British Rail Class 87 – Express Electric Excellence on the West Coast Main Line 1973-2007

Historical Background and Context

The genesis of the Class 87 lay in British Rail's determination to extend electric traction northward into Scotland, completing the modernisation vision that began with West Coast Main Line electrification to Crewe and Liverpool in the early 1960s. Parliamentary approval granted in March 1970 for the £74 million extension from Weaver Junction to Glasgow Central demanded locomotives capable of sustained high-power output over gradients that defeated earlier AC electric classes. The steep climbs to Shap Summit and Beattock Summit—representing some of Britain's most demanding main line profiles—required continuous power delivery far exceeding the Class 86's 3,600hp capability.

British Rail's Engineering Division approached this challenge methodically. Rather than commissioning entirely new designs with attendant development risks and delays, they proposed evolving the proven Class 86 platform through comprehensive mechanical improvements. Three Class 86 locomotives (86101, 86102, and 86103) received conversion to prototype standard during the early 1970s, testing the critical innovations including new BP7 bogies, Flexicoil secondary suspension, and the revolutionary body-mounted traction motor arrangement with Alsthom-type flexible drive.

These extensively-trialled prototypes validated the engineering approach. The body-mounted motor configuration dramatically reduced unsprung weight—the mass directly resting on axles—which had caused severe track damage with earlier axle-hung motor designs. The flexible drive transmitted power from body-mounted motors to wheelsets through resilient couplings that accommodated bogie movement relative to the body, enabling higher speeds without punishing the infrastructure. Test results demonstrated that the modified design could reliably deliver 5,000hp continuously whilst maintaining ride quality and track-friendly characteristics at 110mph.

Confidence established, British Rail placed orders with British Rail Engineering Limited at Crewe Works for thirty-four production locomotives, later increased to thirty-six. Construction commenced in 1973, with the first locomotive, 87001, entering traffic on 29 June 1973 allocated to Willesden Depot in north London. Production proceeded steadily through October 1974 when 87035 was delivered. The unique thyristor-equipped prototype 87101 followed in March 1975, testing advanced control systems that would inform future electric locomotive development.

The Class 87's relationship to earlier and later electric locomotive development reveals its pivotal position in British railway electrification. The class evolved directly from Classes 81 through 86—the "first generation" AC electrics introduced from 1959 onwards. Whilst externally similar to Class 86 (sharing the same basic Bo-Bo wheel arrangement and overall dimensions), the Class 87 introduced mechanical innovations that fundamentally improved reliability and track-friendliness. Most significantly, the body-mounted traction motor configuration with flexible drive became standard practice for subsequent British electric locomotive designs.

The unique 87101 served as engineering testbed for thyristor-based control systems. Unlike the standard Class 87/0 locomotives with traditional tap-changer transformers, 87101 featured thyristor phase-angle control with 64 thyristors and 64 diodes in the armature circuit alone. This sophisticated arrangement offered stepless power control, superior wheel-slip prevention through individual axle monitoring, reduced transformer weight, and approximately 20% better hauling ability than standard locomotives. The technology proved so successful that it informed control system design for both Class 90 (originally designated Class 87/2) and the InterCity 225 Class 91, representing 87101's lasting engineering legacy.

Contemporary railway periodicals praised the Class 87's elegant appearance and impressive performance capabilities. The distinctive angular profile—featuring flat cab fronts with prominent marker lights, raised pantograph area, and characteristic bodyside ventilation grilles—created an immediately recognisable silhouette that epitomised 1970s British electric traction aesthetics. The locomotives' ability to accelerate twelve-coach trains to 100mph on level track whilst maintaining schedule over Shap and Beattock gradients vindicated British Rail's investment in the West Coast electrification completion.

Design and Technical Specifications

The engineering excellence of the British Rail Class 87 rested on sophisticated integration of proven electrical equipment with revolutionary mechanical design. At the heart of the system sat four GEC G412AZ traction motors, each mounted on the locomotive body rather than directly on axles. This fundamental departure from earlier British electric practice eliminated the unsprung weight problems that had plagued Classes 81 through 86, enabling reliable high-speed operation without excessive track wear.

Power transmission from body-mounted motors to wheelsets employed Alsthom-type flexible drives—resilient couplings that accommodated the relative movement between body and bogies whilst efficiently transmitting rotational force. Each motor drove its axle through a quill shaft arrangement with rubber/metal laminated resilient elements absorbing shock loads and vibration. This configuration proved so successful that it became standard for subsequent British electric locomotive designs including Classes 90 and 91.

