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Z 9606 in Saumur train station
Z 9606 in Saumur train station


  • Z 7301-7373
    Z 97381-97384
  • Z 7501-7515
  • Z 9501-7518
    Z 99581-99582
  • Z 9601-9636
  • Z 11501-11522


  • 2001-2022
Number: SNCF 168, CFL 22
Manufacturer: Francorail, Ateliers de construction du Nord de la France (ANF)
Year of construction (s): 1980–1988 (SNCF)
1990–1992 (CFL)
Retirement: since 2011 (SNCF)
Axis formula : Bo'Bo '+ 2'2'
Gauge : 1435 mm ( standard gauge )
Length over buffers: 50,200 mm
Height: 4,300 mm
Width: 2,848 mm
Trunnion Distance: 17,850 mm (railcar)
18,250 mm (control car)
Bogie axle base: 2,600 mm (motor bogie)
2,560 mm (running bogie)
Empty mass: 64 + 50 t (Z 7300/7500)
66 + 50 t (Z 9500/9600)
59 + 50 t (Z 11500, CFL 2000)
Top speed: 160 km / h
Continuous output : 1275 kW (direct current)
1200 kW (alternating current)
Driving wheel diameter: 1000 mm
Impeller diameter: 890 mm
Power system : 1500 V = (Z 7300, 7500, 9500, 9600)

25 kV 50 Hz ~ (Z 9500, 9600, 11500, CFL 2000)

Power transmission: Pantograph
Number of traction motors: 4 × TAB 676 B1, 750 V self-ventilated
Brake: electrical (resistance), pneumatic
Train brake: pneumatic
Train control : Crocodile , KVB (SNCF)
Memor II + , ETCS (CFL)
Train heating: electric
Operating mode: electric
Coupling type: Scharfenberg coupling
  • Omnibus type :
    127 2nd class
    24 1st class
  • Express type :
    119 2nd class
    32 1st class
Floor height: 1,250 mm

The type Z2 is a family of two-part electric railcars , which were procured in the 1980s by the French state railway SNCF and in the early 1990s by the Luxembourg Railway (CFL) in different designs for use in local traffic . Due to the high top speed of 160 km / h, they are also used for train runs over longer distances. The designation Z2 is derived from the designation system for French rail vehicles, where the code letter Z stands for electric local railcars, to which a 2 has been added for two-part .


Towards the end of the 1970s, the SNCF wanted to purchase new electric railcars, on the one hand to replace older electric vehicles, some of which were still from the 1920s, and on the other hand to replace the previous diesel vehicles on newly electrified lines. The decision was made to use a fast, two-part multiple unit in a lightweight steel construction that was designed to meet the increased demands for comfort. The procurement took place via the consortium Francorail , an association of the larger French railway suppliers Alsthom , ANF , De Dietrich , Carel et Fouché, Jeumont-Schneider, MTE and TCO . Between 1980 and 1988, 168 trains in five different variants were delivered to the SNCF, and the CFL received a further 22 vehicles between 1990 and 1992.



A multiple unit consists of two parts: a four-axle multiple unit driven on all axles and a non-powered control car, each with a driver's cab . At the ends of the car without a driver's cab, both vehicles are coupled together and connected by a pedestrian crossing. The railcars and control cars each have two single-leaf swing-sliding doors on each longitudinal side of the type of the French standard car of the VSE type, access is possible from the outside via three steps. Type Y 32 bogies were used as running bogies. At the ends of the driver's cab there are normal, very wide buffers as bumpers and in between automatic Scharfenberg couplings with electrical contact strips attached above and air couplings attached below.

inner space

The driver's cabs have no outside doors, access is only through the front passenger compartments. Glass sliding doors that are pneumatically operated by hand levers are installed between the large rooms and the entry areas and to separate the first and second class. In contrast to the earlier built local railcars, which were still equipped with seats in a 2 + 3 arrangement, the seats of the Z2 were installed for the first time in a 2 + 2 arrangement in large rooms with a central aisle. The original second-class seats on the trains of the SNCF were upholstered with yellow ocher synthetic leather, while the first-class seats were upholstered with red fabric. On the CFL trains, the second class seats were also upholstered ex-works. The first class is in the railcar, the control car is completely reserved for the second class. The windows on one side of the car in the passenger compartments can be opened by about 20 cm using a crank drive; a disc at an angle on the inside diverts the wind and prevents leaning out. The windows on the opposite side of the vehicle are fixed and cannot be opened. Above the windows there are luggage racks made of metal along the sides of the car. The railcars of the SNCF have a luggage compartment; the CFL waived this. A toilet cabin is built into the control car at the entrance area at the close coupling end.

