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 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.

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.

There is plenty to celebrate on the British railway network, but the “S&C” has a special place in the heart of British culture. The route was won at tragically high sacrifice, but images of the line are as recognisable as any icons of the United Kingdom. The event over the August public holiday weekend underscored the line’s enduring role in moving industrial and agricultural outputs from the North West to the economic heartlands of the South East, a role it has fulfilled since Britain’s railway boom in the 19th century.

Honouring a freight legacy

The naming of GBRf locomotive 66791 “Settle & Carlisle 150” was a highlight of the celebrations. The engine is among the fleet deployed on the route to carry aggregates on the line, which includes routing over the majestic Ribblehead Viaduct (pictured).

GBRf clients, Heidelberg Materials, played a role in the celebrations, not least for recently having restored the rail link at their Horton Quarry. Their strategy underlines the shift towards sustainable logistics in aggregate supply, and a modern use for the Settle & Carlisle. That use was unforeseen at the line’s centenary, when closure was threatened.

Building a railway against the odds

The Settle and Carlisle line sprang from the embattled ambitions of the Midland Railway, stymied in its access to Scotland by the rival nineteenth-century operator LNWR. Faced with competition and unreliable arrangements, the Midland pushed through challenging terrain to construct a 72-mile main-line railway, opening to goods in August 1875 and to passengers in April 1876.

The challenging terrain required 14 tunnels and 20 viaducts, of which the imposing Ribblehead Viaduct is the most recognisable. The line was built by hand by thousands of navvies (“navigators” – so named for their earlier role in building the canals of Britain). Ribblehead Viaduct spans 400m across Batty Moss. It was built at great human cost, and today it is a nationally protected historic structure.

Cross-border functional freight relay

Far from closure, the line is integral to the national network. Aside from a scheduled passenger service and a raft of freight paths, the Settle and Carlisle line is a critical relief route for the West Coast Main Line. A campaign exists in Scotland to re-establish a sister line – the Waverley Route – which would extend that alternative route availability effectively from Leeds to Edinburgh. “Like rail freight, the Settle and Carlisle line has played a key role in driving the economy,” said John Smith, the Chief Executive of GBRf. “The line isn’t just heritage—it’s an active, functional relay in Britain’s freight network.”

“The Settle-Carlisle line is one of the world’s great railway journeys,” said Bryan Gray, Chairman of the Settle and Carlisle Railway Trust, a voluntary body that preserves the historic elements of the line alongside its operational commitments. “It also supports the many communities along the line and has been an important freight line. We are delighted that freight traffic is increasing, and the naming of a freight locomotive is a fitting tribute to those who built the line and have kept traffic moving for 150 years.”

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.

According to GBRf, the locomotives’ arrival in the UK represents a significant step forward in the project to deliver a thirty-strong fleet of “state-of-the-art” vehicles set to transform freight transport. The Class 99s will provide a range of economic and environmental benefits. Manufacturers Stadler say the design, based on their Eurodual platform, underscores their green credentials and commitment to support net zero.

Addressing evolving demands

Having arrived from Germany aboard the freighter MV Constance, the two units were unloaded in a complicated lift over a 22-hour port call. There are no tracks at the quay where the Constance came alongside, so a delicate road transfer was required to the port railhead. The locomotives are due this week (17 June) to transfer under their own power to Leicester, where Stadler Rail Services will maintain them. There, they will undergo a rigorous programme of testing and commissioning before entering commercial service by the end of 2025.

“The new locomotives will enable businesses to transport their freight more efficiently,” explained John Smith, the Chief Executive Officer 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.”

Next level freight transport

The Class 99 is based on Stadler’s Eurodual locomotive platform, adapted for the UK network configuration and loading gauge. “The class features a dual drive system,” said a GBRf spokesperson. “This enables the locomotive to operate in purely electric as well as in diesel-electric mode, allowing it to run on both non-electrified and electrified lines, potentially replacing diesel-powered locomotives and helping cut carbon emissions on the UK railway.”

The Class 99 can operate on a 25 kV AC electrified line, has a power of 6,000 kW at the wheel and features a high-power low-emissions Stage-V engine. With an impressive tractive effort of 500 kN, it can reach speeds of up to 120 km/h, boasting high hauling capability and performance.

Sitting in the cab is a step up from earlier locomotive designs. The centrally positioned seat excellent visibility is backed up by a suite of cameras, providing direct views of pantographs, shunting zones and the area in front of the locomotive. The two protection systems required on British rail networks, AWS and TPWS have been factory fitted. Stadler say that ETCS will soon be installed too. “The arrival of the first two Class 99s represents a milestone in a project that will deliver a host of benefits to the UK economy,” said Iñigo Parra, CEO of Stadler Valencia. “These vehicles will take freight transport to the next level.”

The units are being financed by Beacon Rail. The rest of the fleet will begin arriving in the UK in late 2025 and continue throughout 2026.