The electrical system drew 25kV AC at 50Hz from overhead catenary through a Stone Faiveley AM17 pantograph (GEC cross-arm pantographs fitted originally, later standardised). Standard Class 87/0 locomotives employed traditional tap-changer control with 32 tap positions on the main transformer, rectified through silicon diodes to supply DC traction motors. Total continuous power output reached 5,000hp (3,730kW) with maximum output of 7,860hp (5,860kW)—figures that made the Class 87 Britain's most powerful locomotives until Class 90 introduction in the late 1980s.

The unique 87101 featured entirely different control philosophy. Thyristor phase-angle control replaced the tap-changer, using 64 thyristors and 64 diodes in the armature circuit plus additional thyristors for field excitation control. This arrangement provided stepless power variation from standstill to maximum speed, eliminating the discrete steps characteristic of tap-changer systems. The sophisticated electronics monitored individual axle speeds, automatically reducing power to slipping wheels whilst maintaining maximum tractive effort on wheels with good adhesion. Contemporary tests demonstrated approximately 20% superior hauling ability compared to standard locomotives, validating the technology despite higher initial costs and maintenance complexity.

The bogie design represented equally significant innovation. Each BP7 bogie employed Flexicoil secondary suspension using helical coil springs positioned between bogie frame and body, providing exceptional ride quality at high speeds. Primary suspension utilised coil springs with rubber/metal laminated bearings, creating a two-stage suspension system that isolated the body from track irregularities whilst maintaining precise lateral guidance. The wheelbase within each bogie measured 8 feet 6 inches, with bogies spaced 36 feet 0 inches apart, creating an overall rigid wheelbase of 44 feet 6 inches that provided excellent stability at speed.

Braking systems combined multiple technologies for optimal stopping performance. Westinghouse air brakes provided the foundation, actuating cast iron brake blocks on all wheels through a sophisticated distributor valve that automatically adjusted braking force based on train weight and speed. Rheostatic dynamic braking utilised traction motors as generators, dissipating kinetic energy through roof-mounted resistor grids—visible as the characteristic ventilated housings behind the pantograph. The braking systems integrated automatically, with dynamic braking providing the primary retardation at high speeds whilst air brakes progressively supplemented as speed decreased, creating smooth and efficient deceleration.

Electric Train Supply systems originally provided index 66 capability—sufficient for heating traditional Mark 2 coaching stock. Upgrades during the 1980s and 1990s increased ETH capacity to index 95, enabling the locomotives to power modern air-conditioned Mark 3 coaches and subsequent Virgin Trains stock. The ETH generator mounted on the locomotive's No. 2 end supplied 850V DC through jumper cables running the length of the train, providing power for heating, ventilation, air conditioning, lighting, and passenger information systems.

Safety systems fitted as standard included Automatic Warning System—providing audible warnings when passing cautionary signals—and later additions of Train Protection & Warning System that automatically applied brakes when approaching signals at danger or exceeding speed restrictions. The cabs featured comprehensive instrumentation including speedometers, ammeter showing traction motor current, brake pressure gauges, and control switches for pantograph operation, auxiliary systems, and train lighting circuits. Visibility from the driving position proved excellent, with large cab windows providing clear sightlines for high-speed running.

Service History and Operations

The Class 87 fleet commenced operations with remarkable concentration—all thirty-six locomotives initially allocated to Willesden Depot in north London, the West Coast Main Line's principal electric traction depot. From this single base, the locomotives worked the entire London Euston to Glasgow Central service alongside existing Class 86s, progressively assuming responsibility for premier express workings as the fleet built up through 1973-1975. The inaugural "Electric Scot" service on 22 April 1974 showcased the class's capabilities, completing the 401-mile journey in five hours—a dramatic improvement over previous six-hour diesel-hauled timings.

Initial operations demonstrated the class's versatility. Passenger services naturally dominated, with locomotives hauling eight to twelve-coach formations comprising Mark 2 air-conditioned stock mixed with Mark 1 full brakes. However, the 5,000hp power output proved equally valuable for freight operations. Class 87s regularly worked heavy steel trains from South Wales and the Midlands to Scottish destinations, often double-headed with Class 86s over the demanding Shap and Beattock gradients during the 1970s and early 1980s. Contemporary accounts describe locomotives accelerating 600-ton trains from station stops with impressive authority, maintaining schedule despite frequent intermediate calls.

