We seem to be making a lot of fuss here but we already have main line electric haulage of main line freight trains. Freightliner have the very successful and reliable Class 90’s and DRS have the latest Class 88’s.
That looks like a great piece of KIT !!! Tying in nicely with the new HS2 Project, I think the people of the UK will be more than satisfied with the results to come.
Magnificent catches of the trains coming by and pass, I like it 5 stars. Thumbs up. Hearing that amazing diesel sound and cars coming through is absolutely crazy. Keep up the perfect work, my friend, I just liked and subscribed your channel, Greetings from Portugal to the UK.
A real disappointment that they are not a UK-built loco. Nevertheless, it will be good to see our shameful reliance on diesel power reduce. Many congratulations to all involved. I am looking forward to seeing the class in operation in the not-too-distant future.
99 is considerably more powerful than the class 88 in both modes, though less powerful than the 68 on diesel, and is geared for a lower speed. They are considerably different
When I was younger. We had ‘Electro-Diesels’ on Southern, they ran on third rail, overhead pantographs , and internal diesel engine. What is the real difference now?
Nice locomotive overall. I hope Stadler will build trains in the UK and perhaps have a rebuild plant as they could rebuild some Class 60's and Class 92's and could be a nice alternative to new builds. Just my two cents on this.
A great looking loco, the current colourway is fantastic. Always loving seeing GBRf locos out and about. I wonder if you will release some 66's once the class 99's come on stream or whether this will part of an expansion program that we hear about in the press with overall prediction of freight increases for the next few years?
Good work, Bob! Glad to see the tractive effort quoted as 500kN. How much of that is available on diesel power? I’ve seen the engine power quoted as either 1.6 or 1.8MW, so less powerful than Class 66. It would be great for efficiency if the 99 could haul the same tonnage on diesel as a 66. Even if it is slightly less, the flexibility and electric haulage will be the key factors.
@mikeuk4130 500kn available on diesel and electric the diesel is 1.8Mw. It still have same TE in electric and diesel due to its modern traction control system.
An utter disgrace, Britain should be building and designing our own locomotives as we always did. However Port Talbot blast furnace closes tomorrow, bringing an end to the ability to produce steel from iron ore, along with virtually all of our heavy industrial capacity that has gone before it. Britain is now a sad dismal joke of a country, reliant upon everyone else in the world for even the simplest of items.
Tbf the last few locos built in the uk have been appealing, better to have tested design that's used globally than some right leaner britan first has come up with lol
@@Raygun-xb2st You really are a rather dim witted individual, the fact that this country no longer has the capability or expertise to built its own locomotives, or create anything particularly useful is a damning indictment on not only the country as a whole but our education system failing to bring forward new engineers, designers, etc. We have effectively ceased to be a nation, if we are incapable of building the items we need and rely upon and are now at the point where virtually everything has to be imported, not only does that have a dreadful effect on the national economy, but it effectively puts us at the mercy of whoever we are having to import the items from. Importing our energy from foreign states or importing biomass from the US to fire Drax power station is both idiotic in terms of transportation costs and security. This country is a non entity if we cannot build the things we need domestically. The fact that the last couple of British built locos have not been upto scratch is another example of the failures of our education system and our politicians. It is neither right wing or left wing it is basic common sense.
Interesting video Rob, wish I was there. I've been recording GBRf since their first deliveries at Newport Docks. PS the titles spoil the video , much too large and should be at the bottom of the screen
It certainly looks the part, but I so wish the UK had been able to offer something that was just as good or better. The Class 89 offered so much for 25kv traffic. It would not have taken too much to incorporate a diesel engine and 3rd rail pick up to that package, and being a B0B0 would’ve handled just about anything thrown at it.
Class 89 would pretty much need to be rebuilt entirely to give the capability of the 99, at that point it’s probably better to just get a new locomotive. Not even sure the required hardware would even all fit inside a class 89
@@andrewbrown6786 40 years old is usually the point when the whole machine is worn out enough it's probably better to scrap and build new, unless you can reuse bits of frame. But I don't think you can fit the 99's equipment on the 89's frame arrangement
@@mikeuk4130 Yeah, I don't understand things these days. 92's lying unusable, 93's, 99's, 88's, with 68's going in to store. All in small numbers. Even 70's were only ordered in small numbers. I don't like 66's a great deal but at least they were system wide and could do most freight jobs. Privatisation has messed up the loco industry.
