The rail freight operator has promoted two senior executives to strengthen the leadership team during the transition. Liam Day becomes Interim Managing Director, while Ian Langton assumes the role of Chief Operating Officer. These moves signal GBRf’s intent to maintain operational continuity as the search for a permanent CEO progresses.

Sector-leading freight operator

GB Railfreight is a large privately owned UK rail freight operator, with a diverse portfolio spanning intermodal, bulk, and automotive services. The business operates a fleet of modern locomotives and rolling stock across major UK routes and key freight terminals, including Daventry, Teesport, and Birmingham. Under John Smith, GBRf has grown its market share, invested in digital systems, state-of-the-art motive power, and established a reputation for operational reliability.

While no successor has been named, industry context suggests the next CEO is most likely to emerge from within the rail sector. Historically, UK rail companies—including both freight and passenger operators—have shown a strong preference for candidates with prior rail experience, citing the technical complexity and regulatory environment as key considerations.

Internal promotions underline continuity

The elevation of Day and Langton was highlighted in GBRf’s press release and discussed in industry commentary on LinkedIn and trade outlets. Day, formerly Asset Director, now oversees daily operations as Interim Managing Director. Langton, moving from Production Director to COO, takes responsibility for operational delivery and commercial interfaces.

Industry observers note that these appointments reflect a deliberate strategy to maintain stability during the CEO search. By promoting from within, GBRf signals that internal experience and institutional knowledge are valued in managing the transition and day-to-day operations.

Likely sources of the next CEO

Within this context, there are three broad possibilities: a candidate from within GBRf, an executive from elsewhere in the UK rail sector, or a senior leader from the wider logistics or transport sector. Promotions of Day and Langton demonstrate the company has internal options capable of stepping into the role, giving them a plausible path to leadership.

Analysts suggest that while internal candidates are often favoured for continuity, rail operators also occasionally recruit from outside the business—typically from other UK freight or passenger operators rather than unrelated logistics companies. The pattern indicates that GBRf’s next CEO is likely to have rail experience, either internally or elsewhere in the sector, rather than coming from a completely different industry.

Transition strategy and sector outlook

Smith will remain in post through the transition, providing guidance and maintaining relationships with customers, regulators, and stakeholders. The board has stressed that the search aims to balance continuity with the opportunity to bring fresh strategic vision to the business, particularly as GBRf navigates growth under Infracapital ownership.

Industry commentary reflects cautious optimism. By combining an internal leadership pipeline with the potential to recruit from experienced rail professionals, GBRf appears to be following a well-established pattern in UK rail. It is ensuring the new CEO is both familiar with the sector and capable of sustaining the operator’s long-term growth.

Fuel additives generally mean adulterating diesel with additional chemicals. This trial will assess whether Fuelcare’s additive can enhance diesel engine performance. The partners also want to measure any reduced emissions and extend the distances GBRf locomotives can travel between refuelling.

Committing biocide to protect engines

Fuelcare is a UK-based specialist in fuel quality management, industrial additives, and biocides, serving sectors from rail and marine to aviation and offshore energy. The Shrewsbury-headquartered company provides products and services designed to prevent microbial contamination, maintain fuel integrity, and optimise diesel and hydrocarbon fuel performance. Its expertise includes fuel testing, laboratory analysis, additive injection systems, and cloud-based monitoring solutions, all supporting operational reliability and regulatory compliance.

Biocides are additives that prevent microbial growth in diesel fuel, helping to keep engines and fuel systems clean, reliable, and free from corrosion or filter blockages. The trial using the technique aims to evaluate its effectiveness in an operational environment. Running until 22 March, it is among the largest fuel additive initiatives undertaken by any UK rail freight operator. There is a Europe-wide drive towards cleaner fuels, even though rail freight offers a significantly cleaner way of moving goods, when compared with other diesel-powered options – notably road haulage. Success could improve operational efficiency across GBRf’s fleet and reinforce the company’s commitment to a greener, more sustainable railway.

Perfect partners

It’s no surprise that the Peterborough-based operator should be the partner in such a trial. GB Railfreight (GBRf) continues to take a progressive approach to modern traction, combining operational efficiency with environmental performance.

