The BB 16500 was the first locomotive from the “BB Alstom” family. Despite its output of only 2,580 kW, it was built in large numbers in order to get enough locomotives for the new 25.000 Volt power system. Like many of its successors, it had bogies with only one traction motor each and a two-speed gearbox for freight and passenger trains. With these, a top speed of 100 or 140 km/h is achieved with different tractive efforts. They were retired between 2002 and 2011.

The BB 20200 was a member of the “BB Alsthom” family that was intended for mixed traffic across the borders with Germany and Switzerland. They were created by taking 13 BB 25500 from the production line and adding the equipment needed for operation under 15 kV and 16⅔ Hz. The basic locomotives were already capable of operation under 25 kV 50 Hz and under 1.5 kV DC. This also meant that these locomotives had monomotor bogies which could be switched between a top speed of 90 and 140 km/h while stationary. All locomotives were equipped for push-pull operations and double-heading. As their short bogie wheelbase led to bad running characteristics at speed, they were almost always used in freight service and rarely in passenger service. Another downside was that they only delivered 1,660 kW on 15 kV, compared to 2,940 kW at 25 kV. The last ones were retired in 2006 and BB 20210 is being preserved in the “Cité du Train” at Mulhouse.

The BB 22200 is a dual-system mixed traffic locomotive from the “Nez cassé” family built from 1976. As it combines the roles of the BB 15000 on the AC network and the BB 7200 on the DC network, it was numbered with the sum of both classes. The bogies are the same ones which are also being used in its sisters and the top speed is also 160 km/h. In AC mode it delivers 4,140 kw, what is slightly lower than the 4,300 kW of the BB 15000. Under 1,500 V DC the power being reduced to 4,040 kW, what is the same as for the BB 7200.

Since the bogies had already been designed for 180 km/h, one locomotive was rebuilt to 200 km/h with small changes in 1980. This was a success and ten more were delivered with a top speed of 200 km/h. On the other hand, 68 locomotives were re-geared for 100 km/h to be used in freight service only at the same time, but later reverted to 160 km/h. In 1994, nine were modified for use in the Channel Tunnel until the BR class 92 was ready. As late as in 2006, SNCF started to equip a total of 66 with push-pull controls. Withdrawals in considerable numbers started in 2012, but by late 2024, around 150 were still in service.

BB 25150 designates a total of 45 four-axle electric locomotives built in three batches between 1967 and 1977. They were equipped for both systems used in France, 25 kV AC and 1.5 kV DC. While they delivered 4,130 kW when running under AC, they only made 3,400 kW under DC due to the lower voltage. Like the earlier BB 25100, they had a top speed of 130 km/h, as opposed to the 160 km/h of the BB 25200. In 2003, four were actually rebuilt to BB 25200, while the withdrawals of the remaining locomotives started in the same year. After withdrawals had been completed in 2011, only BB 25188 is being preserved and operational.

The class BB 7200 locomotives are representatives of the generation with the distinctive nose shape with “Nez cassé”. They were the last pure DC locomotives in France and at the same time the first DC locomotives with automatic load control. They have bogies with only one traction motor each and were built with gear ratios for different speeds. In addition to the 160 km/h multi-purpose variant and the 100 km/h freight variant, three locomotives were built for 200 km/h. In 2015, the first were retired after being replaced by the Alstom Prima.

The CC 40100 was a series of ten heavy four-system express locomotives built for the SNCF between 1964 and 1969. They were capable of all common AC and DC systems in Europe, but were mostly only used for service between Paris and Belgium. Externally they featured the “Nez cassé” by Paul Arzens. Six type 18 locomotives of the Belgian State Railways were virtually identical to the CC 40100.

Like other French locomotives, the three axles on each bogie were powered by a single traction motor with two gear ratios which could be switched while stationary. Here, these were actually double motors which were located in a common casing. Depending on the gear, they could haul 900 tonnes with 160 km/h (99 mph) or 200 tonnes with 240 km/h (149 mph). Their service ended in 1996 with the introduction of the TGV Thalys.

The WAM-1 was the first AC electric locomotive in India. It was developed and built by the European 50 Hz Group and its name stands for “Wide gauge, AC, Mixed service, first generation”. The French electric locomotives from this period served as models, although production was also carried out by Krauss-Maffei and Krupp.

In parallel with the WAM-1, Indian Railways also ordered the WAM-2 and WAM-3 from Japanese manufacturers. The WAM-1 was mainly used by the Eastern Railway in the Ganges plain. The use in passenger service ended with the introduction of the new three-phase locomotives in the 1990s. After that, they were only used in front of freight trains and in shunting duties. In the meantime, all of them have been retired, only No. 20202 “Jagjivan Ram” being preserved.

Between 1975 and 1977, the Yugoslav State Railways received a total of 39 six-axle electric locomotives for passenger and freight trains from Alsthom. They shared many similarities with the French CC 6500, but had lower power and a lower top speed. In the 363, too, only one traction motor was used in each bogie, the gear ratio of which could be switched between 75 and 125 km/h when stationary. They were nicknamed “Brižita” after the French actress Brigitte Bardot and later all came to Slovenia.