Key upgrades in the MF19 emphasize passenger comfort and , with an increased capacity of up to 590 passengers per 5-car set and ~420 per 4-car set, compared to earlier models. The trains incorporate energy-efficient LED lighting, refrigerated with reversible heating, and enhanced features such as wider doors and dedicated spaces for passengers with reduced mobility. Additional amenities include ergonomic seating, USB charging ports, and dynamic audio-visual information systems. The first MF19 train entered passenger service on Line 10 on October 16, 2025, following infrastructure preparations that began in 2022. Deployment will continue progressively on the remaining MF 67 lines, with Line 7bis in 2026, Line 3bis in 2027, Line 12 from 2028, and Line 3 in 2031, aiming for complete replacement of MF 67 by 2033. The MF19 is engineered for seamless integration with existing Paris Métro infrastructure, enabling direct replacement of older with minimal track or platform modifications required in most cases. This compatibility facilitates a phased transition without extensive overhauls to the network's legacy systems.

References

  1. https://metropolitor.fr/materiel/MF+67
  2. https://trainspo.com/model/2169/
  3. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-2
  4. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-12
  5. https://www.railwaygazette.com/metro/paris-metro-fleet-renewal-reaches-milestone-as-first-mf19-trainset-enters-traffic/69853.article
  6. https://amtuir.org/04_htu_metro_paris/cmp_1968_1983/cmp_1968_1983.htm
  7. https://www.karodaxo.fr/materiel-mf67/etudes-et-marches-mf65/
  8. https://ratp.histolab.fr/index.php/aub-bou
  9. https://all-andorra.com/mf-67/
  10. https://www.karodaxo.fr/materiel-mf67/les-modifications-et-les-renovations/
  11. https://www.railpassion.fr/materiel-actualites-rp/le-materiel-du-metro-parisien-en-pleine-mue-1re-partie/
  12. https://en-academic.com/dic.nsf/enwiki/3127832
  13. https://www.karodaxo.fr/materiel-mf67/les-differentes-series-du-mf67/serie-a/
  14. https://www.karodaxo.fr/materiel-mf67/generalites/
  15. https://www.karodaxo.fr/materiel-mf67/le-mf67-ligne-par-ligne/ligne-2/
  16. http://www.amutc.fr/pdf3/MET_Petite_Histoire_materiel_Metro.pdf
  17. https://www.symbioz.net/index.php?id=12
  18. https://presse.iledefrance-mobilites.fr/?p=26517
  19. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-7
  20. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-9
  21. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-10
  22. https://www.techno-science.net/glossaire-definition/Ligne-5-du-metro-de-Paris-page-2.html
  23. https://structurae.net/fr/ouvrages/ligne-12-du-metro-de-paris
  24. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-7bis
  25. https://www.ratp.fr/en/discover/out-and-about/culture/history-metro-line-5
  26. https://www.iledefrance-mobilites.fr/dossiers/decouvrir-le-mf19
  27. https://www.ratp.fr/en/mf19-next-generation-metro
  28. https://www.alstom.com/press-releases-news/2019/11/alstom-bombardier-consortium-awarded-contract-renew-metros-ile-de-france-region
  29. https://www.alstom.com/press-releases-news/2024/3/alstom-receives-additional-order-103-mf19-new-generation-metros-modernise-paris-region-network
  30. https://www.alstom.com/press-releases-news/2025/10/mf19-alstoms-new-generation-metro-welcomes-its-first-passengers-line-10-paris-metro
  31. https://www.sortiraparis.com/en/news/in-paris/articles/335219-transport-paris-dates-new-trains-old-metros
  32. https://www.ratp.fr/en/discover/coulisses/network-modernisation/metro-line-10-works
  33. https://www.iledefrance-mobilites.fr/en/actualites/metro-mf19-roule-ligne-10
  34. https://www.railjournal.com/passenger/metros/new-metro-train-for-paris-unveiled/
  35. https://www.travelandtourworld.com/news/article/alstom-transforms-paris-metro-with-the-introduction-of-the-mf19-on-line-10-setting-new-standards-for-efficiency-and-comfort/
  36. https://www.railwaypro.com/wp/first-mf19-metro-train-enters-service-in-paris/
  37. https://www.urban-transport-magazine.com/en/new-mf19-metro-for-paris-unveiled/
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