Everything has begun in Prague...

... capital of Czechoslovakia - today capital of Czech Republic.
It was the time when a diesel-electric six-axle locomotive with a rating around 1000 kW was required, because steam engines should have been replaced in heavy shunting service and use on shunting gradients. Four-axle diesel locomotives haven't been sufficient for those special purposes. In addition to the Czechoslovak Ministry of Transport also the Soviet state railways have joined this requirement, not alone considering the fact that they have had already very good experiences with four-axle diesel-electric class ChME2, imported from Czechoslovakia.

So three prototypes were built at engine works CKD Praha in 1963, T669.0001 which was tested with the Czechoslovak state railways CSD and two locos ChME3 for test-operation by the Soviet state railways SZD, in which the ChME3 had been resident in depot Moskwa-Lublino.
T669.0001 had been equipped with bogies in standard gauge and pull and buffing gear whereas ChME3-001 and 002 have had a higher weight, broad gauge bogies and semiautomatic central couplers of Soviet type SA3.
During the testing period the locomotives showed their excellent service qualities, both the Czechoslovak T669.0 and the Soviet ChME3. As a result of that T669.0001 had been bought in 1966 by CSD, and both customers have placed orders for series production.
Short time afterwards Poland also ordered this locomotive for industrial railways, later Albania and even India, Iraq and Syria.

The locomotive is constructed in bonnet design with side footplates all around except the driver's cabin, which is placed between the hoods, out of the middle.
Under the longer hood is placed the drive unit, that is engine with main generator, also the cooling block. The shorter hood contains the accumulators.
The locomotive frame is situated on two three-axle bogies, each axle is driven by an electric traction motor.
In priciple all locomotives are similar, but of course there are some "regional" differences, depending on the countries where they are used. In addition to that the period of building the ChME3 lasted more than 30 years (1963-1994), so there was also a technical progress.
The typical (and lovable) details of the loco are the "wodka-railing" around the footplates as well as the barrel roof.

In the following the several variants are presented, sorted by countries.




CZECHOSLOVAKIA - CZECH REPUBLIC - SLOVAKIA


...where all T669-variants originate in.
Due to the huge series production, in which the lion's share was delivered to Soviet Union, production capacity at CKD Praha was lacking at that time. As a reason of this nearly the complete T669-fleet both for CSD and industrial railways was produced at engineering works Strojarske a metalurgicke zavody (SMZ) Dubnica nad Vahom (Slovak part of CSSR, today Slovakia).
According to the Soviet class name ChME3 the locomotives got their nick-names "Cmelak" in Czech and "Cmeliak" in Slovak language, which means "bumble-bee".
A Czechoslovak speciality has its roots also in Dubnica nad Vahom - class T669.1/771. In 1968 the damaged T669.0082 was equipped with a new suspension system. An equalizer as well as a mechanism for balancing axle loads lead to an increase of adhesion around 8% when using the maximum tractive power. SMZ works delivered also twelve broad-gauge locomotives class T669.50/771.8. In priciple they are the same as class T669.1/771 differing only in 1524 mm gauge and semiautomatic central coupling of Soviet type SA3. Three of them were rebuilt into standard-gauge locos, the others are still in service in these days shunting on the East-Slovak broad-gauge tracks near the Ukrainian border.
One more speciality coming from SMZ is "Super-Cmelak" 771 701. This locomotive has the same motor, but as far as known due to higher supercharging it supplies more power like it is usual at class 749/751/752.
At the begin of the 1970s SMZ engineering works finished the production of locomotives. So it was necessary to order further locos needed later at CKD Praha where still the series production for USSR was running on a large scale. Between export-series CKD delivered some T669s to different industrial railways - both 1435 mm and 1524 mm gauge - as well as ten other broad-gauge locomotives to CSD.
The history of the "Cmelaks" of the Czechoslovak state railways and of the industrial railways can't be described as incoherent. Not alone coming from the same producers there were also some exchanges. So some CSD-locos had been sold to industrial railways and vice versa (see stock lists).

On 1 January 1993 Czechoslovakia was divided in Czech and Slovak Republic - and so did the CSD, at that time CD and ZSR were founded.

In Czech Republic the classes 770 and 771 are more and more on the decline, especially with train-services. But also the shunting-services are going to be replaced by other locomotives increasingly. Some of the withdrawn 770/771 were sold to S.B.D.T. Guinea (Western Africa) which they reached via an adventurous voyage (see paragraph Guinea). In the meantime several locomotives of industrial railways were equipped with a new diesel motor built by Caterpillar. Another one, 770 501 from coalmining company DNT will be modernized completely, it was planned to renumber it with 774 701, but in spite of a completely new driver's cabin and a lot of other reconstructions this loco is still running with "old" number 770 501.