@sansovino4124 if you think about it .. its actually streamlined the loco market .. before privatisation, a good number of classes were still reasonably active, most of these are no longer .. and the operators have to operate at a profit so electric traction unfortunately sometimes suffers when leccy prices are greater than diesel. Hopefully, the incoming government will find a way to allow operators to run electric traction where accessible at the same price or cheaper than diesel otherwise those pantos on 99001 onwards may not see so much use ..
@@andrewreynolds4949 That's right. You get three times the bangs per buck. That adds up to a lot of fixed interest charges. Unless the design is exceptional, like the class 37, a significant proportion of their 25 year life is spent doing nothing because there isn't the work for them for one reason or another, so capital costs are important. If light oil is used instead of coal, fuel consumption is much the same as diesel, and emissions are completely clean due to more efficient combustion. Decarbonising the railways is an expensive irrelevancy as railways amount to less than 1% of total CO2 emissions. Robin Riddles pointed all this out 70 years ago and was ignored, and other engineers with an understanding of economics have done the same thing repeatedly ever since, but politicians and railway managers love glossy expensive technology, so they get ignored.
@@physiocrat7143 Steam requires far, far more in labor and maintenance, both man-hours and cost. Locomotive startup takes a very long time, compared to almost immediate for diesel. Operations managers have understood the significant advantages diesel has over steam for just as long; Most of North America was already going for diesel by the time the Modernization Plan won in the UK, and if the process hadn't been rushed and botched British Railways would have been far better off
@@andrewreynolds4949 Correct. You are talking about steam technology 75 years ago using a fleet of which much dated from before the First World War. Steam locomotive technology has come a long way since then. The issues you refer to were addressed in the 1970s and 1980s. The thermodynamics are also better understood, leading to improved efficiency. There is a lot of information about this if you search for advanced steam. Light up time is reduced or eliminated with pre-heat systems and improvements to insulation, which also reduces boiler stress. Efficiency is improved through better design of exhaust systems or compounding. Wear is reduced by using light oil as fuel instead of coal. This also raises the power output. Internal combustion engines are not particularly suitable in railway applications where power demand is intermittent. A lot of power must be installed which is then idling for most of the time but working flat out for brief periods. A boiler, or a battery, acts as an energy storage system while conversion of chemical energy takes place at a slower constant rate. In the US, trains run at quite a slow steady speed over level tracks for hours on end. Basic workhorses like the SD40 are just the thing.
@@physiocrat7143 The issues with start up time, based on the time required to boil water, as well as other operation disadvantages are still the same. It's all well and good to make a more fuel efficient or more powerful version of what you have, but you can't change the basic laws of thermodynamics. Diesel power has also come a very long way in the last 75 years, and even in the last 40 years; new diesel locomotives have become 10 - 20 % more fuel efficient in the last twenty years alone, while also getting 5 - 10 % more powerful. I love steam but it's never coming back as mainline power.
I’m glad they’re not replacing the 73s
I love the 73s
Stadler, best in Class in all Fields
We seem to be making a lot of fuss here but we already have main line electric haulage of main line freight trains. Freightliner have the very successful and reliable Class 90’s and DRS have the latest Class 88’s.
That looks like a great piece of KIT !!!
Tying in nicely with the new HS2 Project,
I think the people of the UK will be more
than satisfied with the results to come.
the new class 99 looks really good, new subscriber here
Magnificent catches of the trains coming by and pass, I like it 5 stars.
Thumbs up.
Hearing that amazing diesel sound and cars coming through is absolutely crazy.
Keep up the perfect work, my friend, I just liked and subscribed your channel, Greetings from Portugal to the UK.
Fantastic. Must be a thrill to see this concept come to life in the UK!
A real disappointment that they are not a UK-built loco. Nevertheless, it will be good to see our shameful reliance on diesel power reduce. Many congratulations to all involved. I am looking forward to seeing the class in operation in the not-too-distant future.
Stunning looking loco
Looks realy smart very advanced too ❤
Wonderful looking Locomotives
Very interesting, thank you.
Look forward to seeing them running in the not too distant future.
Congratucation Brother you so amazing🎉🎉🎉
GBRF seem to be doing better than most Rob. I worked for BR /EWS/ DBC and Pullman rail over nearly 50 years
Looks a nice loco & sounds like it packs some power in both modes. Great to see model form is already in development for us railway modellers too :)
Fantastic looking pieces of tech, much better than what we have now and I can't wait for them to start running
Even better than a 68 and 88 ?
@@markknight1011the extra pair of axles makes the difference. 8 wheels good, 12 wheels for freight.
