British Rail Class 87

A requirement for more electric locomotives came about after the electrification of the WCML was extended from Weaver Junction north of Crewe to Preston, Carlisle and Glasgow Central. Initially, three Class 86 locomotives (86101-3) were used as test-beds to trial equipment (mainly electrical equipment and suspension) that would be used in the new locomotives. Effectively, these locomotives were Class 87s in everything but their appearance.[7]

The external design of the Class 87 was clearly derived from that of the Class 86 the only major visual difference was that the 87 had two front cab windows, instead of the three of the 86 and also lacked a headcode indicator box by 1973, visual recognition of train reporting numbers by signallers was no longer deemed to be necessary.[8]

The power and speed of the Class 87 was also increased over that of the preceeding Class 86: power output was increased from 3,600 to 5,000 hp to deal with the more demanding gradients on the northern half of the WCML, such as Shap Fell and Beattock Summit. The top speed was raised from 100 mph (160 km/h) to 110 mph (180 km/h).[9] The Class 87s were also fitted with multiple working equipment,[8] which enabled locomotives to work with other members of the class, and some Class 86s, while controlled by one driver.[7]

During the 1980s, the original multiple working system was replaced with a newer system that was based on time-division multiplexing (TDM). The new apparatus enabled the Class 87 to work with various other classes of locomotives, including the majority of Class 86s, Class 90s and Class 91s. Perhaps even more importantly, the newer multiple working equipment had also enabled the type to work with the newly-introduced Driving Van Trailers (DVTs).

The unique Class 87/1, No. 87101 Stephenson, in blue livery at Birmingham International station in 1988

Whilst the first 35 locomotives (numbered from 87001 to 87035, known as Class 87/0) were identical, the 36th and last member of the class, which was going to carry the number 87036 before entering traffic but was allocated 87101 instead, had major equipment differences from the rest of the class. While the 87/0s were fitted with a traditional tap changer transformer and rectifiers, 87101 had a new thyristor power control system,[10] and spent over a year on test before entering service in 1976.[11] The locomotive, named Stephenson after transfer of the name from 87001,[8] worked the same services as the standard locomotives for many years, until British Rail was sectorised in the 1980s.

As a freight locomotive, it was transferred to EWS and, after suffering a major failure, the locomotive was withdrawn in 1999. It was sold to the French train manufacturing company Alsthom, who used it as a source of spare parts for the remainder of the fleet before scrapping its remnants at Barrow Hill during January 2002. It was the first Class 87 to be withdrawn and scrapped. Some thyristor equipment has been preserved by AC Locomotive Group.

This locomotive was, in effect, the prototype for the later build of locomotives designated Class 90.

Throughout the 1970s and 1980s, BR undertook numerous schemes, including the electrification of the East Coast Main Line (ECML) and the ultimately-cancelled procurement of the Advanced Passenger Train (APT), (the latter being at one point intended to succeed the Class 87 as BR's next major intercity express train) that had led to a significant nationwide shortage of electric traction.[12] Various different efforts were launched during this era to alleviate this shortage, including an electrified version of the Intercity 125 (known as the HST-E), the Class 89 mixed-traffic locomotive, and what would become the Intercity 225.[13]

While BR's board had approved the ordering of a single Class 89 for demonstration purposes, the Strategy Committee queried why the locomotive had been favoured over a proposed 80-tonne Bo-Bo locomotive.[13] At this time, the Class 89 had been allegedly thought to be a low-risk option for multi-purpose operations, but offered little in the way of performance advantages over the existing Class 87. It was clear that additional electric locomotives were necessary no matter what, as both the 1950s era Class 81 and Class 85 electric locomotives were nearing the end of their viable service lives and had become quite unreliable.[13] The Intercity 225 was at one point intended to address this need for multipurpose traction, the prequalification document included a requirement for it to perform mixed-traffic duties, including day and night passenger duties, as well as handling parcel and mail traffic and overnight heavy freight services. Appraisals had also determined that the Class 89 was comparatively inferior in financial terms to the Intercity 225, which decreased the likelihood of the former ever attaining quantity production.[13]

