To convert the Ethiopian railway to diesel locomotives, the Compagnie de Chemin de Fer Franco-Ethiopien de Jibuti à Addis Ababa originally planned to procure six double locomotives. These were to come from the Swiss Locomotive and Machine Works in Winterthur, but the order was changed to twelve single locomotives. This number was originally to be divided into five express locomotives of the series V (voyageurs) and seven freight locomotives of the series M (marchandises). After the number of express locomotives had already been reduced to one, it derailed during the first test runs. Since it was concluded that higher speeds could not really be achieved with the meter gauge tracks that had been laid, this locomotive, like the other eleven, was ultimately handed over as a freight locomotive.

In order to still be able to use it in front of passenger trains, the power transmission had to be converted to a different ratio in the workshop with relatively little effort. As a result, top speeds of 65 or 90 km/h could be achieved with different tractive forces, as required. In order to comply with the maximum axle load of only eight tonnes, the bogies were each equipped with a carrying axle. The locomotives were specially equipped for operation in extremely different environmental conditions, from the coast to an altitude of over 2,300 meters and under dusty conditions. In addition to special air filters for the engine room and the cab, this also included a device for maintaining positive pressure in the interior to keep dust out. Since there are often obstacles in the form of animals or other objects on these routes, the front was designed to be particularly robust with a large cowcatcher. The carrying axles were removed from 1963 and the axle load increased to 12.5 tonnes, since the tracks had been reinforced in the meantime.

For operation with the Egyptian National Railways, Henschel secured itself the license rights from EMD to build diesel locomotives based on the F-series. Like these, Henschel built the locomotives with the so-called “Bulldog Nose”, but with a driver's cab at each end. As with the American models, the three-axle bogies only had two traction motors. The Henschel locomotives were thus similar to the Norwegian NoHAB diesels in terms of their origin and appearance.

The first model in the series was the KK16, of which 13 were built in 1957. It was designed as a freight locomotive and was primarily intended to haul ore trains through the Nile Valley. EMD had previously supplied the G8s to Egypt, which were powered by an eight-cylinder 567-series two-stroke diesel. The KK16 received two of these engines, each with 910 hp, and was compatible with the G8 in multiple operation.

After the 13 class KK16 freight locomotives, ENR ordered 38 passenger locomotives from Henschel, which in turn were developed based on EMD technology. In contrast to the predecessors, these locomotives only received an engine from the 567 series from EMD, which here had 16 cylinders and delivered 1,950 hp. One motor reduced the length of the locomotive by about two meters. The three-axle bogies were still equipped with two traction motors and a carrying axle. They were designed for a top speed of 120 km/h and were 20 tonnes lighter than the KK16.

After the classes KK16 and AA16, the Egyptian National Railways ordered another 70 diesel locomotives from Henschel, which were again built under license from EMD. They were to be used for light passenger service and were therefore designed with a lower weight. The 567 series engine here had twelve cylinders and delivered 1,425 hp. In this case, four axles were enough, all of which were powered. Since high speeds were not used in lighter service, the maximum speed of 100 km/h was even lower than that of the KK16 freight locomotive. With a total length of almost 19 meters, these locomotives were the shortest of their sister series.