Electrical equipment

All Z2 variants are driven by four self-ventilated DC motors of type TAB 676 B1 on all axles of the railcar. The two motors of a bogie are permanently connected in series. For cost reasons, it was decided to design the electrical equipment similar to that used in the Z 5300 series railcars . The vehicles for the direct current network and the two-system vehicles are therefore controlled via conventional starting and braking resistors, which are housed in the long roof structures on the railcar. Only the single-system AC vehicles received a modern thyristor control and therefore significantly smaller roof structures. The single-arm pantograph for the direct current network with 1950 mm wide rocker and quadruple contact strips is mounted on the railcar, the one for the AC network with 1450 mm narrow rocker and double contact strip is located on the control car. Multi-system vehicles are equipped with both pantographs. The control allows multiple traction of up to three units.

Equipment variants and modernization

In general, a distinction was made between the Omnibus and Express variants . It was only a matter of differences in the interior fittings: In the omnibus type , all passenger seats were arranged in compartment form and fewer first-class seats were installed. In the Express type , the seats were partly arranged in rows and had folding tables in the backrests, and there were more first-class seats. The SNCF assigned the Omnibus and Express variants to different series.

At the turn of the millennium, numerous Z2s were modernized. The synthetic leather upholstery in the second class was consistently replaced by fabric upholstery, some new seats were installed or the arrangement of the seats and the ratio of the seats between first and second class were changed. This also meant that the main difference between the equipment variants Omnibus and Express became obsolete, but the assignment to the various model series was not changed. The extent of the modernization depended on the customer, the TER company in the respective region. Some Z2s have also been retrofitted with air conditioning. During the modernization, the CFL railcars were retrofitted with digital destination displays in the passenger compartments and on the long sides.


SNCF Z 7300 type omnibus for direct voltage 1.5 kV

Between June 1980 and December 1984, 75 trains of this type were delivered and formed the largest group in the Z2 series . 71 trains were procured from the SNCF (Z 7301–7350 and Z 7353–7373). The regions Midi-Pyrénées and Languedoc-Roussillon each purchased two additional trains, which were initially classified as Z 97301-97304 with a 9 in front of them, later renumbered as Z 97381-97384 to avoid the same ending numbers. In 2015, a new train was put together: the Z 7343 railcar, which had already been decommissioned and whose control car had been damaged in an accident, was put back into operation after a year of stoppage with the ZR 17364 control car, whose railcar had had an accident. This is the only new composition of a Z2 unit so far.

The retirement of the Z 7300 began in December 2011. In June 2018, 41 trains were still in use, which were distributed as follows:

  • 15 trains at TER Center
  • 12 trains at TER Languedoc-Roussillon
  • 14 trains at TER Midi-Pyrénées

SNCF Z 7500 type Express for direct voltage 1.5 kV

Between June 1982 and January 1984, 15 trains were put into service as Z 7501 to 7515.

The first five trains of the Z 7500 series were decommissioned in December 2016, until June 2018 only the three trains Z 7504, 7508 and 7514 were still in use at TER Languedoc-Roussillon.

SNCF Z 9500 type Express for direct voltage 1.5 kV and alternating voltage 25 kV 50 Hz

Z2 two-system railcar Z 9517 of the SNCF in the Swiss station Genève-Eaux-Vives , 1990

With the exception of the design for the two French power systems, the Z 9500 are similar to their sister vehicles of the type Z 7500. The prototype Z 9501 went into operation in February 1982, and another 19 trains were put into service between August 1982 and September 1983. The trains procured by the SNCF have the numbers Z 9501 to 9518. The first two series vehicles delivered were procured directly by the Franche-Comté region and initially classified with a 9 in front as Z 99501 and 99502, in October 1990 to avoid the same ending numbers Z 99581 and 99582 redrawn.