The naming programme evolved significantly throughout the 1970s. 87001 became the first named Class 87 in January 1976, receiving "STEPHENSON" plates presented by the Stephenson Locomotive Society at London Euston. The honour recognised Samuel Stephenson's pioneering railway engineering contributions. However, British Rail decided in 1977 that the entire class should become the new "Royal Scot" class, perpetuating names from famous LMS steam locomotives. 87001's STEPHENSON plates transferred to 87101, and the locomotive became "Royal Scot." This established the pattern—by 1978, the complete fleet carried Anglo-Scottish themed names encompassing historical locomotives (Royal Scot, Hal o' the Wynd, Stephenson), major cities on the route (City of Glasgow, City of Manchester, City of Liverpool, City of Birmingham, City of London), significant British historical figures (Sir Winston Churchill, King Arthur, Princess Margaret Rose), and characters from Walter Scott's novels (Redgauntlet, Kenilworth, Wolf of Badenoch).

Operational patterns remained remarkably stable through the 1970s and 1980s. Willesden depot maintained the entire fleet until privatisation, with locomotives working intensive diagrams covering London to Glasgow (flagship service), Birmingham New Street, Manchester Piccadilly, Liverpool Lime Street, and Preston. Typical locomotive utilisation saw individual machines covering 100,000-120,000 miles annually, with scheduled maintenance intervals at Crewe Works ensuring sustained reliability. The introduction of Driving Van Trailers from March 1989 revolutionised operations—push-pull capability enabled locomotives to remain coupled at the country end whilst drivers controlled trains from DVTs at the London end, eliminating time-consuming run-rounds and improving schedule adherence.

Privatisation in 1997 brought dramatic changes. All thirty-five Class 87/0 locomotives transferred to rolling stock leasing company Porterbrook, subsequently leased to Virgin Trains from March 1997. Virgin inherited the entire West Coast franchise including locomotives, coaching stock, and operational responsibilities. The unique 87101, already working for Railfreight Distribution in triple-grey livery following transfer to freight operations in 1989, passed to English Welsh & Scottish Railway but saw minimal use before suffering catastrophic traction motor failure in 1998/1999. Unable to justify repair costs for a unique variant, EWS withdrew 87101—the first Class 87 condemned—and the locomotive was scrapped at Barrow Hill in February 2002.

Virgin's ambitious Pendolino programme signalled the beginning of the end for Class 87 operations. As tilting Class 390 electric multiple units entered service from 2002, locomotive-hauled services progressively declined. 87005 City of London became the first standard Class 87/0 withdrawn in September 2003, stored at Carnforth pending disposal. However, persistent Pendolino reliability issues created unexpected reprieve—Class 87s returned to cover for failed or maintenance-sidelined tilting trains throughout 2004-2006. Official "farewell" operations occurred on 10 June 2005, with special trains to Wolverhampton, Northampton, and Manchester, the latter double-headed by 87010 King Arthur and 87002 Royal Sovereign.

Yet the story wasn't quite finished. Pendolino teething troubles saw Class 87s continue sporadic operations through 2006. 87002 Royal Sovereign hauled the actual final Virgin Trains scheduled Class 87 service on 22 December 2006, working 1Z87 London Euston to Birmingham New Street—a prosaic end for locomotives that had defined West Coast electric operations for three decades. The 31 December 2007 deadline for mandatory On-Train Monitoring and Recording equipment effectively ended mainline operations for non-fitted locomotives.

Post-Virgin operators included Direct Rail Services, which acquired four locomotives (87002, 87008, 87012, 87022) for Anglo-Scottish intermodal services. However, DRS made limited use of the fleet, with locomotives spending long periods stored. GB Railfreight briefly operated several Class 87s on mail train standby duties ending December 2007. Cotswold Rail acquired a small fleet for spot hire opportunities, though the locomotives saw minimal revenue service before the OTMR deadline.

The remarkable Bulgarian chapter began in 2006 when Singapore trading company Romic-Ace International arranged trial sales to Bulgarian Railway Company (BZK). Locomotives 87012 The Olympian and 87019 Sir Winston Churchill departed via Channel Tunnel in January 2007 following Bulgaria's European Union accession. Successful trials on sulphuric acid trains from Pirdop copper smelter to Razdelna prompted bulk exports—eventually twenty-one locomotives reached Bulgaria between 2007 and 2012. Seventeen went to BZK for acid traffic, whilst four joined private operator Bulmarket in 2012. Several locomotives remain operational in Bulgaria today, over fifty years after construction—a remarkable testament to the fundamental soundness of the Class 87 design.

Fleet

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Withdrawal and Preservation Legacy

The withdrawal history of the British Rail Class 87 reflects both the class's exceptional longevity and the rapid transformation of UK railway operations during the early 21st century. Unlike many British locomotive classes that faced gradual attrition over decades, the Class 87 remained virtually intact through thirty years of intensive service before privatisation-era changes triggered relatively rapid fleet reduction. The first withdrawal didn't occur until 1998/1999—a quarter-century after the final locomotive entered traffic—demonstrating remarkable operational durability.

