Class 58 History | Netherlands
International Operations
Class 58s in the Netherlands
One of the most distinctive later chapters in the Class 58 story saw members of the class hired for use in the Netherlands by Dutch freight operator ACTS, where they became regular performers on the Veendam shuttles, container services, engineering trains and a small number of passenger specials.
In the early years of the new millennium, while the remaining handful of operational Class 58s were still clinging on to main line work in the UK, Dutch railfreight and container operator Afzet Container Transport Systeem (ACTS) began seriously considering redundant British locomotives to complement its own fleet.
2001 ACTS deal first reported
5811 Formerly 58039
5812 Formerly 58044
5814 Formerly 58038
The ACTS agreement
Initial reports in January 2001 stated that a deal, described at the time as “99% certain”, had been formalised between EWS and ACTS for the supply of five Class 58s for use in the Netherlands.
While negotiations were ongoing, 58049 hauled a 1,700-ton demonstration train on Wednesday 31 January 2001 between Toton, Welbeck and Drakelow, witnessed by ACTS management. It was reported that both EWS and ACTS were pleased with the locomotive’s performance, and the Dutch operator remained keen to see the agreement proceed.
It was not until August 2002 that all the necessary paperwork had been signed and the deal concluded. The proposed lease, intended to run for a number of years, was to utilise six Class 58s, with five operational and one held as a standby locomotive.
The locomotives underwent repairs at Toton to return them to working order. Maintenance arrangements and staff training were also considered, and it was understood that heavy maintenance would continue to be carried out in the UK, raising the prospect of the locomotives periodically returning home for attention.
Why ACTS chose Class 58s
ACTS had long been familiar with British locomotive design. First came the English Electric Class 600 shunters, then the EM2s — BR’s Class 77s — and even some Dutch steam locomotives had been built or designed in Britain. Against that background, the continuation of that tradition through the Class 58 seemed entirely fitting.
Originally, ACTS had planned to buy some of EWS’ Class 56s. However, these were considered a fitter’s nightmare due to the lack of workspace in the engine room, while the cab layout was not well suited to ACTS’ operational requirements. EWS instead suggested the Class 58 because of its easier engine-room access and well-designed, driver-friendly cab layout.
The initial agreement with EWS was for five Class 58s. In November 2001, the creation of new pool WFGA saw 58036, 58038, 58039, 58044 and 58046 allocated. ACTS specifically wanted locomotives from the later batch, 58036–58050, as they were considered easier to maintain.
In the early part of 2003, Toton depot began work on 58039, followed later by 58044.
Although the majority of ACTS routes were electrified at 1,500V DC overhead, the only section of the Veendam shuttle route between Rotterdam and Veendam that was not electrified was the stretch between Groningen and Veendam. ACTS therefore opted for a diesel locomotive to work the Veendam shuttles throughout.
Some sidings and yards along the route also lacked overhead wires and, although the trips were not as economical as ACTS would ideally have liked, the arrangement avoided the need to change from electric to diesel traction en route. In operational terms, this was expected to save costs overall, even when diesel fuel use was taken into account.
The wider ACTS fleet
ACTS owned five electric locomotives of the 1200 series, of American design. Built in the Netherlands in 1951 as part of the post-war Marshall Plan, they had served with the Dutch national railways before becoming redundant in the late 1990s. ACTS purchased six locomotives that were already in the breaker’s yard awaiting scrapping. One was later sold, another was used for spares, and four remained in service. All had recently been overhauled and refurbished in the Czech Republic.
ACTS also owned several former Belgian diesel-electric locomotives. Five members of the former 62 series were purchased in Belgium. Three entered service and were used on non-electrified lines around the country, one was put aside in poor condition, and another was written off following a collision in 2002 and was expected to be scrapped.
For shunting duties, ACTS also owned three V60 locomotives, formerly active in East Germany. These four-axle machines were mainly employed on local shunting work in the Rotterdam area.
Timeline of Dutch operations
24 June 2003 — 58039 becomes 5811
On 24 June 2003, 58039 was unveiled at Toton in its new ACTS livery for hire to the Dutch freight operator. Renumbered 5811, it was presented at a press photocall after a series of modifications to allow operation on the Dutch railway system.