So far only three units have been retired. Seventeen trains were still in use in June 2018:

  • 4 trains at TER Franche-Comté
  • 13 trains at TER Rhône-Alpes

SNCF Z 9600 type Omnibus for direct voltage 1.5 kV and alternating voltage 25 kV 50 Hz

36 trains of this series were delivered to the SNCF between January 1985 and September 1986 under the numbers Z 9601 to 9636, with the same equipment as the DC multiple units of the Z 7300 series. The units Z 9612 and Z 9626 became an exhibition train in Thionville in spring 2017 Train du Climat 2017 rebuilt and presented for the first time from May 21 to 23, 2017 at Paris-Austerlitz station . As a traveling exhibition, they will stop in various French cities from the end of 2017 to 2019.

The first trains were shut down in May 2015, by June 2018 more than half of them were already decommissioned and 15 trains were still in service:

  • 4 trains at TER Franche-Comté
  • 9 trains at TER Rhône-Alpes
  • 2 trains as the Train du Climat exhibition train

SNCF Z 11500 type omnibus for alternating voltage 25 kV 50 Hz

As the last series, the SNCF put twenty-two trains in service in north-eastern France between December 1986 and May 1988, which are only designed for the AC system. They were numbered as Z 11501 to 11522 and were assigned to the Dépot Thionville for assignments at TER Alsace, Lorraine and Champagne-Ardennes. In contrast to the other types, the AC trains were equipped with a modern thyristor control. Although there would have been enough space on the railcar, the pantograph is located on the control car, as with the two-system trains. The vehicles were concentrated at TER Lorraine in December 2016. Six trains were decommissioned in December 2017, so that sixteen trains are still in use.

CFL Série 2000 type omnibus for alternating voltage 25 kV 50 Hz

Two Z2 of the CFL in the original form of lettering, 1994 at Colmar-Berg
Z 2022 of the CFL in the current version of the lettering in the Luxembourg depot (2008)

From the mid-1980s to the turn of the millennium, all passenger rail lines in Luxembourg were electrified, and regular services and low fares were introduced. For these extended services, the CFL needed modern electric locomotives. The type Z 11500 already known from France was used, 22 of which were ordered for the CFL without any major changes. Only the installation of a luggage compartment was omitted in Luxembourg. The trains were delivered between 1990 and 1992. The railcars and control cars have the same company number; they were added to the CFL vehicle fleet from 2001 to 2022. The railcar of the 2003 train was destroyed in an accident in 1997 and replaced by a replica, which is used again with the 2003 control car under this number. In contrast to the SNCF, the CFL occasionally couple units from multiple units and control cars of different sets together during lengthy maintenance work on individual wagons. Such combinations are broken up again when both cars in a unit are available. All 22 trains are still in use by the CFL.


Original name

Depending on the variant, the railcars of the SNCF are grouped into different series. Their designation consists of Z (code letter for electric railcars) and the serial number within the series, the control cars have ZRx and the same number with a preceding 1 (e.g. Z 9602 and ZRx 19602). In the CFL, both car parts have the same number (i.e. Z 2016 + ZRx 2016).

NVR numbers

With the introduction of the national vehicle registers, unique vehicle numbers were also assigned for the Z2 according to the UIC scheme. At SNCF and CFL these were written in addition to the previous numbers on the solebar. On SNCF trains, the first four digits of the eleven-digit number are 9487, followed by one to three zeros and the previous number. The control digit calculated from this follows after a dash:

  • F-SNCF 94 87 0007 512-0 for railcar Z 7512
  • F-SNCF 94 87 0017 512-8 for the control car ZRx 17512

On CFL trains, the first six digits of the eleven-digit number are 948200, followed by the previous number and a 1 for railcars or a 2 for control cars. The control digit calculated from this follows after a dash:

  • L-CFL 94 82 00 2018 1-2 for the railcar of the unit 2018
  • L-CFL 94 82 00 2018 2-0 for the control car of the unit 2018

Trains with names

Z9621 with coat of arms of the Pays de la Loire region

On numerous Z2, both the SNCF and the CFL, coats of arms and baptismal names of cities or regions from their respective area of ​​operation were affixed.