87101 achieved the dubious distinction of becoming the first Class 87 withdrawn. The unique thyristor-equipped locomotive had transferred to freight operations with Railfreight Distribution in 1989, wearing distinctive triple-grey livery and restricted to 75mph maximum speed. Catastrophic traction motor failure in 1998/1999 presented EWS with expensive repair bills for a non-standard locomotive incompatible with the main fleet. Economic logic dictated withdrawal, and 87101 was scrapped at Barrow Hill in February 2002. Fortunately, the AC Locomotive Group preserved key components including two banks of thyristors and the main transformer—the latter now displayed at Crewe Heritage Centre alongside a cab section from 86247, creating an educational exhibit explaining thyristor control technology.

Withdrawal of the standard Class 87/0 locomotives commenced in September 2003 when Virgin Trains condemned 87005 City of London as Pendolino deliveries accelerated. However, persistent reliability issues with the new tilting trains created unexpected operational demand—several withdrawn locomotives returned to traffic covering for failed or maintenance-sidelined Pendolinos. This pattern continued through 2004-2006, with locomotives facing uncertain futures as Virgin management debated retention versus disposal whilst Pendolino availability gradually improved.

The defining moment arrived on 22 December 2006 when 87002 Royal Sovereign worked the final Virgin scheduled Class 87 service, 1Z87 London Euston to Birmingham New Street. Subsequent operations involved mainly empty coaching stock movements and positioning services before the 31 December 2007 deadline for On-Train Monitoring and Recording equipment effectively ended mainline operations for non-equipped locomotives. Most operators chose not to invest in expensive OTMR retrofits for locomotives approaching obsolescence.

Between 2002 and 2011, twelve locomotives were scrapped at various UK locations. Main disposal sites included MoD Caerwent (contractor JT Landscapes) and EMR Kingsbury, where locomotives yielded substantial quantities of recyclable metals. The scrapping process typically began with removal of valuable electrical equipment including traction motors, control gear, and pantographs—components often recycled into other locomotives—before cutting the body shell and chassis into sections for metal recovery.

87001 Royal Scot achieved preservation through donation to the National Railway Museum at York in November 2005. The locomotive arrived in BR Blue livery with small double-arrow logos, representing the original 1970s appearance. NRM displays 87001 as a static exhibit in the Great Hall, where it educates visitors about West Coast Main Line electrification and the technical innovations that distinguished the Class 87 from earlier electric locomotives. The museum's conservation team maintains the locomotive's external condition, periodically repainting bodywork to preserve the distinctive BR Blue livery for future generations.

Crewe Heritage Centre preserves 87035 Robert Burns—appropriately, given Crewe's role as both constructor and principal maintenance facility throughout the class's operational life. The centre acquired the locomotive in September 2005, making it the first Class 87 formally preserved. Initially displayed in Virgin Trains livery, 87035 underwent comprehensive cosmetic restoration in March 2022, emerging in refreshed Virgin red and black colours. During operational years, the locomotive donated traction motors to keep other Class 87s running—a practical contribution to heritage operations before its own preservation. Crewe Heritage Centre displays 87035 alongside other significant Crewe-built locomotives, creating a comprehensive exhibition of local railway engineering heritage.

87002 Royal Sovereign represents the preservation movement's greatest Class 87 success. The AC Locomotive Group acquired the locomotive in April 2008, subsequently investing substantially in maintaining operational capability including fitting mandatory On-Train Monitoring and Recording equipment. From March 2015, 87002 worked Caledonian Sleeper empty coaching stock services between London Euston and Wembley/Willesden, providing regular main line operations that covered running costs whilst keeping the locomotive active. These duties continued until October 2019, when coupler incompatibility with new CAF Mark 5 sleeper coaches ended the arrangement.

In November 2019, Locomotive Services Limited purchased 87002, maintaining main line certification from their Crewe depot. The locomotive currently wears InterCity Swallow livery—arguably the most aesthetically pleasing Class 87 colour scheme—and works occasional charter trains across the electrified network. During eleven years of preservation operation, 87002 has covered 114,435 miles, demonstrating that properly maintained Class 87s remain capable of reliable service over half a century after construction. LSL's commitment to keeping 87002 operational ensures the class retains a working representative for future generations.