@@markknight1011 they are practically the same thing
99 is considerably more powerful than the class 88 in both modes, though less powerful than the 68 on diesel, and is geared for a lower speed. They are considerably different
When I was younger. We had ‘Electro-Diesels’ on Southern, they ran on third rail, overhead pantographs , and internal diesel engine. What is the real difference now?
wow she is a beauty be nice seeing them here in southampton on intermodals
Can’t wait to drive them!
Nice locomotive overall. I hope Stadler will build trains in the UK and perhaps have a rebuild plant as they could rebuild some Class 60's and Class 92's and could be a nice alternative to new builds. Just my two cents on this.
A question for Rob Tiller, are there any plans to re engine a class 60 ? GM or Caterpillar engine
Sorry i cannot answer that question.
A great looking loco, the current colourway is fantastic. Always loving seeing GBRf locos out and about. I wonder if you will release some 66's once the class 99's come on stream or whether this will part of an expansion program that we hear about in the press with overall prediction of freight increases for the next few years?
Can't wait to get my mitts on one. JG.
Nice video, but would have been better without the captions getting in the way of the views of the actual locomotive itself.
Good work, Bob! Glad to see the tractive effort quoted as 500kN. How much of that is available on diesel power? I’ve seen the engine power quoted as either 1.6 or 1.8MW, so less powerful than Class 66. It would be great for efficiency if the 99 could haul the same tonnage on diesel as a 66. Even if it is slightly less, the flexibility and electric haulage will be the key factors.
@mikeuk4130 500kn available on diesel and electric the diesel is 1.8Mw. It still have same TE in electric and diesel due to its modern traction control system.
A couple of the speakers say "1.8kW power" 9:59 "1.8kVee diesel" 4:11 - are they just getting the units wrong?
@@robtiller6006 Hi, Rob, that will be good news indeed in areas with no wires yet. I look forward to seeing them working next year. Best, Mike.
I bet GBRf will have them in service a lot sooner than Rog with the Class 93s, which still seem to be nowhere to be seen
An utter disgrace, Britain should be building and designing our own locomotives as we always did.
However Port Talbot blast furnace closes tomorrow, bringing an end to the ability to produce steel from iron ore, along with virtually all of our heavy industrial capacity that has gone before it.
Britain is now a sad dismal joke of a country, reliant upon everyone else in the world for even the simplest of items.
Tbf the last few locos built in the uk have been appealing, better to have tested design that's used globally than some right leaner britan first has come up with lol
59/66 was designed by the us no?
@@Raygun-xb2st You really are a rather dim witted individual, the fact that this country no longer has the capability or expertise to built its own locomotives, or create anything particularly useful is a damning indictment on not only the country as a whole but our education system failing to bring forward new engineers, designers, etc. We have effectively ceased to be a nation, if we are incapable of building the items we need and rely upon and are now at the point where virtually everything has to be imported, not only does that have a dreadful effect on the national economy, but it effectively puts us at the mercy of whoever we are having to import the items from.
Importing our energy from foreign states or importing biomass from the US to fire Drax power station is both idiotic in terms of transportation costs and security.
This country is a non entity if we cannot build the things we need domestically.
The fact that the last couple of British built locos have not been upto scratch is another example of the failures of our education system and our politicians.
It is neither right wing or left wing it is basic common sense.
To compound the misery port talbot steelworks isn't British owned anyway. The real decline was when British steel sold it to tata.
@@ironknobsteelworks4063 it was Dutch owned too
How does the UK loading gauge affect the design? Does it limit how powerful equipment can be fitted in, compared to the continental versions?
Interesting video Rob, wish I was there. I've been recording GBRf since their first deliveries at Newport Docks. PS the titles
spoil the video , much too large and should be at the bottom of the screen
@TheMichaelWilcock2016Railways I don't talk over the video I use the titles as some people who don't understand English prefer to read and understand.
Ups! Didn't think of that, sorry.
It would have been nice to the the loco without captions on the sceen.
It certainly looks the part, but I so wish the UK had been able to offer something that was just as good or better. The Class 89 offered so much for 25kv traffic. It would not have taken too much to incorporate a diesel engine and 3rd rail pick up to that package, and being a B0B0 would’ve handled just about anything thrown at it.
Surely less tractive effort on a bo-bo with less friction, and obviously more chance of wheel slip??
Class 89 would pretty much need to be rebuilt entirely to give the capability of the 99, at that point it’s probably better to just get a new locomotive. Not even sure the required hardware would even all fit inside a class 89
@@cd66061 my mistake - meant to say C0C0
@@andrewreynolds4949 Class 89 is almost 40 years old now, so it would almost be a new loco now - a missed opportunity imho
@@andrewbrown6786 40 years old is usually the point when the whole machine is worn out enough it's probably better to scrap and build new, unless you can reuse bits of frame. But I don't think you can fit the 99's equipment on the 89's frame arrangement
With only 30 being built and GBRF having 99 class 66's, the 99's will only be small in number!