A key part of this strategy is the significant leasing of a fleet of bi-mode Class 99 locomotives, capable of running on electric or diesel power. This flexibility allows GBRf to reduce emissions, operate across both electrified and non-electrified routes, and support a more sustainable rail freight network while maintaining high levels of reliability and service.

The move provides further clarity on the scale of the planned withdrawal of legacy diesel units. It also shows a broader shift in the fleet toward leased bimodal traction and lower-emission technologies. The auction is expected to draw interest from leasing companies, industrial operators and the heritage sector, given the mix of main line and shunting locomotives being released.

Class 60 locomotives form the core offering

At the centre of the sale are ten Class 60 locomotives, built for British Rail in the early 1990s for heavy freight duties. The type became closely associated with bulk flows, including aggregates and metals, and remains one of the most powerful diesel freight designs used on the UK network. Their withdrawal from a major freight operator marks a notable change in the availability of heavy-haul diesel traction.

GB Railfreight had previously stated that examples of the Class 60 fleet would be included in the sale. While some units have seen limited recent use, the class retains operational capability and is likely to attract interest for industrial deployment, export or preservation. Their sale represents the largest single release of the type in several years. Notably, specialist bulk materials operator, Cappagh Group (who trade as DC Rail) recently reactivated an example of the marque after extensive restoration.

Class 47s and shunters widen the sales package

The company’s roster of three Class 47 locomotives is also included, representing remaining examples of what was the most numerous of the British built main line diesel classes. Over five hundred were built in the 1960s, and about 30 remain in service. Although largely displaced from freight duties, the type continues to find roles in charter, engineering and departmental work. Their mechanical simplicity and established support base may make them suitable for secondary applications outside front-line freight.

The offering is completed by several shunting locomotives used for yard and support work. These are designated class 08. These are expected to appeal primarily to industrial users rather than main line operators. Their design is remarkably almost 100 years old, but still viable. At least one example (not part of this cohort) has been rebuilt by an independent manufacturer as a battery-electric unit. By including both main line and yard traction, the sale broadens the potential buyer base and increases the likelihood of multiple disposal routes across different market segments.

Alternative fuels and bimodal traction shape strategy

The disposal programme aligns with GB Railfreight’s introduction of new bimodal locomotives, namely the Class 99, which can operate on electrified routes using 25 kV overhead power. This reduces diesel consumption where wiring is available while maintaining access to unelectrified terminals. The shift reflects a gradual move away from single-mode diesel traction as electrification expands.

It also sits alongside the company’s memorandum of understanding with HyOrc to explore alternative fuel technologies for rail. The agreement focuses on the potential application of hydrogen-derived fuels and related systems for freight traction. Together, the auction and the technology partnerships indicate a longer-term strategy centred on lower-emission power and greater operational flexibility. The company has invited viewing at its depot locatoins around England during the next few weeks.

The concept is based on extending the life of existing traction rather than procuring new hydrogen locomotives. HyOrc’s multi-fuel engine would initially operate on natural gas or LPG before moving to full onboard hydrogen. For UK freight operators, the proposal is framed as a decarbonisation option for non-electrified routes. No prizes for guessing that the target is reducing emissions from the dominant Class 66 fleet.

Retrofit model for international freight markets

HyOrc is developing hydrogen and multi-fuel retrofit programmes for railways in Europe and Asia, alongside its work in stationary power and waste-to-fuel systems. The company’s approach centres on replacing diesel prime movers with gas engines capable of operating on multiple fuels, allowing operators to transition incrementally rather than adopting hydrogen-only traction. This model is intended to reduce capital exposure while maintaining fleet availability during conversion. Although GBRf has already pioneered introducing modern bi-mode locomotives to the UK freight scene, it shares the industry reliance on diesel motive power – particularly the ageing but still viable Class 66 marque, originally developed in the 1990s and manufactured by the then EMD company in North America.

The proposed UK pilot would scale HyOrc’s one-megawatt factory system, independently assessed by Bureau Veritas (a long-established agency), to a three-megawatt locomotive installation. Project Phoenix would examine integration, performance and fuel storage, as well as the commercial case for retrofitting in a market dominated by ageing North American-designed locomotives. HyOrc argues that onboard hydrogen conditioning improves efficiency and reduces the cost penalty associated with compressed hydrogen supply.