While it was intended for the InterCity 225 to be extremely ubiquitous, even potentially having the capability built into it to operate over the southern third-rail network and within the Channel Tunnel, such fanciful ideas had been curtailed by mid 1984.[13] BR officials opted to deprioritise the freight haulage capabilities of the Intercity 225. Instead, they planned to meet the outstanding traction needs for the sector via other platforms. The Class 87 locomotive had proven itself to be relatively capable since its introduction roughly one decade earlier, thus there was considerable interest procuring additional units as a low-cost option with virtually no risk for the West Coast Main Line (WCML).[13] BREL issued its submission to produce an initial batch of 25 Class 87/2s, which quickly received a favourable reception.[13]

The BR board decided that it would curtail its plans to procure the Intercity 225 for the WCML, and instead procure the Class 87/2 to haul its intended traffic.[13] As result of this procurement, the freight business refused to finance a planned upgrade to InterCity 225’s traction equipment, which would have given the former an equal haulage capability to the Class 87/2. Further studies determined that, when hauling passenger consists, the Class 87/2 had no disadvantage against the InterCity 225 on the WCML, unless the latter was outfitted with tilting coaches, both the Class 87/2 and the Intercity 225's Class 91 locomotive had been specified to possess at least 5,000hp.[13] Accordingly, the procurement of the type, which was redesignated from Class 87/2 to Class 90, was assured. This move meant that no Intercity 225s would ever be procured for the WCML.[13]

A total of 50 Class 90 locomotives were manufactured by BREL at the Crewe Works during the late 1980s, these were numbered 90001-050.

87025 'County of Cheshire' in 2002. One of the last Class 87s to be in service with Virgin Trains. The locomotive is painted in Virgin Trains' red and black livery.

As a consequence of the privatisation of British Rail, all 35 87/0s were passed to rolling stock leasing company Porterbrook and were leased to InterCity West Coast operator Virgin Trains in 1997. The locomotives continued to work the same services as before, the only outward indication of the change of ownership being the repainting of the locomotives in the red Virgin Trains livery. However, Virgin's policy of introducing a new fleet of trains to quickly replace the BR-era fleet that the firm had inherited inevitably meant that the writing was on the wall for the Class 87s.[14]

As Pendolino deliveries began to come on stream from 2002 onward, 87005 City of London was the first locomotive taken out of service. Although withdrawals were slower than expected, due to the unreliability of the Pendolinos, the final day in service was set for 10 June 2005, by which time many locomotives had been withdrawn and others transferred to other operators. On this day, four locomotives hauled special trains to Wolverhampton, Northampton and Manchester. However, this turned out not to be the final workings for Virgin, as further problems with the new trains meant sporadic appearances by Class 87s hired from other operators. The final working, which was between London and Birmingham, eventually occurred on 22 December 2006; 87002 performing the honours.

English Welsh & Scottish inherited the unique 87101 from Railfreight Distribution. The locomotive was used infrequently on freight and charter trains, but suffered a major failure in 1999 and was withdrawn due to its non-standard nature. It was eventually sold to Alstom for spare parts and finally scrapped at Barrow Hill by Harry Needle Railroad Company in 2002.

In April 2005, Cotswold Rail acquired five locomotives, all of which had been out of service for a number of months.[15] A fleet of ten locomotives was planned for by the company, which were intended for duties such as spot-hire work, charter operations and a new intermodal freight flow. They were based at Oxley depot in Wolverhampton. However, the fleet saw very little use only two ever worked a train (87007 and 87008), both having been repainted into Cotswold Rail livery and in July 2006 the locomotives went off-lease.

In November 2004, Direct Rail Services (DRS) acquired four locomotives. They were used on Anglo-Scottish intermodal services, but never on a regular basis. In June 2005, the four locomotives were stored. The main reason for their lack of use was the need for a diesel to shunt the train in non-electrified sidings.[16][17]

In November 2004, First GBRf acquired two locomotives which had recently been retired from Virgin passenger service. They were used as standby locomotives to rescue failed Class 325 units working GB Railfreight parcels trains. The fleet increased to four at one point, but finally consisted of two locomotives, 87022 Cock O' The North and 87028 Lord President, which were both withdrawn at the end of 2007. Their final working of a charter train was conducted on 29 December 2007.

