Around 1960, as electrification progressed, the ÖBB required sufficiently powerful electric locomotives, especially for the southern railway. An hourly output of 3,500 kW at a top speed of 130 km/h were specified. Since there were bad experiences with the running characteristics of six-axle locomotives on winding mountain routes such as the Semmeringbahn, these requirements had to be met by a four-axle locomotive.

The electrics of the locomotives were produced by ELIN, BBC and Siemens, while the mechanical part came from Lokomotivfabrik Floridsdorf. The latter later merged into SGP Graz. The running gear, the frame and the roof structures were taken over from the class 1046. The power was transmitted via a modified Siemens rubber ring spring drive. The dynamic brake was designed as a new type of combined regenerative and resistance brake. 

The traction motors used in the 1042.0 initially caused problems, so new ones with an hourly output of 1,000 kW each were developed. These allowed 150 km/h and were used from the 61st locomotive built. The dynamic brake, which was now controlled by a thyristor, also had to be strengthened. This new variant was designated as class 1042.5 and was built until 1977.

From the mid-1990s, the fronts were redesigned as part of a repair, which was particularly evident in the lamps. 174 of the 177 newer units received push-pull train controls by 2001 and thus became the class 1142.

The 1142 was not only used in push-pull operation with CityShuttle and double-decker cars, but also in front of freight trains. Freight trains were also pulled double-headed and the 1142 was also used as pilot on the Semmering Railway. With increasing use of the Taurus, the 1142 were rarely needed in front of freight trains and some were retired. The unconverted 1042s were already retired in large numbers from 2002.

While the last 1042s were sold to Widmer Rail Services in Switzerland by 2012, the 1142 was increasingly needed again from 2013 because the class 1116 Taurus were used on new connections to Eastern Europe. Even after 2020, the 1142 is still being used in push-pull traffic, but will increasingly be replaced by CityJet sets. Their use is planned until 2028.

The Class 87 was developed as a development of the Class 86. The main differences included an increase in output to 5,000 hp, a top speed of 110 mph and a suspended power transmission. It was mainly used on the West Coast Main Line in front of express trains, but also in front of freight trains. In the 1980s, a more modern multiple control system was retrofitted, which also allowed the use of driving van trailers (control cars).

The class 90 was in turn a direct derivative and was originally intended to be designated class 87/2. After privatization in the 1990s, most of the locomotives went to Virgin Trains, where they were only used to haul express trains. After the decommissioning, which took place in the first decade after the turn of the millennium, many locomotives were sold to Bulgaria.

The SS8 is an electric express locomotive that was developed based on the two prototypes of the SS5. Like the SS5, it has four axles and 3,600 kW, and the regular top speed has been increased from 140 to 170 km/h. The power is controlled electronically using a thyristor. On June 24, 1998, the number 0001 set a Chinese speed record of 239.6 km/h (148.9 mph). 

The locomotives, which were built in series from 1997, were initially only used on the Jingguang route, which runs from Beijing to Guangzhou. Later, some locomotives were also used on a connection to Hong Kong, where they were initially replaced by type DF4 diesel locomotives due to feared damage to the catenary. Only after the pantographs had been adjusted with the help of the Kowloon–Canton Railway, the SS8 could be used again on this connection.

The SS9 is a six-axle electric locomotive that was introduced in 1998 to accelerate passenger traffic. It was the last Chinese electric locomotive with DC traction motors and later gave way for the HXN series with three-phase AC motors. With a top speed of 170 km/h, they are being used to haul heavy trains at speeds of 160 km/h. Starting in 1998, 43 SS9 of the original variant were built. Between 2002 and 2006, 171 more were built of an improved variant that is also being called SS9G. These not only have a new exterior design, but also many improvements in the field of basic structure, ventilation and modular design. A part of the locomotives got electric train supply, others still need generator cars.

The second generation of electric locomotives known as “BB Midi” consisted of the E 4100 and the E 4600. The E 4600 was intended for passenger service and had a longer gear ratio than the E 4100. It was therefore mostly used for passenger trains on the lines in the Pyrenees. They were designated BB 4600 by the SNCF and in the fifties, their number grew when a greater number of BB 4100 was rebuilt into the BB 4600 to use them for fast freight service. But after running fast with heavy trains had resulted in damage, some original or rebuilt BB 4600 were rebuilt back to BB 4100 to be used for slower freight trains. The last ones were retired in 1984.