The engineering legacy extends beyond preserved locomotives. The Class 87's body-mounted traction motor configuration with flexible drive became standard British electric locomotive practice, directly influencing Class 90 design (originally designated Class 87/2). The thyristor control technology tested in 87101 informed power electronics for both Class 90 and the InterCity 225 Class 91, demonstrating how apparently unsuccessful prototype experiments can yield long-term benefits. The lessons learned regarding high-speed electric locomotive bogie design contributed to subsequent developments including the Class 92 dual-voltage Bo-Bo freight locomotives.

Modelling Significance and Scale Replications

The British Rail Class 87 presents exceptional modelling significance through its combination of operational longevity, diverse livery variations, and availability in multiple production model ranges. For railway modellers seeking authentic electric traction, the Class 87 offers compelling prototype appeal spanning five decades from BR Blue 1970s introduction through InterCity transformations to Virgin privatisation and contemporary preservation operations. The distinctive angular profile remains instantly recognisable, whilst the comprehensive naming programme celebrating Anglo-Scottish connections adds narrative depth to layout scenarios.

The modelling landscape remained relatively barren until Hornby announced all-new Class 87 tooling in 2018, replacing the long-discontinued Lima models that had represented the class since 1979. Hornby's commitment to producing a modern, highly-detailed Class 87 reflected both the locomotive's historical importance and sustained modeller demand for West Coast Main Line electric traction. The resulting model set new standards for ready-to-run British electric locomotives, incorporating contemporary manufacturing technology and sophisticated detail engineering.

Hornby's 2018 tooling demonstrates exemplary attention to prototype accuracy. The model features a 5-pole skew-wound motor with twin flywheels providing smooth operation across the entire speed range—essential for realistic main line express running. A heavy die-cast metal chassis ensures excellent electrical pickup and stability, with the substantial weight (approximately 285 grams) creating convincing momentum characteristics during acceleration and braking. Directional lighting includes working headlights and tail lights with switchable day/night mode, enabling authentic light configurations for different operational scenarios.

Detail quality reaches impressive standards for ready-to-run models. Functional Stone Faiveley pantographs (accurately replacing earlier models' incorrect GEC cross-arm patterns) feature wire collectors that rise convincingly even if not taking actual power from overhead wires. Separately applied components include handrails, lamp brackets, multiple working unit cables, and vacuum brake pipes. Factory-fitted glazing includes basic cab interior detail visible through the large windscreens. Sprung metal buffers provide satisfying cushioning during coupling operations. NEM coupler pockets accept standard tension-lock couplings or allow easy conversion to alternative systems.

The 2023 production update introduced significant technical improvements. Most notably, Hornby replaced the earlier 8-pin DCC decoder socket with a modern 21-pin arrangement that provides additional function outputs and improved electrical connections. This upgrade benefits modellers installing sound decoders or advanced lighting functions, whilst maintaining backwards compatibility for basic DCC installation. The revised models also feature improved running characteristics with refined motor timing and enhanced gear train lubrication protocols.

Current Hornby production encompasses three catalogue numbers representing different livery periods. R30030 depicts 87006 City of Glasgow in BR Large Logo Grey—the distinctive variant applied to this locomotive alone during 1984, featuring dark grey base colour rather than standard Rail Blue with prominent double-arrow symbols. R30031 shows 87009 City of Birmingham in InterCity Executive livery—the dark grey and light grey scheme with red and white separation bands that represented InterCity's corporate image from 1984-1987. R30426 (pre-order, delivery scheduled January 2026) features 87012 The Olympian in Network South East style Olympic bid livery—a special promotional scheme applied during London's 2012 Olympics campaign.

Earlier 2018 tooling releases featured 8-pin DCC sockets and carried recommended retail pricing of £217.99, though street prices typically fell to £150-180. These initial releases covered key livery periods: 87035 Robert Burns in BR Blue with small double-arrows (original 1970s appearance), 87010 King Arthur in InterCity Swallow (the elegant grey and beige scheme with italic INTERCITY branding from 1987 onwards), 87019 Sir Winston Churchill in Virgin Trains red and black (privatisation era), 87001 Royal Scot in preserved BR Blue (representing NRM's static display locomotive), and 87002 Royal Sovereign in Caledonian Sleeper blue (depicting the locomotive's 2015-2019 operational livery). These models remain available through specialist retailers and the secondary market.

Pricing for current production models shows recommended retail of £239.99, though most retailers offer 15-20% discounts bringing typical purchase prices to £190-200. Pre-order prices often fall lower at £175-185 from major stockists including Rails of Sheffield, Hattons Model Railways, and Kernow Model Rail Centre. Availability remains strong across the range, with periodic remanufacturing ensuring sustained stock levels for popular variants.

