From 1953, CKD developed the T 211.0 for light shunting service and works railways. It was a two-axle locomotive with a frame length of almost seven meters and a comparatively large cab. The cab door was usually at the rear, but on some locomotives it was on the sides of the cab. Even though all locomotives in this series were built for the standard gauge, they were designed for conversion to gauges between 600 and 1,676 mm. Power was delivered by the Tatra 111 A truck diesel with 165 hp, which had a displacement of 14.8 liters and twelve cylinders. The power was transmitted by a Mylius gearbox, which was already used in Czechoslovakia in the further development of a Reichsbahn railcar.

A total of 835 examples were built, which were also exported to a large number of countries. They were found not only throughout the Eastern bloc, but also in Egypt, India and Iraq. Between 1977 and 1995 almost all examples in Czechoslovakia were fitted with a new 200 hp Tatra 930.51 engine. These locomotives were designated T 211.1 and many of them are still in service today. They have been listed as class 701.3 since 1988, while those not converted are listed as class 700. Some of the modernized locomotives were converted to the gauge of 760 or 1,000 mm and designated as T 29.0 or class 701.9.

The T 334.0 was a medium shunting locomotive that was also known in the GDR. In 1957, CKD had built three prototypes with the 410 hp 12 V 170 DR engine, which went into series production from 1961 in a slightly modified form with a different hydraulic transmission. The other gearbox was used because it allowed a higher top speed of 60 km/h and at the same time offered a shunting gear for 30 km/h. In contrast to other shunting locomotives with axles mounted in the frame that were built at this time, the T 334.0 had no external connecting rods, but was driven directly on the axles by cardan shafts.

The first series of a total of 325 pieces was made directly by CKD until 1966. Of these, a total of 71 went to works railways in the GDR, for example to the chemical fiber combine Schwarza and the Maxhütte Unterwellenborn. A second series of 120 locomotives was made by SMZ in Dubnica between 1966 and 1968 and a third series of 131 pieces came by Turcianska strojarne n.p. in Martin between 1969 and 1973. The machines of the Czechoslovak State Railways were painted green and were therefore nicknamed “Rosnicka” (tree frog). From 1988 they were designated as class 710 and from 1995 they were fitted with new engines by the Czech State Railways, as the basic structure was still in very good condition. The latter became class 711. Some of the locomotives also remained in use on works railways and in other countries for longer.

In 1959, CSD had two diesel locomotives built by CKD for shunting service and occasional light line service. In contrast to most Czechoslovakian diesel locomotives, these had hydraulic power transmission and weighed only 46 tonnes. The gearbox allowed the top speed to be switched between 70 and 35 km/h. The driver's cab was in an elevated position roughly above the center of the locomotive. The longer hood essentially housed the power train, while the shorter hood housed the cooling system.

Since the prototypes tended to slip due to their low weight, the production locomotives were made ten tonnes heavier. They were manufactured by Turcianska strojarne in Martin from 1962. 113 examples were built for the state railway and 61 for private customers. Their nickname was “Karkulka” (Little Red Riding Hood) and from 1988 they were listed as class 725. It was phased out by 1992. The T 444.1 was derived from the T 444.0 and had steam heating for passenger cars.

The T 448.0 is a diesel-electric locomotive that was developed for shunting and light freight transport on short lines. Its structure is characterized by a cab, which is bordered by a long and a short, high hood. It is powered by a six-cylinder with 883 kW.

ČKD manufactured a total of 459 for the domestic market. Since there was also a great need for such locomotives among industrial companies in Poland, 161 more were built for the Polish market. For road service, the ČSD received the T 466.2, which was similar in design but eight tons lighter. To this day, many T 448.0s are in use, often by private operators and modernized.

From 1977, ČSD had a total of 453 diesel-electric locomotives of a type manufactured that ČKD had presented in 1973. In addition, 41 more were built for private railways. The locomotives have a six-cylinder engine with 1,200 hp and with a maximum speed of 90 km/h, can be used for shunting and light freight trains. Ten more T 466.3s were built in 1988, which are designed for steep sections and have dynamic brakes. The two sub-series have been known as the classes 742 and 743 since 1988 and are still used today in the Czech Republic and Slovakia. Two came to Congo in 2011, for which they were converted to Cape gauge. 

In 1963, CKD began supplying a diesel locomotive for heavy shunting and local freight trains, of which around 8,200 were ultimately built for several Eastern Bloc countries. They were designated ЧМЭ3 in the Soviet Union, which led to the nickname “Cmelak” (bumblebee) in Czechoslovakia. The CSD tested one locomotive in 1963 and decided to order more locomotives with adjustments to their own requirements.

The basic design of these locomotives corresponded to American road switchers. This means they had a supporting frame, narrower, taller hoods and a cab that was shifted towards one end. This layout was created at the request of the Soviet Union, since they had already received locomotives from ALCO in World War II. Like the American locomotives, they had a medium-speed diesel engine with a displacement of 163 liters and a turbocharger. In contrast to these, however, the cab was relatively well insulated and soundproofed.

Due to a lack of production capacity at CKD, the first production locomotives for the CSD were not made until 1967 at SMZ in Dubnica in what is now Slovakia. Around 120 examples were built there until 1969, when a new type of bogie suspension was developed. The modified variant was built a total of 324 times by 1972. The older ones were named T 669.0 and the newer ones T 669.1 to distinguish them. In 1977 and 1979, CSD received a T 669.0 each from CKD. A total of 25 of the two variants were built for the 1,520 mm broad gauge, which had to shunt freight trains from the Soviet Union weighing up to 4,000 tonnes in the east of the country.

The T 669.2001 was built with an engine that was set at 1,500 hp but later reset. When the numbering system was changed in 1988, the T 669.0 and T 669.1 were renumbered as the classes 770 and 771. In the Czech Republic, the CD retired the locomotives by 2005 because shunting locomotives of this size were no longer needed. The situation was similar in Slovakia, but the broad-gauge machines were still needed in the east, and they were also occasionally used after 2010. Others were sold to private customers and some were fitted with more modern engines.

The ČSD also bought the heavy Soviet M62 diesel freight locomotives. Between 1966 and 1979 they received a total of 599 of these locomotives, most of which were listed as T 679.1. In Czechoslovakia they were nicknamed “Sergei”. 25 were intended for cross-border traffic to the Soviet Union in today's Ukraine. These had a gauge of 1,520 mm and were designated T 679.5. Some of these were already converted to standard gauge in the 1970s. In the 1990s, they gradually became superfluous in Slovakia and the Czech Republic and were scrapped or sold, with a double-digit number coming to Germany. The last assignments for the ČD were in 2002.