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British Rail Class 87
The British Rail Class 87 is a type of electric locomotive designed and built by British Rail Engineering Limited (BREL) between 1973 and 1975. A total of thirty-six locomotives were constructed, to work passenger and freight services over the West Coast Main Line (WCML).
The type was developed in response to the need to add extra capacity to the electric traction fleet operated by British Rail (BR), in addition to the desire to introduce a higher performance electric locomotive than the existing Class 86, upon which the Class 87 was based. Class 87s were British Rail's flagship electric locomotives from their introduction until the late 1980s, at which point they began to be superseded by members of the newly-developed Class 90 fleet – itself an improved derivative of the Class 87 design.
As a consequence of the privatisation of British Rail during the mid 1990s, all but one of the Class 87s were transferred to Virgin Trains. Under this operator, the type continued their passenger duties until the advent of the new Class 390 Pendolinos, after which they were gradually transferred to other operators or withdrawn between 2002 and 2007. For a time, the type was a staple of electrified freight operations, before it was displaced by the Class 90 in this capacity as well. By the end of the 2010s, there was only one Class 87 that remained in an operational condition in Britain, 87002, which had been initially preserved by the AC Locomotive Group and is presently owned by Locomotive Services Limited. It was previously in use with Serco Caledonian Sleeper and is intended for use on charter services. A large proportion of the fleet has been exported to Bulgaria, where they have entered regular use once again.
A requirement for more electric locomotives came about in the early-1970s, when the decision was taken to extend electrification of the West Coast Main Line from Weaver Junction north of Crewe, to Preston, Carlisle and Glasgow Central. Extension of electrification to Glasgow was announced in March 1970, and completed on 6 May 1974, with the Class 87s being developed in conjunction with this scheme. Initially, three Class 86 locomotives (86101–86103) 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.
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.
The Class 87s were higher performance locomotives than the preceding Class 86, with increased power and speed: power output was increased from 3,600 to 5,000 horsepower (2,685 to 3,728 kW) to deal with the more demanding gradients on the northern half of the WCML, such as Shap and Beattock Summit. The top speed was raised from 100 mph (160 km/h) to 110 mph (180 km/h), 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, which enabled locomotives to work with other members of the class, and some Class 86s, while controlled by one driver. 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 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).
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 and better anti-slip protection; it spent over a year on test before entering service in 1976.
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British Rail Class 87 AI simulator
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British Rail Class 87
The British Rail Class 87 is a type of electric locomotive designed and built by British Rail Engineering Limited (BREL) between 1973 and 1975. A total of thirty-six locomotives were constructed, to work passenger and freight services over the West Coast Main Line (WCML).
The type was developed in response to the need to add extra capacity to the electric traction fleet operated by British Rail (BR), in addition to the desire to introduce a higher performance electric locomotive than the existing Class 86, upon which the Class 87 was based. Class 87s were British Rail's flagship electric locomotives from their introduction until the late 1980s, at which point they began to be superseded by members of the newly-developed Class 90 fleet – itself an improved derivative of the Class 87 design.
As a consequence of the privatisation of British Rail during the mid 1990s, all but one of the Class 87s were transferred to Virgin Trains. Under this operator, the type continued their passenger duties until the advent of the new Class 390 Pendolinos, after which they were gradually transferred to other operators or withdrawn between 2002 and 2007. For a time, the type was a staple of electrified freight operations, before it was displaced by the Class 90 in this capacity as well. By the end of the 2010s, there was only one Class 87 that remained in an operational condition in Britain, 87002, which had been initially preserved by the AC Locomotive Group and is presently owned by Locomotive Services Limited. It was previously in use with Serco Caledonian Sleeper and is intended for use on charter services. A large proportion of the fleet has been exported to Bulgaria, where they have entered regular use once again.
A requirement for more electric locomotives came about in the early-1970s, when the decision was taken to extend electrification of the West Coast Main Line from Weaver Junction north of Crewe, to Preston, Carlisle and Glasgow Central. Extension of electrification to Glasgow was announced in March 1970, and completed on 6 May 1974, with the Class 87s being developed in conjunction with this scheme. Initially, three Class 86 locomotives (86101–86103) 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.
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.
The Class 87s were higher performance locomotives than the preceding Class 86, with increased power and speed: power output was increased from 3,600 to 5,000 horsepower (2,685 to 3,728 kW) to deal with the more demanding gradients on the northern half of the WCML, such as Shap and Beattock Summit. The top speed was raised from 100 mph (160 km/h) to 110 mph (180 km/h), 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, which enabled locomotives to work with other members of the class, and some Class 86s, while controlled by one driver. 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 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).
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 and better anti-slip protection; it spent over a year on test before entering service in 1976.