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.

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.

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.

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.

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.

GB Railfreight (GBRf) has signed a twelve-month agreement with Drax to use HVO for its rail freight services. The 1,800 tonne trains were previously hauled by locomotives running on traditional diesel fuel. HVO has proved a viable alternative to fossil-derived fuel, and has been trialled by other UK operators.

New fuel, new locomotives

Since 2016, GB Railfreight trains have moved over 15m tonnes of sustainable biomass between Liverpool and Drax. That accounts for 10,000 train journeys, or an average of three journeys per day. Drax, which was converted from a coal burning power station, provides enough power for up to four million homes and businesses. The operators say that equates to around 8 per cent of the UK’s renewable energy and approximately 4 per cent of the country’s total electricity usage.

GBRf has called the HVO agreement a milestone in its decarbonisation strategy. The company also recently announced that its new dual-mode “Class 99” locomotives will run solely on electricity or renewable fuels. HVO is synthetically produced through the hydro-treatment process using vegetable oils or animal fats, which reduces carbon dioxide (CO2) and nitrogen oxide (NOx) emissions when used in diesel locomotives.

GBRf has many initiatives

Rolling stock for the loads is mainly from refurbished coal hopper wagons, re-engineered by the specialists WH Davis, the last remaining freight wagon manufacturer in Britain. Drax has faced criticism over its biomass policy. Some opinions, notably from environmental campaigners Greenpeace, have questioned the effectiveness of using wood pellets. However, the company stood by its claimed benefits, and no one has criticised the use of rail freight throughout the life of the power station.

“We’ve had a strong relationship with Drax for over twelve years, said John Smith, the Chief Executive of GB Railfreight. “We’ve agreed to use HVO to deliver our services. This is one of many initiatives within GB Railfreight’s carbon reduction plan that will support the UK Government achieve its ambitions to make the UK a clean energy superpower.”

“By exclusively using HVO for rail services, we are reducing our supply chain emissions and supporting the transition to cleaner, more sustainable energy solutions”, said Mark Gibbens, Head of Logistics at Drax. “This agreement marks an important step in our commitment to sustainability and innovation in transport. We are proud to continue our long-standing partnership with GB Railfreight, helping drive both energy security and the UK’s decarbonisation goals forward.”

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.

The new locomotives will be based across GBRf sites, including their operational headquarters at Peterborough on the East Coast Main Line. They will be used to support supply chain operations services for Network Rail, the British railway infrastructure management agency. The Clayton Equipment design is based on an on-board battery, backed up by a diesel power source for operational versatility.

Spark of excitement around new locomotives

The new Class 18 locomotives are a part of an overall decarbonisation strategy for GBRf. The operator also has on order 30 brand new hybrid Class 99 locomotives, based on the Stadler EuroDual design platform. That fleet will begin to enter service in 2025. Off the rails, the company is moving all sites to use energy only from renewable sources; and it is switching its support vehicle fleet to electric variants at the end of the current leasing agreement.

“The Class 18 hybrid+ shunt locomotives are another exciting step forward for GB Railfreight in modernising and decarbonising our business”, said David Golding, Asset Director for the company. “By utilising them on [supply chain operations] services, we’re making sure our partnership delivers a greener, more sustainable railway that works better for everyone”.

Reduce emissions in GB supply chain

Turning to British manufacturer Clayton Equipment marks a significant step for that company too. The company has been active in the domestic market, and recently supplied locomotives to British Nuclear Decommissioning Agency, and to Freightliner. The Class 18s are powered by an onboard battery, with charging through a three-phase electric supply or via a regenerative braking system. The “Bo-Bo” [two twin axle bogies, all powered] locomotive is also self-contained, with an onboard diesel engine which meets EU Stage V emissions standards. Clayton was a name made familiar in the 1960s, when the company produced diesel locomotives for the rapid modernisation plan of the then nationalised railway network in Britain.

According to a GBRf statement, the supply chain operations services ensure that the materials and components that keep the railway safe and operational, are where they should be, when they need to be. “These locomotives alongside other industry leading decarbonisation initiatives will contribute to GBRf’s efforts to reduce the emissions of Great Britain’s supply chains,” said the company. The customer is satisfied too. “A greener supply chain helps us to operate more sustainably, with cleaner air for the people and wildlife that live nearby,” said Ross Theobald, Delivery Director, Supply Chain Services at Network Rail.

Shunting work in the UK has largely been carried out by a diesel design, dating from the 1930s. Latterly designated “Class 08”, the six wheel design had a coupling rod reminiscent of a small steam locomotive. It was a ubiquitous sight around the network.