Британдық электр локомотивтерінің 87 класы

Class of British electric locomotives

The external appearance and layout of the Class 87 was closely based on 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. which is the fastest speed allowed on the West Coast Main Line for trains without a tilting mechanism. The Class 87s were also fitted with multiple working equipment, it spent over a year on test before entering service in 1976. It was reported that the locomotive's hauling ability was around 20% better than the 87/0s, a feature which made it particularly suitable for freight work.

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. 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 mixed traffic locomotive and what would become the InterCity 225. It was clear that additional electric locomotives were necessary no matter what, as both the 1950s era and electric locomotives were nearing the end of their viable service lives and had become quite unreliable.

The first member of the class, 87001, entered service in June 1973 and deliveries continued until the last of the standard locomotives, 87035, entered service in October 1974. The unique 87101 was delivered in 1975 and was used for testing until it entered regular service in 1976. With the completion of the electrification to Glasgow in May 1974, the class 87s inaugurated the electric Anglo Scottish services which they had been designed for, in doing so, they reduced the fastest London Glasgow journey time by one hour, from six hours to five over the route. The majority of the Class 87s' workload came on express passenger services from London Euston to the North West and Glasgow; they were, however, also used for heavy freight work until the early 1990s, especially steel and other heavy commodities. 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. 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.

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.

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. 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 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. 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. A downturn in traffic in Bulgaria meant that the export deal was terminated in 2009, leaving 11 locos "in limbo". 1999 Winsford rail accident: On 23 June 1999, an express hauled by 87027 collided with an empty Class 142 Pacer railbus which had passed a signal at danger in Cheshire. 31 people were injured.

Italian model railway manufacturer Lima launched the first OO gauge model of the Class 87. This was discontinued in 2004 with the bankruptcy of the company. In 2008, using the tooling acquired from its earlier purchase of Lima's assets, Hornby launched its first version of the BR Class 87 in OO gauge in BR Blue. In 2017, Hornby launched a super detailed new tooled BR Class 87 in OO gauge in a variety of liveries, including InterCity Swallow, Virgin Trains and BR Blue. An N gauge model was produced by Graham Farish in BR Blue, InterCity Swallow and Virgin Trains. A Z gauge model was briefly produced by Marklin for Ellmar Products in the early 1980s, when the company flirted with British outline Z gauge models.