Power type Electric Total produced 36 | Build date 1973–1975 UIC class Bo'Bo' | |
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Builder British Rail Engineering Limited Crewe Works Gauge 4 ft 8 ⁄2 in (1,435 mm) | ||
The British Rail Class 87 is a type of electric locomotive built in 1973–75 by British Rail Engineering Limited. Thirty-six of these locomotives were built to work passenger services over the West Coast Main Line (WCML). They were the flagships of British Rail's electric locomotive fleet until the late 1980s, when the Class 90s started to come on stream. The privatisation of British Rail saw all but one of the fleet transferred to Virgin Trains. They continued their duties until the advent of the new Class 390 Pendolinos, when they were transferred to other operators or withdrawn. There is only one Class 87 still in use in Britain, 87002, owned by the AC Locomotive Group and solely used alongside 86101 for the occasional charter train. A large proportion of the fleet have now been exported to Bulgaria. 87002 is currently hired by Serco to work the empty coaching stock of the Caledonian Sleeper services.
Contents
History
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. Initially, three Class 86 locomotives 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 appearance.
The external design of the Class 87 was clearly derived from that of the Class 86; the only major detail differences were two front cab windows on the 87 instead of the three of the 86, and also the lack of headcode indicator boxes; by 1973, visual recognition of train reporting numbers by signallers was no longer necessary. The power and speed of the Class 87 was increased over that of the Class 86. Power output was increased to 5000 hp to deal with the more demanding gradients on the northern half of the WCML such as Shap Fell and Beattock Summit, and the top speed was raised to 110 mph (180 km/h). The 87s were also fitted with multiple working equipment which enabled locomotives to work with other members of the class (and some Class 86s) while controlled by one driver.
In the 1980s, the multiple working system was replaced with a new system based on time-division multiplexing (TDM) allowing 87s to work with other classes of locomotive (including most 86s, 90s and 91s) and most importantly, Driving Van Trailers (DVTs).
87101
Whilst the first 35 locomotives (numbered from 87001 to 87035, and known as Class 87/0) were identical, the 36th was numbered 87101 (was going to carry the number 87036 before entering traffic but got the 87101 number instead) and 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, and spent over a year on test before entering service in 1976. The locomotive, named Stephenson after transfer of the name from 87001, worked the same services as the standard locomotives for many years, until British Rail was sectorised in the 1980s.
This locomotive was in effect the prototype for the later build of locomotives designated Class 90.
British Rail service
The great majority of the Class 87s' workload came on express passenger services from London Euston to the North West and Glasgow. They did, however, see some use on freight, especially on heavy services that required two locomotives. In the late 1970s, British Rail named its entire Class 87 fleet, many receiving names previously carried by the "Britannia" steam locomotives. The rest were named after towns, cities or counties along the WCML. In the 1980s, British Rail locomotives were allocated to separate sectors and the 87/0s were transferred to InterCity (which meant that their freight work largely came to an end), whilst 87101 went to work for Railfreight Distribution.
Virgin Trains
As part of the privatisation of British Rail, all 35 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, the Virgin policy of introducing a new fleet of trains inevitably meant that the writing was on the wall for the 87s. As Pendolino deliveries began to come on stream from 2002 onward, 87005 City of London was the first locomotive taken out of service, and 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, between London and Birmingham, eventually occurred on 22 December 2006; 87002 performing the honours.
English Welsh & Scottish
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.
Cotswold Rail
In April 2005, Cotswold Rail acquired three locomotives, all of which had been out of service for a number of months. The fleet later grew to eight, and were intended to work charter trains, for spot-hire contracts and a new possible intermodal traffic 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 were repainted into Cotswold Rail livery, and in July 2006 the locomotives went off-lease.
Direct Rail Services
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.
FirstGBRf
In November 2004, FirstGBRf 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 FirstGBRf 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. What was to have been their final working, a charter train on 29 December 2007, was cancelled.
Bulgaria export
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). 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 five that have 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.
The locomotive batches were scheduled to be exported in stages over the period 2008–2009. The first batch, locos 87007, 87008 and 87026, were prepared by Electric Traction Services Limited, and left the UK in June 2008 after testing and sign off by Romic-Ace and BRC at Crewe. 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. 17 locomotives are in service with Bulgarian Railway Company. A downturn in traffic in Bulgaria meant that the export deal was terminated in 2009, leaving 11 locos "in limbo". Those in worst condition (87011, 87018, 87021, 87027, 87030, 87031 and 87032) were sent for scrapping in 2010 and 2011.
This left four 87009, 87017, 87023 and 87025 owned by Europhoenix. Europhoenix started to prepare 87017 and 87023 for possible use in the UK, but the only interest was from Bulgaria in the form of 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.
Accidents
Preservation
Three Class 87 electric locomotives are currently preserved in Britain.
In addition, the two banks of thyristors and transformer from 87101 were preserved by the AC Locomotive Group.