Technical scope and staged fuel transition

Under the staged concept, converted locomotives would first operate on natural gas or LPG to deliver immediate emissions reductions. A later phase would introduce fully onboard hydrogen, once supply chains and infrastructure mature. The partners say this phased approach reduces technical risk compared with a single-step transition and allows operational learning before committing to full hydrogen deployment.

Testing would focus on route availability, range, refuelling logistics and maintenance requirements within UK loading gauge constraints. Safety certification for onboard gas and hydrogen storage will be a central element of the feasibility work. The study will also consider whether converted locomotives can match the duty cycles and tractive effort currently provided by diesel traction on heavy freight flows.

Fleet strategy and decarbonisation targets

The initiative sits alongside GB Railfreight’s introduction of Class 99 bi-mode locomotives, which draw primary power from overhead lines and use an HVO-ready diesel engine off-wire. “Project Phoenix aligns with GBRf’s strategic commitment to lead the rail freight sector towards a more sustainable future and could play a key role in delivering our carbon reduction plan,” said Alex Kirk, Commercial Director at GB Railfreight. “By retrofitting part of our existing fleet with multi-fuel technology, it will offer a practical, low-risk route to decarbonisation. It enables us to extend the value of current assets alongside the introduction of our new fleet of bi-mode Class 99s.”

For GBRf, the study addresses the continued reliance on Class 66 locomotives, which remain the mainstay of UK freight but do not meet modern emissions standards. Retrofitting a subset of these units could provide an interim pathway while electrification and alternative traction develop. The operator has consistently argued that network electrification alone will not deliver freight decarbonisation within the required timescales.

Funding pathway and next steps

HyOrc said it is exploring structured funding through the Connected Places Catapult accelerator programme, which supports demonstrator projects for low-carbon transport technologies. “Project Phoenix is a turning point for the rail industry,” said Lisa Carter, CFO of HyOrc. “By retrofitting existing assets, we allow operators to decarbonise immediately, bypassing billions in new fleet costs. We are exploring obtaining structured funding through the [Uk government backed] Connected Places Catapult Accelerator.”

As an MoU, the agreement establishes a framework for technical and commercial evaluation rather than a confirmed conversion. Any demonstrator will depend on funding, regulatory approval and a viable business case. If progressed, the project could test a retrofit model for reducing emissions from diesel-dominated freight fleets on routes where electrification remains unlikely in the medium term.

Diesel traction heads to the market

Among the most significant assets being offered are GBRf’s ten Class 60 locomotives – the last heavy freight locomotives designed and built in the UK, delivered to British Rail in the early 1990s. Long associated with bulk and heavy haul flows, the Class 60s have played a central role in UK rail freight for more than three decades.

The sale also includes three British-built Class 47s, part of a class of more than 500 locomotives constructed in the 1960s and still seen in daily service, alongside some shunting locomotives used for operational and support duties. Together, the offering is expected to attract interest from industrial operators, leasing companies and the heritage sector.

A shift toward modern, bimodal power

The disposal of older diesel traction comes as GBRf advances its fleet modernisation strategy, most visibly through the introduction of the new Class 99 locomotive. Based on Stadler’s Eurodual platform, the bimodal design allows the locomotive to operate on both electrified 25 kV AC routes and non-electrified lines, reducing reliance on diesel power where overhead wires are available.

The Class 99 delivers 6,000 kW at the wheel, offers a tractive effort of 500 kN and is capable of speeds up to 120 km/h. Fitted with a high-power, low-emissions Stage V engine, the design is intended to support decarbonisation while maintaining the performance required for heavy freight operations. A batch of ten examples is currently under delivery, with options for more in future.

Financial backing for long-term growth

The traction changes are underpinned by a major refinancing package aimed at supporting future investment. Infracapital, the infrastructure private equity arm of M&G, has agreed a £218 million (255 million euros) financing deal for GBRf, refinancing existing facilities and renewing capital expenditure funding.

The package includes a £143 million (167 million euros) ten-year private placement from PGIM (an American-based investment house) alongside £75 million (88 million euros) in facilities from HSBC UK. The refinancing is intended to provide long-term financial stability while enabling continued investment in locomotives, infrastructure and technology.