Historical Lima Class 87 models (produced 1979-2004) remain available on the secondary market at £25-60 depending on condition and livery variant. These older models feature pancake motors, basic detail levels, and no provision for DCC installation, representing the technological limitations of 1970s-1990s manufacturing. However, Lima produced an impressive variety of liveries including multiple BR Blue variants, InterCity Executive, InterCity Swallow, Railfreight grey, and Virgin red/black. For modellers on tight budgets or seeking period-appropriate running characteristics, Lima models offer affordable alternatives, though Hornby's modern tooling provides vastly superior performance and detail.

Models

N gauge modellers benefited enormously from Dapol's 2024 announcement of all-new Class 87 tooling. This represented the first purpose-designed N gauge Class 87 models, as Graham Farish (Bachmann's N gauge brand) had never produced the class despite manufacturing other AC electrics. Dapol's engineering team created tooling from first principles, incorporating modern manufacturing technology and lessons learned from successful OO gauge electric locomotive models.

The Dapol N gauge Class 87 features a 5-pole Super Creep motor providing smooth slow-speed operation essential for realistic station departure scenarios. All-wheel drive and all-wheel electrical pickup ensure reliable performance, with split-chassis construction facilitating maintenance access. The Next18 DCC decoder socket accommodates modern N gauge decoders including sound-fitted variants. Poseable pantographs and directional lighting complete the feature set, creating a comprehensive N gauge electric locomotive model comparable to larger-scale offerings.

Dapol's 2D-087 series encompasses seven initial variants covering the class's major livery periods. 2D-087-001 shows 87031 in BR Blue with small double-arrows (original 1970s scheme). 2D-087-002 depicts 87017 in InterCity Swallow (classic 1987-1997 appearance). 2D-087-003 features 87035 Robert Burns in Virgin Trains red and black (privatisation era). 2D-087-004 presents 87022 in Direct Rail Services blue (post-Virgin operations). 2D-087-005 represents the unique 87101 in BR Blue (thyristor prototype). 2D-087-006 shows 87002 Royal Sovereign in Caledonian Sleeper blue (preservation operational livery). 2D-087-007 offers a twin-pack comprising 87006 City of Glasgow in BR Large Logo Grey and 87012 in InterCity Swallow—an attractive value option providing two contrasting liveries.

Pricing structure divides between DCC Ready models at £155 recommended retail and DCC Fitted (sound-equipped) versions at £190. Major retailers including Rails of Sheffield, Hattons Model Railways, and Kernow Model Rail Centre typically offer 10-15% discounts, bringing actual purchase prices to £135-145 for DCC Ready and £165-175 for sound-fitted variants. The twin-pack carries £280 RRP (£245-250 street pricing), representing approximately 10% savings versus purchasing two individual locomotives.

Historical Graham Farish N gauge models existed during the 1980s-1990s but are extremely scarce on the secondary market, commanding premium prices when appearing at swapmeets or online auctions. These models featured basic motor and drive mechanisms typical of the era, with limited detail and no DCC capability. Dapol's modern tooling renders these historical models obsolete except for collectors seeking comprehensive Graham Farish collections.

No O gauge, TT:120, or kit options exist for the Class 87 in any scale. The absence of O gauge models particularly frustrates larger-scale modellers seeking modern electric traction. However, the substantial investment required for O gauge tooling combined with relatively limited market size makes commercial production economically challenging. Skilled modellers with access to 3D printing technology and metalworking facilities could potentially create bespoke O gauge Class 87s through scratch-building or extensive kit-bashing, though this approach demands advanced modelling skills and substantial time investment.

Unique Modelling Tips and Layout Integration

Successfully incorporating British Rail Class 87 models into layout operation requires understanding the specialised nature of their prototype duties and the authentic operational scenarios that characterised West Coast Main Line express passenger services from 1973 through 2007. Unlike freight locomotives that might work diverse traffic, or secondary route passenger types handling local services, the Class 87 remained firmly associated with premier Anglo-Scottish and West Midlands express workings—high-profile trains demanding appropriate infrastructure, coaching stock, and operational practices.

Era selection proves fundamental to authentic Class 87 representation. The earliest appropriate timeframe begins June 1973 when 87001 entered traffic, though realistic operational scenarios require waiting until April 1974 when the "Electric Scot" service commenced following completion of Glasgow electrification. Layouts depicting 1974-1983 should show early BR Blue livery with small double-arrow logos, GEC cross-arm pantographs (early production), Mark 2 air-conditioned coaching stock, and conventional locomotive-at-front formations without Driving Van Trailers. Contemporary infrastructure includes early overhead line equipment with portal masts, semaphore signals giving way to colour lights, and BR Blue DMU units on non-electrified branches.

