With the acquisition of this rolling stock (at 4 million euros per unit), Medway is releasing itself from leasing to other companies. In France, the freight operator also uses traction from Hexafret, rail operator that kept rolling stock from former Fret SNCF, restructured into other companies following the outcome of an investigation from the European Commission.

EU support

Next to each locomotive cabin, a sticker shows that the acquisition of the locomotives benefited from the support of the EU funds. Medway invested €41.1 million, around a third of it supported by Spain’s Recovery and Resilience Plan, the sticker details. This means that the new Euro6000 will also operate in Spain, mainly on standard gauge rail tracks.

Nevertheless, there is a chance that these locomotives will be allowed to go further in Spain and explore the larger Iberian gauge tracks. “Eventually, we have the possibility of changing the bogies”, reveals Carlos Vasconcelos. Such a possibility, however, would increase operational costs (and consume more time). Since last July, the MSC group has started to produce wagons and bogies for standard and Iberian gauge in Trieste in partnership with Innofreight.

Filling the gap

The ceremony was also an opportunity for MSC to reflect on the role of Medway in the Swiss-owned group. “I have brought to fruition a strategic journey that the group embarked upon 10 years ago with Portugal, with the aim of achieving rail coverage across the whole of Europe, from Portugal to Germany, from Belgium to Italy.

However, there was a significant gap in this strategy, and that was France. Therefore, we are truly proud to have filled that gap and to now have Medway France operating in Europe in a leading role”, highlighted Medlog’s Rail Manager, Andrea Castino, during his speech.

Carlos Vasconcelos reminded that Medway began its operations after winning the privatisation of the former freight business from CP – Comboios de Portugal. “We committed to transform a national operator into a true European rail operator. Ten years on, I can tell you that we are delivering on that commitment today”, he emphasised.

Smashing bottles

Since the beginning, Medway has followed the tradition of designating each of its locomotives with the names of the workers’ daughters and granddaughters. Estelle, Thaïs, Maud and Valentine became the “sponsors” of the new machines. All of them attended the ceremony (including baby Thaïs) after receiving a personal invitation from the rolling stock operator.

To conclude the naming ceremony, each of the girls had to smash a champagne glass into the locomotive, in sign of good luck, following the cruise ship’s tradition. However, the first attempts were not successful, since the glass was hitting the cabin access steps instead of the pneumatic buffer. Then, each girl pressed the horn to the audience.

After the event, the new locomotives left Lyon-Perrache, as they were ready to operate. From this week, they are moving goods from the Port of Le Havre to several locations in France. The steel industry and containers from the MSC group will be the focus of the Medway’s operation in France.

“We will anchor our operation in the ports of Dunkirk, Bordeaux and Marseille”, Medway’s chairman said last February to RailFreight. “Our mission is to replace trucks with trains, also supporting short-sea and deep-sea activities”, he added at that time.

Diesel locomotives are still a necessity in Türkiye since roughly only half of its network is electrified and there are various steep and mountainous lines which require a lot of power. However, TCDD is expanding its electric fleet as well to keep up with the government’s effort to electrify 90% of the network over the coming years. For example, in May, the company received the first five of 95 electric locomotives E5000, domestically produced by Türasaş and with the full delivery scheduled for 2028.

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.

Luuk von Meijenfeldt makes clear that this is far from an exhaustive list of the locomotive’s benefits. The CEO is highly enthusiastic about the new model, which is set to bring significant changes and cost-savings to the rail freight market.

Savings into the hundreds of thousands

To start off with the hard-hitting improvements: the EURO9000b model features a modern interior design which is expected to consume 10% less energy than the commonly used Vectron locomotives. A welcome change in Europe, where energy prices have risen dramatically in recent years. In addition, the battery can recuperate brake energy and serve as a start-stop system.

These electricity consumption savings can easily translate into some hundreds of thousands of euros per locomotive per year in cost-savings, depending on the distance driven.

The new locomotive boasts a unique innovation too. It has a device on board that can track energy prices, which allows the operator to leverage flexible energy prices to minimize the purchase price by charging the battery at favourable moments. “This simply does not exist right now”, says Von Meijenfeldt, whose company NEXRAIL is behind the development of the device in cooperation with railway engineering firm GEZ Rail Solutions Gmbh.

Handling diversions as if you had a diesel locomotive

The battery-electric nature of the model opens up quite some possibilities, the CEO continues. “It will have a huge impact on, for example, the networks of DB InfraGO and ProRail. The need to electrify is dramatically reduced and electricity imbalances are easier to manage. We hope that this will lead to more favourable treatment by the networks.

The impact of construction works on operators also changes. Today, construction works are a thorn in the side of rail freight companies that need to diverge along exceptionally congested routes. With the new locomotive model, companies can divert along less busy, non-electrified routes where you would otherwise need a diesel locomotive. That saves time and, as the saying goes, time is money.