High-tech maintenance and new jobs

Alongside fleet revival and finance renewal, GBRf has also upgraded its maintenance regime through a new ten-year agreement with Wabtec UK. The deal introduces Wabtec’s KinetiX laser-guided inspection technology at the operator’s Peterborough operational headquarters and maintenance hub. GBRf say it’s a first for UK rail freight.

KinetiX captures up to 20,000 images per second, enabling faster and more accurate inspections of wagons and improving reliability across GBRf’s 585-strong FEA wagon fleet. The expanded maintenance activity and new technology are expected to create twelve additional roles, reinforcing the company’s focus on skills and workforce development.

Despite moves toward cleaner and more flexible traction. The Class 60s and Class 47s continue to hold value for specific operational niches and preservation. The latter still represents the most numerous and widely adopted diesel unit ever on the British network. GBRf’s investment in Class 99 locomotives, advanced maintenance systems and long-term financing highlights a forward-looking strategy, based on decarbonisation, resilience and reliability. The older marques put up for auction have all played an extended role in achieving.

Putting “75% growth” on the tracks, while reforming the economy down to net-zero by 2050, is something even the National Audit Office admits remains a “colossal challenge”. Even in base logistics terms, increasing the roughly 600 daily freight trains by something like 450 extra workings exercises the assumptions that demand, paths and locomotive power can all be found. A simplistic observation, but that’s what “colossal challenge” means. All this, and there are still hundreds of megatons of carbon being emitted annually, even in industrially diminished Great Britain.

Wide scope for rail, but big issues too

Rail freight offers an appealing and visible opportunity to demonstrate intentions. Shifting goods from road to rail could deliver primary, secondary and tertiary carbon reductions. One freight train can realistically replace dozens of lorries, with far fewer emissions than by road. It’s a win for the industry, the environment and, possibly most importantly, the politicians.

However, even if rail freight throughput were to double, triple, or more, it would still remain a small fraction of the total UK logistics market. Today, rail accounts for only eight to 10% of domestic freight tonne‑kilometres. By comparison, road carries more than 80%. Modal shift to rail does help, but even a modest effort to decarbonise heavy goods vehicles could rival or exceed the climate benefit of expanding rail freight alone.

Add to that, a “net-zero-ready” rail freight fleet is also still a long way off. In 2025, the bulk of UK freight locomotives will remain diesel-powered – something it has in common with much of the rest of the world. A rough power-type breakdown of the current UK fleet is approximately 75% diesel, 15% bi-mode (with some tri-mode), and 10% pure electric.

The fleet, however, is not frozen in time. A slow renewal is underway. The introduction of modern bi-mode, dual-mode and tri-mode locomotives offers a path toward lower-carbon freight, especially as electrification of mainlines gradually expands (Midland Main Line excepted, of course) and battery or low-carbon fuels come into play.

More freight operators are investing in future-proof traction. GB Railfreight (GBRf), for instance, has ordered 30 Stadler-built Class 99 electro-diesels. The first four are here already. The units are built to run on overhead electric power – or on diesel – and, critically, they’re HVO ready. The specialist traction provider, Rail Operations Group (ROG), is still experimenting with their tri-mode Class 93. They have plans for up to thirty units, capable of electric, diesel or battery operation, providing adaptability on mixed or partially electrified routes.

There are still pure-electric freight locomotives (older re-engineered passenger units) but their numbers remain modest, reflecting decades in which diesel traction was the norm. Electric freight locomotives now constitute around 9% of the total locomotive fleet.

Obstacles to decarbonisation ambitions

Adoption of alternative fuels, such as HVO (hydrotreated vegetable oil), has been successfully trialled and even put into revenue-earning service. However, for the next generation of traction, which will be active come that 2050 deadline, operators definitely favour multi-mode traction flexibility – out of necessity. They have to avoid being locked out of non-electrified routes – while the UK Government continues to prevaricate over fully wiring up the network.

The challenges remain substantial. Full electrification is unlikely to reach every siding or port by 2050. Even if electrification increases, and even if multi-mode locos proliferate, the pace of change will likely remain gradual. The existing diesel fleet has many years of useful life ahead, and operators have limited incentive to retire well-functioning diesels while they remain cost-effective.