InterCity era layouts (1984-1996) offer the richest variety of authentic scenarios. Early period sees experimental liveries including 87006's unique Large Logo Grey, whilst InterCity Executive (dark/light grey with red bands) predominates from 1984-1987 before comprehensive InterCity Swallow repainting from 1987 onwards. Coaching stock evolves from Mark 2 to Mark 3 formations, with Driving Van Trailer introduction from March 1989 establishing characteristic push-pull operations—DVT at London end, locomotive at country end. Infrastructure includes modern colour-light signalling, updated overhead line equipment with automatic tension regulation, and DMU/EMU units in contemporary sector liveries.

Virgin Trains period (1997-2006) depicts privatisation-era operations with locomotives in red and black Virgin livery hauling inherited BR coaching stock awaiting Pendolino replacement. This transitional era offers interesting operational scenarios as traditional locomotive-hauled services gradually yield to modern EMU operation. Infrastructure shows Network Rail corporate identity replacing Railtrack branding, modern LED signals, and increasing platform furniture standardisation.

Authentic operating scenarios should reflect the intensive express passenger role. Typical Class 87 duties involved hauling premier named trains including "Royal Scot" (London Euston-Glasgow Central), "Caledonian" (London-Glasgow overnight sleeper), "Mancunian" (London-Manchester), and "Merseyside Express" (London-Liverpool). Trains typically comprised 8-12 coaches depending on demand, with formations growing heavier during summer holiday periods and Friday evening peak departures. Operating sessions might include departing London Euston with a Glasgow express, working to Crewe for crew change, continuing over Shap Summit demonstrating the locomotive's hill-climbing capability, and arriving Glasgow Central before preparing for return working.

Coaching stock selection requires careful period matching. 1970s-early 1980s operations demand Mark 2 air-conditioned coaches in BR Blue/grey livery with white window surrounds, typically mixed with Mark 1 full brakes providing luggage accommodation. Formations of 8-10 coaches prove most authentic, with buffet or restaurant cars positioned mid-train. Mid-1980s onwards sees Mark 3 coaches in InterCity Executive then InterCity Swallow liveries, with formations extending to 10-12 coaches on busy services. Push-pull era (1989-2006) requires period-appropriate Driving Van Trailers—originally converted Mark 2 vehicles, later purpose-built DVTs—positioned at the London end with locomotives at the country end.

Layout infrastructure authenticity demands attention to West Coast Main Line characteristics. Four-track main line sections with fast and slow lines enable realistic express running scenarios, with Class 87s occupying fast lines whilst slower freight and stopping services use slow lines. Overhead electrification equipment proves essential—25kV AC catenary with appropriate portal masts, tension weights, and neutral sections creates convincing electric railway atmosphere. Modern signalling with four-aspect colour lights replaces older semaphore installations during the transition from BR to InterCity eras. Major stations should feature long platforms (12+ coach capacity), substantial overall roofs or canopies, and multiple through roads accommodating simultaneous arrivals and departures.

Depot scenes provide excellent opportunities for static display and maintenance scenarios. Willesden Depot in north London served as the Class 87's home throughout BR ownership, with comprehensive facilities including maintenance sheds, fueling points (though electric locomotives require no diesel fuel, depot infrastructure includes facilities for servicing ETH alternators and auxiliary systems), wheel lathes for wheelset reprofiling, and extensive storage sidings. Modellers can recreate inspection pits where fitters examine traction motors and bogies, overhead crane facilities for major component replacement, and transformer testing areas. Display locomotives in various maintenance states—some receiving attention, others awaiting their next duty, creating dynamic depot atmosphere.

Sound-equipped models enhance operational realism through authentic audio experiences. The characteristic Class 87 sound signature includes transformer hum at idle (the distinctive 100Hz beat from AC supply), traction motor whine during acceleration (rising pitch as speed increases), cooling fan operation (particularly audible at stations), and rheostatic brake resistor cooling fans during braking. Programme DCC sound decoders to emphasise realistic operational sequences: quiet transformer hum at stations, motor whine increasing during acceleration, steady cruising sounds during line running, and brake resistor fans activating during deceleration. Avoid diesel locomotive sounds—Class 87s are electric locomotives with completely different audio characteristics.