The addition of the battery also improves traction performance. “If you are getting your power from a DC line, your capacity is limited by definition”, explains Von Meijenfeldt. “When driving a heavy train, you’ll have difficulties accelerating. With a battery, you could boost your power, accelerate faster and get a better train path in that way.”

Increased power output also eliminates the need for a second locomotive to cross mountains. An important advantage on the busy corridors between the northwestern European ports and Italy, where saving money on a second traction vehicle could provide a competitive advantage.

Return on investment

Innovations come with a price tag, but Von Meijenfeldt assures that there is a certain return on investment with the potential for savings compared to earlier generations of locomotives. “This locomotive has the best total cost of ownership for many use-cases”, he says.

The expectation is that the locomotive will soon be approved for the majority of European rail networks. The first locomotives will be certified in Germany, Austria, Switzerland, Italy, the Netherlands and Belgium as of 2029. The “usual” EURO9000 locomotive is already in an advanced stage for approval for eastern European markets, and the -b variation will likely follow suit.

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.

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.

Its carbon-free nature is hydrogen’s greatest advantage – making it a logical choice for organisations looking to reduce their carbon footprint. But is it viable for the rail freight sector? “That depends”, explains Stefan Bernsdorf. “Hydrogen is particularly attractive for non-electrified lines where overhead electrification is not feasible. It can help achieve a longer range than only battery-powered solutions, making it a viable option for routes where electrification is not possible.” Hydrogen can be used alongside an on-board battery, where a fuel cell acts as a range extender on a hybrid vehicle.

Vehicle range with hydrogen can vary by a factor of five

In principle, hydrogen can match the tractive performance of fuels such as diesel and HVO – but comes with a major drawback: its energy density is much lower. “This is just a hard rule of physics”, says Bernsdorf. “Diesel and HVO carry more energy relative to the volume.” This means that to cover the same distance, a hydrogen-powered train requires significantly more storage space. For freight trains that require a lot of energy, this is a major hurdle.

One of hydrogen’s advantages is that it potentially offers a larger range than battery-only solutions. But its range can, like with other fuels, vary considerably: “The range of hydrogen–powered trains depends on loading, the track profile, the number of stops and starts, among other things. It can also depend on the mood of the driver, and factors such as how efficiently they brake. The weather also has an impact on the energy required for a particular route”, says Bernsdorf. The range of a vehicle using hydrogen can differ by a factor of five, from the best to the worst case scenario.

The supply chain as a financial game changer

“When considering new operations, you need predictability for your business case. The prices of new fuels, like hydrogen, are more volatile than fossil fuel prices”, the Stadler sales manager for alternative traction solutions continues. Diesel has relatively stable pricing. “New fuels, including hydrogen, do not come with an established stable supply chain. A nucleus for a growing supply-and-demand ecosystem could be what is needed to establish supply chains and large scale production to secure economies of scale. We’ll see what the future brings.”

Stadler recognises that supply chain conditions are important. “With hydrogen’s lower energy density, a big part of the fuel cost is transport – you pay a lot for tanks and containers to carry the energy around”, says Bernsdorf. “Stadler is aware of some projects where hydrogen is close to the operator, improving the economic picture.”

Not the most obvious choice for freight

Hydrogen for freight: is it a yes, or a no? “Technically possible, but typically not the first option for consideration”, Bernsdorf concludes. “You need to look at the location, the environment, the weight, the loading, among other factors. Solutions can be wide-ranging. Hydrogen is an option to extend the range of a battery vehicle. We don’t have catenaries; so, what next? Then hydrogen might be an option.”

The high power requirements of freight push towards high energy density (liquid) fuels. “HVO is an intuitive solution to decarbonise rail freight on non-electrified lines”, says Bernsdorf. “Especially when combined with traction batteries to recuperate braking energy and increase efficiency. For lighter vehicles like short-distance commuter trains, battery or hydrogen is an ideal solution, and when feasible, battery-only tends to be the first choice. It is simple, cheaper, and more efficient, but not possible everywhere.”

GBRf is proud of its new baby. So much so that the rail freight operator has shared pictures of the locomotive leaving the Stadler works in Valencia, Spain. The unit, based on Stadler’s Eurodual design and customised for the UK, is the first of a fleet of thirty locomotives on order.

Alternative traction capability

The remarkably powerful units, delivering 8000bhp (6000kw) under electric traction, also have a secondary diesel engine on board. That alternative traction capability will allow the units to deliver bulk loads almost anywhere on the UK network. Class 99 locomotives are expected to reduce emissions by up to 58 per cent in service when compared to the industry’s most popular diesel workhorse.