In Slovakia the prospects are certainly better, ZSR-770/771 have partly taken the services of class 781 (former class T679.1, imported from Soviet Union, like German class 120/220). So at the moment it still can't be done without the "Cmeliaks".
A complete change - not only technical but also visible - resulted from the reconstruction of some 771s into class 773. Only the frame and the bogies of class 771 are used, the rest is built up new. So far ten locomotives clas 771 have been rebuilt into 773 (see table below), more will follow. One more modification, 772 001, is likely just a study of design - looking more like an UFO than a locomotive ... 771 057 was "donator" for that.

773built up from
773 001771 095
773 002771 140
773 003771 013
773 004771 177
773 005771 144
773 006771 176
773 007771 125
773 008771 073
773 009771 199
773 010771 ???

Since 1 February 2000 VSZ Kosice is the first private operator on Slovak state railways' tracks. Lime trains run between Turna nad Bodvou and Haniska pri Kosiciach hauled by VSZ-770 501, 511 or 535 (the last one still with Soviet export colour scheme.
Another interesting change in the life of the Slovak "bumble-bees" is T669.0541. It concerns the taking over of former Polish S-2134, which was repaired and new painted at ZOS Zvolen, a.s. Now the locomotive is in service at Slovnaft Bratislava.

If you are especially interested in latest stock infos, diagrams and more detailed facts, also some more pictures, I recommend an article series published by German railway enthusiasts' magazine LOK Report (www.lok-report.de), numbers 2, 5, 8 and 9/00.



770 (old number T669.0)
NUMBER SERIES:001-111
BUILT: SMZ Dubnica nad Vahom
excluding 001, 109, 111 by CKD Praha
prototype (001) in 1963
series production 1967-1969
single units 1977 (109), 1979 (111)
GAUGE:1435 mm
LENGTH OVER BUFFERS:17 240 mm
DISTANCE OVER BOGIE PIVOTS:8660 mm
TOTAL WHEELBASE:12 600 mm
BOGIE AXLE BASE:2 x 2000 mm
WHEEL DIAMETER:1050 mm
WEIGHT:114,6 t
MAX. SPEED:90 km/h
POWER:993 kW (1332 hp) at 750 rpm
ENGINE: type K 6 S 310 DR
4-stroke 6-cylinder in line, built by CKD Praha
TRANSMISSION:electrical DC
MAIN GENERATOR:type TD 802 B, built by CKD Praha
TRACTION MOTORS: 6 pieces type TE 006 B, built by CKD Praha
GEAR RATIO:1 : 4,05
SMALLEST NEGOTIATED
CURVE RADIUS:
120 m
TANK VOLUME:6000 l


770.8 (old number T669.51)
NUMBER SERIES:801-811
BUILT: CKD Praha
1983 (801-810)
1985 (811)
GAUGE:1524 mm
other data see 770


771 (old number T669.1)
NUMBER SERIES:001-197, 199
BUILT: SMZ Dubnica nad Vahom
prototype T669.1001 was rebuilt from T669.0082 (1969)
series production (1969-1972) ended with 195
771 196, 197, 199 were rebuilt from broad-gauge-locomotives
771 803 -> 771 196
771 805 -> 771 197
771 807 -> 771 199
GAUGE:1435 mm
WEIGHT:115,8 t
other data see 770


771.8 (old number T669.50)
NUMBER SERIES:801-812
BUILT: SMZ Dubnica nad Vahom
771 803, 805, 807 were rebuilt into standard-gauge-locomotives
771 803 -> 771 196
771 805 -> 771 197
771 807 -> 771 199
GAUGE:1524 mm
WEIGHT:115,8 t
other data see 770


770.5/770.6 (old number T669.05)
NUMBER SERIES:T669.0501-T669.0518 (SMZ)
T669.0501-T669.0539 (CKD)
not all locomotives have new numbers
numbers 0501-0518 were given twice
BUILT: SMZ Dubnica nad Vahom 1967-1969
CKD Praha 1977-1989
GAUGE:1435 mm
other data see 770


T669.55 (no new number so far)
NUMBER SERIES:5501-5503
BUILT: CKD Praha
1974 (5501), 1983 (5502), 1985 (5503)
GAUGE:1524 mm
other data see 770


771.5 (old number T669.15)
NUMBER SERIES: 1501-1515
not all locomotives have new numbers
BUILT: SMZ Dubnica nad Vahom
1969-1971
GAUGE:1435 mm
WEIGHT:115,8 t
other data see 770


771.7 (old number T669.2/T669.25)
NUMBER:701
BUILT: SMZ Dubnica nad Vahom
1970
GAUGE:1435 mm
other data as far as known!



GUINEA (WESTERN AFRICA)


As already mentioned above, fortunately not all of the withdrawn locomotives class 770/771 of Czech state railways CD were scrapped.