All work conformed to Dutch railway group standards. Externally, ‘A’-style headlights were fitted, with one headlight on each side of the cab and an additional light above the front windows. The electrics were altered, including a lockable battery switch and revisions to isolation systems.
In the cab, the heaters were modified to operate when the power unit was shut down, a new air-conditioning arrangement was planned, and Dutch cab signalling equipment was installed. The seats were replaced with fold-down units of the type used on a Class 90. Controls were altered to European indications, with km/h replacing mph, and all signage in the cab was provided in Dutch.
No alterations were made to the power unit itself, which remained as built. Finally, the Dutch equivalent of AWS, known as ATB, had to be fitted. No dimensional issues arose, as the UK structure gauge is smaller than that of the Netherlands.
25 June 2003 — Departure from Toton
After the final modifications were completed and a proving run on the load bank had been successfully carried out, 58039 was declared fit for service. The locomotive was then hauled by GWR green 60081 Isambard Kingdom Brunel from Toton to Immingham on Wednesday 25 June as 0Z60 10.55, running via Nottingham, Lincoln and Barnetby.
At Immingham, 58039 was loaded onto a road lorry and, after an overnight stop, sailed for the Netherlands. On arrival, it was taken to Kijfhoek yard and unloaded. A few days later, on 29 June, the locomotive was hauled to ProRail’s Zutphen works, where the ATB safety system was fitted and final acceptance tests were undertaken.
During the first few days of August 2003, 5811 hauled its first train since December 1999, working from Rotterdam to Veendam and back. The train reporting number was 60244, one of the Veendam shuttles for which ACTS had specifically required the Class 58s.
Late 2003 — Early technical issues
Some minor technical problems were experienced with 58039 during its first few months in the Netherlands. These were thought to be partly due to drivers not yet being fully familiar with the locomotives, and partly because the locomotive had been stored for such a long period before being returned to use.
Two principal issues emerged. Firstly, the pipework proved to be a weak point, with vibration causing minor oil and water leaks. Secondly, there were teething troubles with the locomotive’s ATB system, which occasionally triggered emergency brake applications. A later modification to the safety system resolved this problem.
By September 2003, after settling into a regular routine, 5811 became a regular performer on the Coevorden shuttle to and from Rotterdam, a comparatively light train of between 1,200 and 1,400 tons. This was due to technical failures on some of ACTS’ electric locomotives, although the arrangement did not last long and 5811 soon returned to the Veendam shuttles for which the class had originally been hired.
October 2003 — 58044 becomes 5812
Back in the UK, work was progressing on transforming 58044 into 5812. At the beginning of October 2003, the all-clear was given for the locomotive to make its way to the Netherlands.
It was hauled from Toton to Immingham on 15 October, this time by 47750, working as 0Z74. After an overnight stop at the Humberside port, the locomotive was loaded onto a lorry and then onto a ship. On arrival in the Netherlands, it underwent the same trials before being accepted into service.
Acceptance of 5812 into traffic did not take as long as it had for 5811, as the Class 58s now had a safety case for operation with ACTS. Just one week later, the locomotive was hauling the Veendam shuttles.
November 2003 — Multiple working
At the end of November 2003, ACTS ran its two Class 58s in multiple. 5811 and 5812 at the head of a 2,500-ton container shuttle was a remarkable sight, and the pair reportedly accelerated the train to line speed with no problems encountered during the trip.
Even so, it should be noted that it was not common to see more than one Class 58 at the head of a train, except for positioning moves, failures or similar circumstances.
September 2004 — 58046 diverted to France
Back in the UK, work was progressing on 58046, which had been allocated to the WZFH pool and was intended to be the third Class 58 to go to the Netherlands on hire to ACTS.
However, in September 2004 it emerged from Toton paintshop in the grey livery of Fertis, becoming the first Class 58 to receive these French colours. 58046 was soon reallocated to the WZFF pool and went on to work in France instead.
April–May 2005 — 58038 becomes 5814
On 18 April 2005, work was clearly complete on the third ACTS Class 58, 58038, as it entered Toton paintshop for repainting. Just over a week later, it emerged wearing a variation of the ACTS livery and carrying the number 5814.
