The introduction in 1986 of the US built class 59 heralded a revolution in diesel traction for freight services in the UK.

The seed of such a significant change was due to the discontent of Foster Yeoman, a major customer of British Rail for block trains for their stone and aggregate products, with the dismal reliability of locomotives provided for their services. Negotiations in the early 1980s resulted in the provision of only class 56 haulage from May 1983, but this too proved poor with availability as low as 30 percent and at worst only 60 percent of trains running on time. Foster Yeoman were impressed with the reliability of their privately owned and dedicated fleet of wagons so ventured to suggest to British Rail that their services be operated with a similarly privately owned and dedicated fleet of locomotives. This was at the time a revolutionary concept but such was the value of the business to the BR that an agreement was reached between Foster Yeoman and BR with the support of the traditionally inflexible trade unions for Foster Yeoman to own their own locomotives to be driven by BR drivers and maintained by BR staff under contract.

Foster Yeoman therefore invited tenders for supply of locomotives to their specification which included a proven 95 percent availability. Contrary to common belief British companies and BR works were included in this process but they declined to tender as they felt they could only at best deliver this level reliability under ideal and closely controlled operating circumstances. General Motors' EMD products (FY already owned an EMD switcher) were known to be able to achieve this target and a scaled down version of their highly successful SD40-2 design was indicated. The likely purchase of US built traction increased the political stakes especially at a time when much British manufacturing industry was being closed down. However the value of the Foster Yeoman business prevailed - sweetened by a contract for a further 15 years if the proposals were successful - and the deal was finally completed on 16 November 1984. The new type was designated class 59/0.

Throughout 1984 the specification was worked on by a team drawn from Foster Yeoman, British Rail and EMD so that all parties would be satisfied. To meet British standards and fit within the restrictive loading gauge a considerable amount of re-design work and compromises were required to scale down the SD40-2 design. However it was possible to retain the well proven Super Series Creep Control (that allows superior traction at very low speeds) and this factor would allow the elimination of double heading. Foster Yeoman therefore reduced their original requirement from six to four locomotives.

Not being a standard EMD product they were constructed on their own production line with a specialised team, and the four were built in a little under six months. Despite its American construction the class does include standard British parts amongst others being the AWS, draw-gear and cab desk modules. The locomotives arrived at Southampton on 21 January 1986. They were unloaded over the following two days and then following inspection were hauled (even though they were capable of moving under their own power) to Westbury by a class 47. The locos were commissioned and tested at Merehead and were also hauled to the Railway Technical Centre in Derby for further testing and weighing. BR and EMD declared the performance to be outstanding and measured a maximum tractive effort of 114,000 lb and a constant effort of 111,000 lb. The class was introduced to service on 17 February.

photograph by Michael Taylor

photograph by Jonathan Hall

photograph by Colin Duff

photograph by Colin Duff