In July 1996 18 locos 770/771 were bought from CD by company Prime International, which sold them to S.B.D.T. Guinea (Societé des Bauxite Dabola - Togué).
The first number of locos (770 024, 079; 771 038, 039, 047) came to repairing works ZOS Nymburk in October 1996, where they were just tested, as they have been in service in Czech Republic until shortly before that time.
Some of the number plates were exchanged, because at the beginning the locomotive numbers differed from those numbers written in the consignment note.
In October/November 1996 the first load of "Second-Hand-Cmelaks" went on its journey by ship from Hamburg/Germany to Conakry/Guinea. The voyage proceeded not without problems, as the cargo ship "Antje" encountered a storm and some of the ex-Slovak freight waggons with same destination went overboard, 770 024 was "only" damaged.
Further locos have been repaired in ZOS Nymburk and in May/June 1997 some more 770/771s should have been exported to Guinea. The damaged 770 024 as well as 771 039 which was damaged during embarking in Hamburg should have been replaced by other locos.
The 770/771s reached their new home in the same state like they used to be in service in Czech Republic, that means they were not kept fit for the new tropical surrounding.

To see the locomotive numbers of the exported engines please have a look at stock lists.




SOVIET UNION/FOLLOWING STATES



ChME3
BUILT: CKD Praha
1964 prototypes ChME3-001 and ChME3-002
1965-1987 series ChME3
1984 prototypes ChME3T-4385 and ChME3T-4596
1985 single units ChME3T
1986-1995 series ChME3T
1987 prototype ChME3E
1988/1989 series ChME3E
1977 2 prototypes ChME3M
GAUGE:1524 mm, some few locos also 1435 mm
LENGTH OVER BUFFER BEAMS:16 000 mm
DISTANCE OVER BOGIE PIVOTS:8660 mm
TOTAL WHEELBASE:12 600 mm
BOGIE AXLE BASE:2 x 2000 mm
WHEEL DIAMETER:1050 mm
WEIGHT:123 t
MAX. SPEED:95 km/h
POWER:993 kW (1332 hp) at 750 rpm
ENGINE: type K 6 S 310 DR
4-stroke 6-cylinder in line, built by CKD Praha
TRANSMISSION:electrical DC
MAIN GENERATOR:type TD 802 B, built by CKD Praha
TRACTION MOTORS: 6 pieces type TE 006 B, built by CKD Praha
GEAR RATIO:1 : 5,07
MAX. TRACTIVE LOAD
(adhesion coeff.=0,25):
308 kN
SMALLEST NEGOTIATED
CURVE RADIUS:
80 m
TANK VOLUME:6000 l



POLAND


The locomotives of the Polish T669-variant S-200 were delivered exclusively to industrial railways and not to Polish state railways PKP. This might be the main reason of the little popularity of the "S-ka".
The first locos were built for iron and steel works Krakow in 1966/1967. Later some more series followed, again for iron and steel works Krakow, as well as for mines in Rybnik and other works.

Two S-200s of the 1977-series stayed in Czechoslovakia after having had an accident on their way to Poland. Another two locos (S-2140 and S-2141) planned for Polish industry also came to Czechoslovak industrial railways twelve years later (see stock lists).

Another Polish S-200 "returned" to Slovakia after eleven years, S-2134 was sold via ZOS Zvolen, a.s. to Slovnaft Bratislava in 2001.

The early series of "S-ka" which have been delivered to iron and steel works Krakow have had automatic couplers whereas the rest has been equipped with standard coupling device.
All in all 145 locos were built for Poland between 1966 and 1989, worth mentioning that missing numbers S-229 and S-230 were filled up.

The colour scheme of all S-200s is more or less the same - red frame and green hoods and driver's cabin with yellow/black warning paint covering the fronts (like a bumble-bee ...).



S-200
NUMBER SERIES:S-201 - S-2141 (145 locos)
BUILT: CKD Praha
1966/1967 15 locos
1972 17 locos
1973 2 locos
end 1970s/1980/1981 18 locos
1983/1984 30 locos
1986-1989 60 locos
GAUGE:1435 mm
LENGTH OVER BUFFERS:17 240 mm
DISTANCE OVER BOGIE PIVOTS:8660 mm
TOTAL WHEELBASE:12 600 mm
BOGIE AXLE BASE:2 x 2000 mm
WHEEL DIAMETER:1050 mm
WEIGHT:117 t
MAX. SPEED:90 km/h
POWER:993 kW (1332 hp) at 750 rpm
ENGINE: type K 6 S 310 DR
4-stroke 6-cylinder in line, built by CKD Praha
TRANSMISSION:electrical DC
MAIN GENERATOR:type TD 802 B, built by CKD Praha
TRACTION MOTORS: 6 pieces type TE 006 B, built by CKD Praha
GEAR RATIO:1 : 5,07
MAX. TRACTIVE LOAD
(adhesion coeff.=0,25):
292,5 kN
SMALLEST NEGOTIATED
CURVE RADIUS:
80 m
TANK VOLUME:6000 l