What net zero really means and how rail freight fits in

Politicians are invited to take special note of this next point. When we talk about net-zero rail freight, we often fall into the trap of seeing the rail industry in abstract from its overall economic contribution. It might mean a fully decarbonised freight-loco fleet: electric, battery, or renewable-fuel traction throughout. On the other hand, it could mean that freight modal shift to rail reduces overall transport emissions. The holistic view is preferable, especially if rail works in concert with low-carbon HGVs, inland waterways, and better logistics planning.

The scale is the thing. Even if rail freight achieved 75% growth by 2050 and converted its fleet to low- or zero-carbon traction, the proportion of goods moved by rail would still be modest compared with road freight. For that reason, achieving a net-zero logistics sector will require progress on multiple fronts: rail freight, decarbonised HGVs, inland waterway freight, modal integration and demand-side change.

Not quite ready but poised for transformation

The technology exists. The next generation of diverse-power freight locomotives is on order, being built or already entering service. Rail freight operators are embracing them. Overhead electrification continues to expand, sporadically and unevenly across the country, and where sufficient power supply exists, freight can run on zero-carbon electricity (just don’t mention the northern section of the East Coast Main Line).

Today, the foundation of the network remains overwhelmingly diesel. For rail freight to deliver on that 2050 net-zero mandate, fleet turnover must continue steadily for two decades. Gradual removal of legacy diesel, widespread uptake of multi-mode and electric traction, and complementary infrastructure investment will all be needed. The greatest virtue of this current diesel dominance is that it gives us time. With 25 years before 2050, there is a runway for transformation. If operators, government and customers align, the UK could deliver a freight railway that is not just greener but future-proof. It makes so much sense, it’s almost un-British in its readiness.

The Peterborough-based GBRf has welcomed locomotives 99003 and 99004 at the Bristol Port Company’s Royal Portbury Dock, arriving safely on board the LNG-powered Nereus Highway. The locomotives will now undergo a series of UK-based tests before joining 99001 and 99002, which are nearing readiness for service.

Innovations for operators and crews

Based on Stadler’s Eurodual platform and adapted for the UK network, the Class 99s feature dual-drive capability, allowing them to operate on both electrified 25 kV AC lines and non-electrified routes using a high-power, low-emissions diesel engine. With 6,000 kW at the wheel and a tractive effort of 500 kN, these locomotives are designed for heavy freight performance and greater efficiency, supporting the UK government’s ambition to grow rail freight by 75% by 2050.

The Class 99 offers enhanced visibility from a centrally positioned cab seat, supported by cameras providing direct views of pantographs, shunting zones, and the line ahead. Safety systems AWS and TPWS are factory-fitted, and ETCS installation will follow.

Industry leadership gets an early Santa present

“The new locomotives will enable businesses to transport freight more efficiently,” said John Smith, CEO of GB Railfreight, “With both renewable fuels and electric capability, our Class 99s are built for a changing network and to meet the evolving demands of our customers.”

“Receiving 99003 and 99004 is a welcome pre-Christmas gift,” GBRf Commercial Director Alex Kirk added. “These locomotives deliver performance and environmental benefits for our customers and herald a rail freight revolution in 2026.”

The locomotives were transferred from the quay to the port railhead using a Port of Bristol Terberg tractor, reflecting the precision required in handling large, heavy rail equipment at ports without direct rail access. This follows a similar operation for 99001 and 99002 in June 2025.

The first two, used for testing, arrived from Germany to Bristol in May via sea shipping and were then sent from the port to Leicester, where Stadler has a maintenance facility. “Receiving ORR authorisation is another huge step forward for the Class 99, and we’ve been deeply encouraged by the numbers the 99001 and 99002 have been posting in testing over the past few weeks”, said Liam Day, Asset Director of GBRf.

Work on the unit was carried out at EMD Longport, in Staffordshire, England. It has left the locomotive fit for British traffic and ready for a demanding season ahead. With the busy Rail Head Treatment Train (RHTT) schedule looming, GBRf has prioritised readiness over cosmetics. The operator is rolling out the locomotive in its inherited livery with temporary decals until a full repaint can be scheduled.