Most of the SNCF railcars were delivered with blue / gray side walls, red doors and red vehicle heads. After the founding of the TER system, the regions were able to choose their own color variants: In addition to the white basic color, vehicle heads, window strips and doors in yellow, red, green or light blue (color TER-1986 ). In the course of modernizations and main inspections, the regional colors were removed from the turn of the millennium and replaced by the new TER color scheme introduced in 1998 with silver-gray side walls, dark gray ribbon windows, dark blue roof edge and dark blue vehicle heads. This color scheme has since been applied to almost all Z2s, but is often supplemented by regional stickers. Only TER Languedoc-Roussillon and TER Rhône-Alpes use other designs on their Z2. With the end of the operations at TER Pays de Loire, the colorful Z2s in this region have meanwhile been switched off. The Z2 of the CFL have remained unchanged since their delivery with white car bodies, red-brown vehicle heads and longitudinal stripes as well as yellow doors and yellow contrasting surfaces around the front windows. Only the arrangement of the CFL logo and the vehicle numbers has changed over the years.


The SNCF's Z2s were used on most electrified routes in France, with the exception of the greater Paris area. In the beginning they were used in particularly high-quality services, e.g. B. as a feeder to the then new TGV . With their high top speed of 160 km / h, they are particularly suitable for long train runs on main lines. Initially, the Z 11500 also ran across borders to the neighboring country of Luxembourg and individual trains were temporarily leased to CFL. Operations in double traction with Luxembourg vehicles of the same type also occurred. With the delivery of the TER 2N NG railcars and the introduction of the Memor II + train protection system , the operations in Luxembourg ended.

The Luxembourg Z 2000 is used throughout the country, with the exception of the Luxembourg – Kleinbettingen line, which is electrified with 3 kV direct current. They still go abroad to Athus in Belgium, before they also came to Thionville and Metz in France. Since the KVB train control system has been required for operations in France , the CFL 2000s no longer come into the SNCF network. A domain of the 2000s is the shuttle traffic on the short branch routes Noertzange – Rumelange , Bettembourg – Volmerange , Esch / Alzette – Audun-le-Tiche , Ettelbrück – Diekirch and Kautenbach – Wiltz . With the acquisition of modern double-decker trains of various types, the number of deployments in the 2000s has decreased, especially on Sundays and public holidays.


With the increasing number of new TER 2N NG and Régiolis railcars , the Z2 migrated to subordinate services in many regions of France and were completely withdrawn from some regions. The retirement began in 2011. Initially, only unmodernized trains were retired, but modernized vehicles of all French designs are now also affected by the retirement. The Luxembourg Z 2000s are still completely available.




  • Olivier Constant: Les automotrices Z2, Les Z 7300/7500/97300, 9500/9600/99500, 11500 SNCF, 2000 CFL . In: Le Train Spécial . No. 31 . Ed. Publitrains, March 2002, ISSN  1296-5537 .
  • Author collective: CFL SÉRIE 2000: Automotrices électriques doubles De Dietrich type Z 2 . In: Études et Documentation Ferrovaires . No. 2, 7 . GEDF Luxembourg.

Web links

Commons : SNCF Z2 series  - collection of images, videos and audio files
Commons : CFL Series 2000  - collection of images, videos and audio files

Individual evidence

  1. Scheme drawing of the Z2. (PDF) CFL, accessed on September 13, 2017 (French).
  2. List of Z 7300. (PDF) Trains du Sud-Ouest, accessed on June 27, 2018 (French).
  3. List of Z 7500. (PDF) Trains du Sud-Ouest, accessed on 27 June 2018 (French).
  4. List of the Z 9500. (PDF) Trains du Sud-Ouest, accessed on June 27, 2018 (French).
  5. SNCF: Press release on the presentation of the Train du Climat. SNCF, March 21, 2017, accessed on September 13, 2017 (French).
  6. List of the Z 9600. (PDF) Trains du Sud-Ouest, accessed on June 27, 2018 (French).
  7. List of Z 11500. (PDF) Trains du Sud-Ouest, accessed on June 27, 2018 (French).