ALBANIA



T669.1
NUMBER SERIES:T669.1001-T669.1061
BUILT:CKD Praha
1968-1990
GAUGE:1435 mm
LENGTH OVER BUFFERS:17 240 mm
DISTANCE OVER BOGIE PIVOTS:8660 mm
TOTAL WHEELBASE:12 600 mm
BOGIE AXLE BASE:2 x 2000 mm
WHEEL DIAMETER:1050 mm
WEIGHT:117 t
MAX. SPEED:90 km/h
POWER:993 kW (1332 hp) at 750 rpm
ENGINE: type K 6 S 310 DR
4-stroke 6-cylinder in line, built by CKD Praha
TRANSMISSION:electrical DC
MAIN GENERATOR:type TD 802 B, built by CKD Praha
TRACTION MOTORS: 6 pieces type TE 006 B, built by CKD Praha
GEAR RATIO:1 : 5,07
MAX. TRACTIVE LOAD
(adhesion coeff.=0,25):
292,5 kN
SMALLEST NEGOTIATED
CURVE RADIUS:
80 m
TANK VOLUME:6000 l



INDIA - IRAQ - SYRIA


The twelve locomotives delivered to India in 1973 and 1975 came to Bokaro Steel Plant (BSL 33-37) - one of India's largest iron and steel plants - and to Roukela Steel Plant (DEC 1201-1207). The main difference from ChME3 basic type is the construction of the suspension of the bogies due to very broad gauge of 1676 mm. As far as known the DEC 120 were delivered with green painting, identical with the colour scheme of CSD/CD/ZSR.



 DEC 120/BSL (India)DES 3100 (Iraq)LDE-1500 (Syria)
NUMBER SERIES:(12 locos)(100 locos)(25 locos)
BUILT: CKD Praha
1973 7 locos
1975 5 locos
CKD Praha
3 prototypes in 1979
series prod. 1981-1982
CKD Praha
1983
GAUGE:1676 mm1435 mm
LENGTH OVER
BUFFER BEAMS:
16 000 mm
DISTANCE OVER
BOGIE PIVOTS:
8660 mm
TOTAL WHEELBASE:12 600 mm
WHEEL DIAMETER:1050 mm
WEIGHT:117 t111 t120 t
MAX. SPEED:90 km/h100 km/h90 km/h
POWER (at 750 rpm):890 kW (1194 hp)810 kW (1086 hp)845 kW (1133 hp)
ENGINE:K 6 S 310 DR, 4-stroke 6-cylinder in line, built by CKD Praha
TRANSMISSION:electrical DC
MAIN GENERATOR:type TD 802, built by CKD Praha
TRACTION MOTORS:6 pieces type TE 006, built by CKD Praha
MAX. TRACTIVE LOAD
(adhesion coeff.=0,25):
290 kN277,5 kN300 kN
SMALLEST NEGOTIATED
CURVE RADIUS:
80 m100 m80 m
TANK VOLUME:4000 l3000 l6000 l



USED LITERATURE:

Books:

Milan Doubek, Ladislav Kuruc: Hnacie vozidla Zeleznic Slovenskej republiky, Nadas-AFGH, Vrutky 1994
A.J. Heywood, I.D.C. Button: Soviet Locomotive Types - The Union Legacy, Frank Stenvalls Förlag, Malmö 1995
Jiri Jelen, Karel Sellner: Lokomotivy, Nadatur, Praha 1995
Ladislav Kuruc: Zeleznicne kolajove vozidla na Slovensku, ZSR, Bratislava 1998
Bohumil Skala: Pod znackou CKD, Nadas, Praha 1990

Catalogues, booklets:

Milan Prochazka: Zavodni pobocka CSVTS, LD Usti nad Labem, 1985
Catalogue CKD Praha/Pragoinvest: 5000 motorovych lokomotiv CME3 pro SSSR
Catalogue CKD Praha: Locomotives for Severe Climatic Conditions
Catalogue CKD Praha/Pragoinvest: Motorova lokomotiva CME3

Magazines:

draha, Nadatur, Praha
Lokomotiv, Moskwa
LOK Report, Berlin




MANY THANKS FOR INFORMATION, HELP AND CONTRIBUTIONS TO:

Albrecht Fabian, Dobroslav Godavec, Jozef Gulik, Ing. Petr Kaderavek, Ing. Juraj Kosecky, Richard Krol, Nick Lawford, Ferdinand Lenhardt, Robert Luptak, Rico Markert, Jozef Miselnicky, Josef Moticka, Arkadiusz Palla, Heiko Rüdiger, Geoff Sarbutt, Maik Seefeld, Ing. Juraj Sorad, Ing. Petr Stefek, Dmitry Umnov