From Germany to the UK

Originally built in the United States and delivered in 2003, 66316 began life working in Germany. The locomotive was one of a number leased through Akiem, the major European rolling stock supplier that maintains a wide portfolio of traction and passenger units across the continent.

To make the transition to UK operations, the locomotive required significant adaptation. The conversion has involved not only gauging work but also a complete engine overhaul, crankshaft polish, replacement of bearings, and new auxiliary systems, including turbo, alternator, and compressor. Modern safety and comfort measures have been installed too, including air conditioning inside and passive noise modifications outside.

Temporary livery for a busy season

In order to meet the immediate operational needs of the RHTT campaign, GBRf has opted to apply branding overlays rather than a full repaint. The locomotive therefore wears its German Heavy Haul Power International (HHPI) grey base coat, marked out only by GBRf decals. A complete respray is anticipated once the demands of the autumn season subside.

This pragmatic approach is typical of GBRf. With the RHTT Autumn programme just around the corner, who needs weedkiller all over a fresh coat of paint? The arrival of 66316 adds resilience to the fleet, ensuring the operator can cover scheduled work across Britain’s network during one of the most challenging times of the year.

A class with pedigree

The Class 66 fleet remains the backbone of Britain’s modern freight operations. Since first arriving in the UK in the late 1990s, the type has become ubiquitous across the network, replacing older classes and setting new standards in reliability and versatility. Around 450 examples remain active in the UK, with GB Railfreight itself operating a significant proportion.

Known for their rugged performance and relative ease of maintenance, the locomotives have become a familiar sight across all manner of duties, from intermodal to bulk traffic. While newer traction is gradually making inroads, the Class 66 continues to prove its worth day in, day out.

GBRf’s commitment to the Class 66 sits alongside its investment in the next generation of traction. The operator recently placed orders for the Stadler-built Class 99, a bi-mode locomotive that represents the most modern power available on the British network. The first two units were officially unveiled at GBRf’s Peterborough headquarters recently.

Reinstated rail infrastructure is now serving a newly constructed rail terminal at Horton Quarry, Yorkshire. The quarry terminal is served from the famous Settle and Carlisle line in the north of England, about 30 miles (50km) north west of Leeds. The railway infrastructure within the quarry is now undergoing a two-week testing phase. Once operational, the service will support Heidelberg Materials’ distribution of building materials to construction projects across the North West of England.

1,650 tonnes of limestone per train

Following the successful completion of the trial phase, regular rail freight services from Horton Quarry are expected to resume for the first time in six decades. GBRf – a company not even half that age – will move around 1,650 tonnes of limestone with each train from the quarry. The first train was filmed by Heidelberg on arrival (below).

“Re-utilising sites like Horton Quarry are essential to growing rail freight,” said John Smith, GBRf Chief Executive. “Getting trains running from the Quarry again is a testament to the hard work of many. I am delighted that GB Railfreight are running this service for Heidelberg Materials.” The two partners have been working together for some time, not least on the massive HS2 high-speed rail project, with over 1000 movements already clocked up.

Network of rail-connected quarries and depots

The rural location can expect to see a significant reduction in road traffic as a result of the new connection. The partners claim that around 129 heavy truck movements will be replaced by each train. A joint statement from GBRf and Heidelberg Materials says that the development represents a significant step in enhancing sustainable freight transport in the region, reducing road haulage and supporting the UK’s net-zero ambitions.

“The re-opening of this connection is a key part of our strategy to improve our network of rail-connected quarries and depots,” said Becky Murphy, Heidelberg’s Aggregates Regional Director. “It will allow us to supply high-quality aggregate to major construction projects by rail, reducing vehicle movements on the wider road network and cutting associated CO₂ emissions. It has been great to work with GB Railfreight to deliver this new service.”

The rail link was reinstated by a partnership of  Duo Group, VolkerRail and AECOM, working with the infrastructure agency Network Rail. The project represents part of Heidelberg’s overall drive towards rail-connected quarries and depots. The quarry at Horton has been active since 1889, but lost its rail connection in 1965. The quarry is within the designated Yorkshire Dales National Park.