Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Dual-current version of SNCF's CC 6500 locomotives, this small series of 4 locomotives registered CC 21001 to CC 21004 are assigned to the Dijon-Perrigny depot to be used mainly on the Paris-Dijon-Vallorbe axis to tow fast and express trains including the Trans-Europ-Express “Cisalpin”. Like the CC 6500 locomotives, they receive the "Grand Confort" livery based on red and gray underlined by an orange strip.

The CC 21003 delivered to the SNCF in 1974, took part in 1977 in a test campaign in the United States of America under the registration X 996 AMTRAK with the specific DC equipment removed. After testing and returning to France, she was returned to type. Faced with competition from the three-current TGV trainsets in Paris-Lausanne and Bern, the 4 CC 21000 locomotives had their equipment dedicated to 25 kV alternating current definitively removed between 1995 and 1996. They were then renumbered CC 6575 to CC 6578 on this occasion. These 4 locomotives were canceled between 2005 and 2007.

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed by the DEA (Division de Etudes Autorails) of the SNCF, the RGP 2 (Rames à Grand Parcours bimoteur) are equipped with 2 Renault type 517 engines developing 300 HP at 1500 rpm, the same type of engine that is also found on the X 3800 and X 2400 railcars. Built in 20 copies from 1954 to 1955, the RGP2 are composed of an X 2700 power car and a XR 7700 trailer equipped with a driver's cab, the whole constituting a non-deformable unit in normal service. The RGP2 can be coupled with each other and with the RGP1. They receive an olive green and cream livery, very different from the red and cream livery of the other railcars being delivered, which will earn them the nickname of "green lizards". Fast and comfortable, the RGP2 are used on direct connections between big cities on long routes, and on some international connections to Geneva, Cerbere or Frankfurt. Less fast than the single-engine RGP1s, which benefited from progress in the fields of motorization (825 HP MGO diesel engine) and transmissions, the RGP2s slowly lost their assignment on many long-distance trains to the benefit of the RGP1s alone. The RGP2s were gradually regrouped in Bordeaux and assigned to less prestigious regional services, before being withdrawn from commercial service in 1986. Characteristics : - 5-pole motor with flywheel included in the power car. Small footprint motorization, hidden under the interior layout - axles with the original wheel profile - Interior lighting of the power car (X 2700) and the trailer (XR 7700), can be controlled in digital mode if equipped with a digital decoder - All front and rear lights (warm white LED and red LED) are switched on according to the direction of travel in analog mode, front and rear lights can be switched on independently in digital mode if equipped with a digital decoder - Short coupling mechanism at the rear of the vehicle and at both ends of the trailer - NEM 362 coupler boxes at both ends of power unit and trailer - 21-pin MTC digital interface jacks (NEM 660) installed on power unit and trailer - Digital sound versions (HJ2418S/19S/20S/29S) are equipped with "sugar cube" speakers for perfect sound quality - All parts are pre-installed. The front end of the power unit is equipped with a dummy screw coupling and brake line hoses - The end of the trailer, on the driver's cab side, can be equipped with a bellows to connect to another railcar coupling X 2700 - Length without buffers (motor + trailer): 605 mm - Minimum curve radius: 356.5 mm

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

Designed as the universal locomotive capable of pulling a 750 ton passenger train at 200 km/h with a 2 mm/m ramp or a 2000 ton freight train with an 8 mm/m ramp under the two types of electrical power available in France (1. 5 kV direct current and 25 kV 50 Hz alternating current), the BB 26000 marks a renewal in the SNCF's electric locomotive fleet, both technically, with the adoption of synchronous motors instead of series direct current motors, and aesthetically, with a more aerodynamic body than those of the previous generation of locomotives known as "broken noses" (CC 6500 and BB 7200/15000/22200).Built in 234 units between 1988 and 1998, the 5600 kW power of the BB 26000 or SYBIC (acronym of Synchrone Bicourant) locomotives allows them to be used rapidly for the traction of passenger trains at 200 km/h on the TER200 services in Alsace (Strasbourg-Mulhouse-Bâle) and InterLoire (Orléans-Tours-Nantes), then on the Paris-Orléans-Limoges-Toulouse and Paris-Cherbourg axes. The SYBICs are also used for the traction of freight trains between the North-East and the South-East, allowing the SNCF to write off older electric locomotive series (CC 7100, BB 8100, BB 9400, BB 12000, BB 13000, CC 14000 and CC 14100). All BB 26000 were originally painted in a 2-tone gray livery with an orange stripe on the end faces and top of the body. BB 26172 in "Carmillon" livery is in the collection of the Cité du Train museum in Mulhouse.BB 26212From the BB 26188 onwards, the SYBICs received, in compliance with European regulations, a third front light to avoid confusing them with a road vehicle. The "Cap" logo, which appeared in 1995, is always positioned on the right. The BB 26212 was put into service on October 17, 1996.