The black and red-orange livery was that of Vos Logistics, a major customer of ACTS. The number 5813 was reportedly omitted for superstitious reasons at the customer’s request.
58038/5814 arrived in the Netherlands on 8 May 2005 at Rotterdam Harbour and was hauled to the Strukton workshop at Zutphen by ACTS locomotive 7101. On 17 May, 5814 undertook successful test runs from Zutphen to Hengelo and Bad Bentheim and back, and was accepted into traffic that same day.
It was immediately pressed into service hauling Veendam shuttle 60243 from Veendam as far as Amersfoort, complete with the other two ACTS Class 58s in tow. This marked the first time all three Class 58s had been seen at the head of one train.
The following day, 19 May, 5814 piloted 5812 northbound from Amersfoort to Veendam before hauling its first solo southbound working on the return run.
2005 onwards — Three-locomotive operation
With three Class 58 locomotives now in traffic with ACTS, the Veendam shuttle service was worked almost continuously by members of the class. As the duty was normally an out-and-back turn, occasionally with an additional second service operated by another locomotive, the third machine could often be found on other ACTS container services such as the Leeuwarden or Coevorden workings, or on local shunting duties around the Rotterdam area.
As drivers gained more experience on the locomotives and a well-planned maintenance schedule was established, the Class 58s frequently achieved a 100% reliability record.
Early 2008 — Rumours of withdrawal
In early 2008, rumours began circulating that ACTS intended to dispose of its fleets of Class 58s, along with its 1200s and 6700 locomotives. Although no official announcement had been made regarding replacements, it was thought that the company was investing in further Class 66 locomotives, as that type was rapidly becoming one of Europe’s standard diesel locomotive designs.
At the time, it was speculated that the locomotives might return to the UK and, after further modification, possibly move on to Spain.
Class 58s on passenger duties
Although hired specifically for the Veendam shuttles, it was not uncommon to see the Class 58s working other trains. The Coevorden shuttles occasionally featured, as did engineering train work as required by ProRail. Being powerful and versatile machines, the 58s were well suited to heavy duties.
However, in the five years that the Class 58s operated in the Netherlands, only four public excursion trains were run for enthusiasts, although all three locomotives featured at various times.
23 June 2004 — 5812
5812 became the first Class 58 to work a passenger or charter train for almost two years when it hauled a special charter for Dutch infrastructure owner ProRail. It completed a round trip from Rotterdam to Maasvlakte Yard via Utrecht and Amsterdam for a retiring member of staff.
The locomotive was made available by ACTS, which hired in an additional Class 66 to cover the normally all-Class-58 Veendam shuttle duty. This, however, was a private excursion.
30 April 2005 — 5812
On 30 April 2005, 5812 worked a charter railtour to celebrate Queen’s Day for the Dutch enthusiast group NVBS. This was the first public train to be hauled by a Class 58 for many years.
The route was Amersfoort – Dieren – Venlo – Eindhoven – Utrecht – Apeldoorn, and the train was formed of a small number of preserved VSM coaches.
7 July 2007 — 5814
On 7 July 2007, Vos-black 5814 became the second Class 58 to work a passenger train in the Netherlands when it hauled Mercia Charters’ That Which Survives railtour.
The train ran south from Rotterdam to visit the Moerdijk and Oosterhout branches, Utrecht, Dieren, Amersfoort, Amsterdam Bijlmer, Gouda and back to Rotterdam. The tour also featured ACTS’ 1251 and 6703 working in multiple.
21–22 June 2008 — 5811
Completing the set, 5811 hauled Mercia Charters’ second and third tours on 21 and 22 June 2008, working parts of the All Good Things and Blaze of Glory tours.
On the Saturday the route ran Rotterdam – Utrecht – Amersfoort Pon – Utrecht – Arnhem – Venlo – Maastricht – Tilburg – Rotterdam. On the Sunday it ran Rotterdam – Den Haag HS – Amsterdam CS – Schiphol – Rotterdam – Vlissingen – Rotterdam.