“The Class 99s are a game-changing moment for the UK rail freight industry,” said the ever-enthusiastic John Smith, GBRf chief executive. “Rail freight has long been the cleanest, safest and most efficient way of transporting goods. These locomotives offer our customers the chance to run faster, wholly sustainable, heavy-haul services across the length and breadth of the country.”

Significant payload volume at mainline speeds

GB Railfreight, which celebrated its 25th-anniversary last year, expects to start introducing the class 99 into revenue-earning service later this year. “99001 left Stadler’s factory in Valencia this week and is making its way to Velim in the Czech Republic,” said a company statement. “[At Velim] ,it will undergo a rigorous programme of testing and commissioning. We expect 99001 will be in the UK in the early summer of this year.”

GBRf says the Class 99 units are the first heavy-haul freight locomotives capable of moving significant volume at mainline speeds on electrified and non-electrified sections of the UK rail network. In this case, that’s 75mph or 120kph. “The Class 99s aligns with the [UK] government’s mission to become a clean energy superpower and will empower businesses and consumers to make greener purchasing decisions,” said the company.

The operator has already committed to running the hybrid locomotives on renewable energy sources. Unit number 99001 has a few months ahead of it in the Czech Republic. The Velim test track is an independent facility located to the east of Prague. It is most famous for its large oval track layout with full overhead electrification. The formation is over thirteen kilometres long. It allows for extended non-stop testing under load and at high speed. The scenery is a bit repetitive. GBRf is not complaining about that, though.

The blue and gold of GBRf is going green. It’s not a livery change, just a change of fuel policy for its new locomotives. As yet only seen at trade shows, the new Class 99 bi-mode will be bio-mode. The initial fleet of thirty Stadler-built workhorses will be running emissions-free or at least emissions-green when they start entering service in 2025.

Keeping up with the traffic

Looking cleaner than it ever will again, 92002 is set to be the pride of the fleet for GBRf, albeit still residing at the factory gates in Spain. The Peterborough based operator, which describes itself as one of the UK’s leading transporters of consumer and business goods, has made a bold commitment to run the locomotive and its classmates solely on electricity or renewable fuels such as HVO (Hydrotreated Vegetable Oil).

GBRf has made several claims about the class. They say they will be the first heavy-haul freight locomotive capable of transporting significant volumes at mainline speeds on both electrified and non-electrified sections of the UK rail network. Other bi-mode locomotives are in service, but GBRf says they will be able to deliver their line speed of 75mph (120km/h) under either power source.

Eagerly anticipated arrival

The Stadler-built Class 99 should give GBRf a significant commercial advantage. Being able to maintain line speed under the wires or not gives the operator a dual advantage of reliability and availability. The new locomotives will, says GBRf, significantly reduce emissions by at least 58%. “With the Class 99s running exclusively on HVO on non-electrified lines, we can now provide our customers with a fully decarbonised solution for freight transport,” said John Smith, Chief Executive Officer at GB Railfreight.

There is still almost a year to go before the class is introduced into revenue-earning service, but GBRf is already painting the new arrivals as a game-changer. They call it a major milestone in sustainable rail freight transport. “This breakthrough is pivotal to our decarbonisation strategy and will help reduce the emissions associated with delivering goods to homes and businesses across the country,” said John Smith. “This marks the next step on our journey to lead the rail freight sector towards a greener future.” Cleaner fuels, like HVO, are becoming increasingly popular across the entire logistics chain, as recently reported in our sister service, WolrdCargo News. The Class 99s are being leased from Beacon Rail, and they are set to enter service in late 2025.

Currently, half of all ADY staff are in need of technical training to keep up with modern technical and innovative trends, the rail operator explains. The centre is supposed to help maintain a sufficiently skilled staff, and will therefore be equipped with training and simulator rooms and computer laboratories.

Expertise good for Middle Corridor

ADY explains that the centre was developed in collaboration with Deutsche Bahn’s Rail Academy after studying similar projects in Germany, Türkiye, and Spain. “The centre will enhance practical and theoretical training in the railway sector, strengthen ties with educational institutions, and integrate international expertise into Azerbaijan’s railway system”, the rail operator says.

Such expertise is supposed to benefit not only Azerbaijan, but also the wider region through the development of the Middle Corridor. “[The training centre] will also significantly facilitate the preparation of professional staff to contribute to the development of international transport corridors passing through Azerbaijan, such as the Middle Corridor, cementing ADY’s strategic position in global trade”, ADY commented.

Stadler’s design

Stadler will be responsible for the design, construction and equipment of the centre. “We are proud to have signed an agreement to support the establishment of a state-of-the-art training and development centre as part of our cooperation with ADY”, said Daniel Baer, Stadler executive vice president.

“The training centre will be equipped with the latest technology and will meet all the requirements for training future train drivers and our maintenance team. Stadler is thus making an important contribution to the promotion of the railway in Azerbaijan and the whole region. We are looking forward to realising the project together with ADY”, Baer concluded.