Option for 20 more.
@@sansovino4124 Yes, but that's still only half as many. I expect more will be phased in over the years while the best 66s are kept running.
@@mikeuk4130 Yeah, I don't understand things these days. 92's lying unusable, 93's, 99's, 88's, with 68's going in to store. All in small numbers. Even 70's were only ordered in small numbers. I don't like 66's a great deal but at least they were system wide and could do most freight jobs. Privatisation has messed up the loco industry.
@sansovino4124 if you think about it .. its actually streamlined the loco market .. before privatisation, a good number of classes were still reasonably active, most of these are no longer .. and the operators have to operate at a profit so electric traction unfortunately sometimes suffers when leccy prices are greater than diesel. Hopefully, the incoming government will find a way to allow operators to run electric traction where accessible at the same price or cheaper than diesel otherwise those pantos on 99001 onwards may not see so much use ..
@@sansovino412492’s are pure electric, we don’t own any of the others, and they are too small for our needs as a company.
I wonder if the class 98 doesn't give more bangs per buck,
Class 98 is the blanket classification for steam locomotives
@@andrewreynolds4949
That's right. You get three times the bangs per buck. That adds up to a lot of fixed interest charges. Unless the design is exceptional, like the class 37, a significant proportion of their 25 year life is spent doing nothing because there isn't the work for them for one reason or another, so capital costs are important.
If light oil is used instead of coal, fuel consumption is much the same as diesel, and emissions are completely clean due to more efficient combustion.
Decarbonising the railways is an expensive irrelevancy as railways amount to less than 1% of total CO2 emissions.
Robin Riddles pointed all this out 70 years ago and was ignored, and other engineers with an understanding of economics have done the same thing repeatedly ever since, but politicians and railway managers love glossy expensive technology, so they get ignored.
@@physiocrat7143 Steam requires far, far more in labor and maintenance, both man-hours and cost. Locomotive startup takes a very long time, compared to almost immediate for diesel. Operations managers have understood the significant advantages diesel has over steam for just as long; Most of North America was already going for diesel by the time the Modernization Plan won in the UK, and if the process hadn't been rushed and botched British Railways would have been far better off
@@andrewreynolds4949
Correct. You are talking about steam technology 75 years ago using a fleet of which much dated from before the First World War.
Steam locomotive technology has come a long way since then. The issues you refer to were addressed in the 1970s and 1980s. The thermodynamics are also better understood, leading to improved efficiency.
There is a lot of information about this if you search for advanced steam. Light up time is reduced or eliminated with pre-heat systems and improvements to insulation, which also reduces boiler stress.
Efficiency is improved through better design of exhaust systems or compounding.
Wear is reduced by using light oil as fuel instead of coal. This also raises the power output.
Internal combustion engines are not particularly suitable in railway applications where power demand is intermittent. A lot of power must be installed which is then idling for most of the time but working flat out for brief periods. A boiler, or a battery, acts as an energy storage system while conversion of chemical energy takes place at a slower constant rate.
In the US, trains run at quite a slow steady speed over level tracks for hours on end. Basic workhorses like the SD40 are just the thing.
@@physiocrat7143 The issues with start up time, based on the time required to boil water, as well as other operation disadvantages are still the same. It's all well and good to make a more fuel efficient or more powerful version of what you have, but you can't change the basic laws of thermodynamics. Diesel power has also come a very long way in the last 75 years, and even in the last 40 years; new diesel locomotives have become 10 - 20 % more fuel efficient in the last twenty years alone, while also getting 5 - 10 % more powerful. I love steam but it's never coming back as mainline power.
The first one should be named Morning Star, to link to The last 66 Evening Star
@@jamesmckelvey Morning Star is a 9F steam locomotive on the Somerset and Dorset Railway at Midsomer Norton
"forever in Electric Dreams"....much better!
Haven't GBRf lost out with this loco? ROG' s class 93 is triple moded.
@@DavidJones-wx4im totally different application.
😅
Should of gone to brush
@marvinmarvin2424 Brush do not exist Wabtec closed the factory. It was not a choice.
@@robtiller6006 yes it was sad to see, Mirrlees Stockport went to Man BMW
⭐️👌🦺
Not brilliant form uk
Rubbish 💯
They could certainly haul that
@@andrewreynolds4949 it’s a joke mate the class 37s is way better and a class 40 and a class 45 peak 💯🔥🔥🔥