History

Following the acquisition of the former BR freight businesses Loadhaul, Mainline and Transrail by Wisconsin Central in 1996 and then Railfreight Distribution a year later, there was a clear need for a new build of traction to replace the then current life expired locomotives operating services with poor reliability. This was key to winning further freight traffic onto the railways. General Motors were awarded the contract to design and build 250 new freight locomotives - originally designated Class 61 (later changed to Class 66 to avoid clashing with EMU vehicle numbering systems) with delivery to commence in 1998. Locomotives were essentially an updated Class 59 with less pulling power and the latest technology such as self steering wheelsets to reduce rail wear. An extremely important factor in the locos' development was the use of an almost identical bodyshell to the Class 59 which meant safety case work could be completed before the locomotives arrived in the UK with relative ease.

The pioneer - 66001 - docked at the Port of Immingham in early 1998 and within weeks was sent out on the mainline for proving trials. Such was the reliability that there was no need for an insurance locomotive to be included in the train consist. Following successful testing, squadron delivery commenced into Newport Docks with the locomotives being commissioned on the dockside and sent straight into revenue earning traffic. Delivery took just 2 years for 250 locomotives, something never seen before in the UK.

The arrival of the Class 66 fleet spelled the end for many of the traditional BR locomotive designs, and this earned them certain hate amongst most of the UK's railway enthusiasts. But most important was the EWS was able to improve performance for their freight trains - the locos achieved reliability figures never seen before in the UK and were possibly the easiest locomotive to introduce into traffic to date. Availability figures meant that the 66s were able to replace BR traction in an almost 1:3 ratio (1x66:3xBR) and this achieved a drastic cut in the loco fleet size. The eliminatiion of the Class 31, Class 33 and freight Class 47 fleets happened instantly with the Class 56 and Class 58 fleets being reduced and finally eliminated by 2004 and 2002 respectively.

Current Duties

Since introduction, the 66s have replaced older traction on well over 80% of the freight duties, and as a result the locos have appeared in every business sector in which EWS currently operates; automotive, coal, metals, petroleum, construction, intermodal and passenger. The appointment of Keith Heller as EWS CEO in January 2003 has seen productivity of the loco fleet 'go through the roof' and further loco fleet cuts have seen the Class 37 fleet go down to single figures and the Class 60 fleet reach almost 25% of the original fleet size at the time of writing. Indeed, the cuts have seen the first Class 66 stored.

History

Environmental changes meant that DRS' fleet of older ex-BR traction would become more expensive to run and cleaner fuel would damage the engines which were not designed for using said fuel. In addition to this was an increase in higher speed intermodal work over the West Coast Main Line for which the reliability and acceleration of a 66 would be needed. DRS ordered 10 Class 66s from GM in 2004.

Current Status

The Class 66/4 portfolio of work consists of the intermodal workings on the West Coast Main Line from Daventry to Grangemouth and Aberdeen with a number of services in each direction per day. It is not completely unknown for them to substitute for older classes on nuclear work although this is not ideal work for the high powered locos and so is unusual.

History

Impressed with the success of the EWS Class 66s plus the need for new locomotives to replace the ageing and increasingly unreliable Class 47 fleet, Freightliner ordered an initial 5 locomotives in 1999 for evaluation on its intermodal trains. Successful working meant that a large order for the intermodal sector was placed thus sealing the fate of the Class 47s. Delivery was, as with the EWS locos, rapid and since the initial batch, further small orders have been placed as business continues to grow. The intermodal fleet of 47s has been replaced with newer 66s, leaving only two locos left in traffic.

Venture into the previously EWS dominated markets led to the creation of Freightliner Heavy Haul and meant another order for Class 66/5 locos and also Class 66/6 locos (see below). Business growth continued and more and more locomotives were added to the fleet in small batches. The fleet at the time of writing numbers 81 locomotives split between the Intermodal and Heavy Haul business sectors.

Current Status

Class 66/5 locomotives operate around about 80-85% of Intermodal services, sharing with the Class 57 and Classes 86/90 electric locos. It is understood that a reduction in the electric fleet is sought after to create one common 'go-anywhere' diesel fleet. Electric locos tend to dominate the flows operating solely 'under the wires' as costly loco changes are not needed.

Heavy Haul employs Class 66/5 locomotives on most of its heavier freight services such as coal with the lighter duties such as unit moves occupying its few Class 47 locos. The Network Rail contract also sees a dedicated fleet operating engineering trains on the West Coast Main Line.

History

Business growth in Freightliner Heavy Haul and the signing of a contract with Railtrack (now Network Rail) created a need for locomotives with capabilities of hauling heavier trains than standard Class 66/5 locomotives could manage. An initial batch of 6 locomotives with a higher gearing to cope with heavier loads of Oil, Cement and Ballast were ordered. Consequently, the locomotives had a lower maximum speed of 65mph. Two further batches were ordered from GM, bringing the current 66/6 fleet total to 22 locomotives.

Current Status

The Class 66/6 duties are interchangeable with many FHH Class 66/5 workings and consequently do appear on such workings. The heavier trains (stone, cement etc) are operated by this sub class however.

History

A new entrant into the railfreight market in 2000 was GB Railfreight (part of GB Railways who also operated the Anglia Railways franchise at the time) who won a large contract for supplying the traction for Network Rail engineering trains in East Anglia. This came with the news of an order for 7 Class 66 locomotives with the first being delivered in early 2001. A further batch of 5 locomotives were ordered following the awarding of a new contract from Mediterranean Shipping Co (Medite) for daily intermodal trains between Selby, Felixstowe and Hams Hall. Growth continued and further contracts were secured and the fleet was added to again in 2003 bringing the total to 17 locomotives.

Current Status

Allocated to Willesden Traincare Depot in London, the Class 66/7 fleet is concentrated around the South East and East Anglia, with locomotives outstationed at Peterborough depot. Workings outside of this area do exist, with a Gypsum contract over the Settle and Carlisle line and also a Mud-Oil flow from Aberdeen to Harwich. GBRF have a contract with Network Rail for the provision of engineering trains throughout the South and East of England and Class 66/7s can be regularly found involved in engineering blocks at night and weekends.

One interesting area that GBRF operates in is a contract with Metronet - the private Tube operator. The rebuilding of the Metronet network has, in conjunction with GB Railfreight, seen the acquisition of dedicated Class 66 locomotives and a fleet of wagons which operated by GBRf, will operate over the Metropolitan Line on the Underground during engineering possessions.

History

Ever changing and more stringent emissions regulations for railway machinery led General Motors to start developing a low-emission verison of the successful Class 66 design. Featuring a larger cooler group, the locomotives were unique in sporting 3 doors on one side, the extra for access to the engine room which, in this revised design, was no longer possible. Placed with Freightliner Heavy Haul for acceptance and trials, the design was deemed successful, despite having less fuel capacity due to compensate for the larger cooler group (weight needed to remain the same for ease of acceptance procedures), and adopted for all post-2005 Class 66 orders.

Current Status

Acceptance of the design for the revised locomotives was achieved quickly and it was deemed that there was no need for a new classification or new subclass for all post-prototype locomotives. Subsequently, all orders of the revised locomotive have been registered as standard locomotives following on in the operators existing number sequence. The two prototype locomotives continue to work with Freightliner Heavy Haul as part of the general fleet being used on all types of traffic.

Last Updated 16-08-2006