On 31 March 2015, Serco took over the Caledonian Sleeper franchise from FirstGroup, and contracted GB Railfreight to provide haulage, who took over from DB Schenker. In February 2015 87002 was repainted into the new Caledonian Blue livery, and from 31 March 2015 was used to convey the empty sleeper coaching stock between London Euston and Wembley Intercity Depot, as well as between Glasgow Central and Polmadie TRSMD, along with 86101. After a lengthy refurbishment, 86401 joined the Caledonian Sleeper fleet on 8 August 2015. In October 2019, the 87 and 86s were withdrawn, primarily due to coupler incompatibility, and returned to the AC Locomotive Group.[18]

87022 working in Bulgaria

In 2006, Singapore trading company Romic-Ace International PTE Ltd approached Porterbrook to discuss the potential export of the Class 87 locomotives to a customer in eastern Europe. Nos 87012 and 87019 were purchased and sold to BRC, an open access operator in Bulgaria by Romic-Ace after preparation for export by Electric Traction Services Limited (ETS).[19] The transfer did not take place until after Bulgaria's accession to the European Union the following year to minimise customs formalities.

Following successful trials and homologation by the state railways, a further 25 locomotives (the entire fleet, minus four (+ 87101) that had been scrapped, two already in Bulgaria and the four locomotives preserved or staying in the UK) were purchased from Porterbrook by Romic-Ace and sold to the Bulgarian Railway Company (БЖК/BRC) in seven batches with the refurbishment being carried out by ETS at Long Marston. The locomotives were then moved to Crewe for 25 kV testing and sign off. The project involved the supply of the locomotives, spares, drawings, overhaul documents and the provision of driver/staff training, which was provided by ETS in the UK and Bulgaria on behalf of Romic-Ace.[19]

The locomotive batches were scheduled to be exported in stages over 2008 and 2009. The first batch, locos 87007, 87008 and 87026, were prepared by ETS, and left the UK in June 2008 after testing and sign off by Romic-Ace and BRC at Crewe.[20] The locomotives were delivered by rail via the Channel Tunnel. Subsequent batches of locomotives have been delivered by road to Hull, then ferry and barge to the port of Ruse in Bulgaria. Seventeen locomotives are in service with Bulgarian Railway Company.[21] A downturn in traffic in Bulgaria meant that the export deal was terminated in 2009, leaving 11 locos "in limbo".[19]

While those locomotives deemed to be in the worst condition (87011, 87018, 87021, 87027, 87030, 87031 and 87032) were sent for scrapping in 2010 and 2011, the four remaining Class 87s—87009, 87017, 87023 and 87025—were the property of operator Europhoenix.[19] The firm made preparations for the possible use of both 87017 and 87023 in the UK, but the only interest that emerged from demonstrations was from Bulgaria in the form of the open access freight operator Bulmarket. 87017 and 87023 (in working order) and 87009 and 87025 (not in working order) were exported by ship from Immingham in October 2012.[19]

Bulgarian Railway Company's fleet of Class 87s is based at Pirdop. The locomotives have been operated extensively throughout Bulgaria at locations such as Burgas, Ruse, Dimitrovgrad, Ilyantsi, and Blagoevgrad. They have reportedly found heavy use on hauling sulphuric acid trains between Pirdop and Razdelna.[19]

• Longhurst, Roly (1979). Electric Locomotives of the West Coast Main Line. Truro: D. Bradford Barton Ltd. ISBN 0851533558. OCLC 16491712.
• Marsden, Colin J. (1991). The Complete BR Diesel & Electric Locomotive Directory. Oxford Publishing Co. ISBN 9780860934868. OCLC 59814977.
• Marsden, Colin J.; Fenn, Graham B. (2001). British Rail Main Line Electric Locomotives (2nd ed.). Oxford Publishing Co. ISBN 9780860935599. OCLC 48532553.
• Webb, Brian; Duncan, John (1979). AC Electric Locomotives of British Rail. David & Charles. ISBN 9780715376638. OCLC 6916046.