The BB 12000/13000 locomotives are intended for mixed freight and passenger service, while the CC 14000/14100 locomotives are reserved for heavy freight traffic with a maximum speed of 60 km/h.The external appearance of all these locomotives is unified with a single driver's cab in a central position surmounted by two pantographs, and two removable engine hoods of tapered shape facilitating access to the switchgear. The driver's cab can be used in both directions of travel, allowing manual control of equipment and simplifying wiring. Two chassis (one for the CC and one for the BB), two types of bogies (one for the CC and one for the BB) despite different engines, an unusual blue livery for locomotives, give a common family look to all these locomotives which are nicknamed "iron", or more rarely "ham cutter" because of the shape of the traction manipulator resembling the ham cutter disc that was found in the butcher shops. The BB 12055 built by Alsthom for the mechanical part and Schneider-Westinghouse for the electrical part, was delivered and put into service on July 27, 1958 at the Thionville depot. She was successively assigned to the Mohon depot in April 1959, then to the Lens depot in September 1979, and again to the Mohon depot in May 1983 before her last assignment to the Lens depot in September 1993. She was written off on March 25, 1994 after having covered 4 271 818 km.

The BB 12000/13000 locomotives are intended for mixed freight and passenger service, while the CC 14000/14100 locomotives are reserved for heavy freight traffic with a maximum speed of 60 km/h.The external appearance of all these locomotives is unified with a single driver's cab in a central position surmounted by two pantographs, and two removable engine hoods of tapered shape facilitating access to the switchgear. The driver's cab can be used in both directions of travel, allowing manual control of equipment and simplifying wiring. Two chassis (one for the CC and one for the BB), two types of bogies (one for the CC and one for the BB) despite different engines, an unusual blue livery for locomotives, give a common family look to all these locomotives which are nicknamed "iron", or more rarely "ham cutter" because of the shape of the traction manipulator resembling the ham cutter disc that was found in the butcher shops. The BB 12055 built by Alsthom for the mechanical part and Schneider-Westinghouse for the electrical part, was delivered and put into service on July 27, 1958 at the Thionville depot. She was successively assigned to the Mohon depot in April 1959, then to the Lens depot in September 1979, and again to the Mohon depot in May 1983 before her last assignment to the Lens depot in September 1993. She was written off on March 25, 1994 after having covered 4 271 818 km.

The BB 12000/13000 locomotives are intended for mixed freight and passenger service, while the CC 14000/14100 locomotives are reserved for heavy freight traffic with a maximum speed of 60 km/h.The external appearance of all these locomotives is unified with a single driver's cab in a central position surmounted by two pantographs, and two removable engine hoods of tapered shape facilitating access to the switchgear. The driver's cab can be used in both directions of travel, allowing manual control of equipment and simplifying wiring. Two chassis (one for the CC and one for the BB), two types of bogies (one for the CC and one for the BB) despite different engines, an unusual blue livery for locomotives, give a common family look to all these locomotives which are nicknamed "iron", or more rarely "ham cutter" because of the shape of the traction manipulator resembling the ham cutter disc that was found in the butcher shops. The BB 12055 built by Alsthom for the mechanical part and Schneider-Westinghouse for the electrical part, was delivered and put into service on July 27, 1958 at the Thionville depot. She was successively assigned to the Mohon depot in April 1959, then to the Lens depot in September 1979, and again to the Mohon depot in May 1983 before her last assignment to the Lens depot in September 1993. She was written off on March 25, 1994 after having covered 4 271 818 km.

The BB 12000/13000 locomotives are intended for mixed freight and passenger service, while the CC 14000/14100 locomotives are reserved for heavy freight traffic with a maximum speed of 60 km/h.The external appearance of all these locomotives is unified with a single driver's cab in a central position surmounted by two pantographs, and two removable engine hoods of tapered shape facilitating access to the switchgear. The driver's cab can be used in both directions of travel, allowing manual control of equipment and simplifying wiring. Two chassis (one for the CC and one for the BB), two types of bogies (one for the CC and one for the BB) despite different engines, an unusual blue livery for locomotives, give a common family look to all these locomotives which are nicknamed "iron", or more rarely "ham cutter" because of the shape of the traction manipulator resembling the ham cutter disc that was found in the butcher shops. The BB 12055 built by Alsthom for the mechanical part and Schneider-Westinghouse for the electrical part, was delivered and put into service on July 27, 1958 at the Thionville depot. She was successively assigned to the Mohon depot in April 1959, then to the Lens depot in September 1979, and again to the Mohon depot in May 1983 before her last assignment to the Lens depot in September 1993. She was written off on March 25, 1994 after having covered 4 271 818 km.