Timetable construction enables systematic operations reflecting intensive express passenger schedules. West Coast Main Line services operated at approximately hourly intervals during peak periods, with additional services during morning and evening commuter times. A realistic operating sequence might begin with preparing a Class 87 at Willesden Depot, working empty coaching stock to London Euston, loading passengers and departing as the 10:00 Glasgow service, calling at intermediate stations (Watford Junction, Rugby, Crewe, Warrington, Preston, Lancaster), passing through Carlisle, and arriving Glasgow Central approximately five hours later. Return working departs Glasgow at 15:00, arriving London Euston at 20:00. This pattern enables multiple operators to share locomotives and coaching stock, creating engaging sessions with constant activity.

Double-heading scenarios rarely occurred with Class 87s except during engineering work requiring additional power over single-line sections, or when one locomotive was positioning to/from maintenance. The 5,000hp continuous output proved sufficient for standard 12-coach formations over Shap and Beattock gradients. However, modellers might authentically depict Class 87 + Class 86 double-heading during the 1970s when mixed electric fleets operated together, or Class 87 + Class 90 combinations during transition periods in the late 1980s when both classes worked West Coast services.

Finally

The British Rail Class 87 represents far more than thirty-six electric locomotives; these machines embodied British Rail's determination to complete West Coast Main Line modernisation and deliver world-class express passenger services competitive with European railways. The revolutionary body-mounted traction motor configuration with Flexicoil suspension resolved track damage problems endemic to earlier electric classes, establishing engineering standards that influenced British electric locomotive development for the next four decades. The 5,000hp continuous power output enabled reliable 110mph operation over demanding Anglo-Scottish gradients, vindicating the substantial electrification investment whilst slashing journey times and transforming rail travel economics.

For railway historians, the Class 87 provides fascinating insights into the evolution of British electric traction during a critical period. The transition from first-generation AC electrics (Classes 81-86) to the technically superior Class 87 demonstrated British Rail Engineering's capability to learn from operational experience and incorporate proven technologies from continental practice—particularly the Alsthom flexible drive that revolutionised bogie design. The unique 87101 thyristor prototype, though operationally short-lived, contributed directly to control system development for Classes 90 and 91, proving that apparently unsuccessful experiments can yield long-term benefits.

The comprehensive naming programme celebrating Anglo-Scottish connections added cultural significance beyond mere mechanical function. Names like Royal Scot, City of Glasgow, Sir Winston Churchill, and Stephenson created narrative connections between locomotives and the communities they served, personalising what might otherwise have been anonymous numbered machines. This tradition—inherited from steam predecessors—enriched the class's public profile whilst providing railway enthusiasts with individual locomotive identities to follow and photograph throughout three decades of service.

The tragic absence of a complete preserved example of 87101 represents a missed opportunity to document thyristor technology development. However, the AC Locomotive Group's foresight in preserving key components including thyristor banks and the main transformer partially mitigates this loss, whilst Crewe Heritage Centre's educational display explains the technology's significance. The survival of three standard Class 87/0 locomotives—including operational 87002 Royal Sovereign—ensures the class retains physical representatives for future generations to study and appreciate.

The remarkable Bulgarian export programme demonstrates that well-designed, properly-maintained electric locomotives can deliver service spanning multiple decades beyond their original operating environment. Twenty-one Class 87s finding productive second careers hauling sulphuric acid trains over Bulgarian Railways validates the fundamental soundness of BREL Crewe's engineering whilst extending the class's operational lifespan beyond anyone's expectations. Several locomotives continue working over fifty years after construction—an extraordinary achievement for machines designed in the early 1970s.

Hornby's exceptional OO gauge range and Dapol's comprehensive N gauge models provide contemporary railway enthusiasts with thoroughly authentic Class 87 representations featuring unprecedented detail quality and sophisticated technical specifications. The variety of catalogue numbers spanning BR Blue through InterCity transformations to Virgin privatisation enables modellers to select liveries matching their preferred era and aesthetic preferences. DCC Ready and sound-fitted options address different sophistication levels and budgets, whilst the powerful performance and smooth operation create engaging operational experiences faithfully representing prototype characteristics.

Model railway hobbyists incorporating Class 87s into West Coast Main Line layouts gain versatile express passenger traction suitable for premier Anglo-Scottish services, West Midlands routes, and Merseyside operations. The locomotives' association with named trains, intensive express schedules, and dramatic Anglo-Scottish scenery creates compelling operational scenarios. Whether recreating the "Electric Scot" inauguration in 1974, InterCity's sophisticated 1980s image, or Virgin's transitional privatisation period, Class 87 models bring authenticity and character to any electrified express passenger layout.

As railway preservation evolves and heritage operators recognise the value of recent traction alongside historic steam, the Class 87's operational preservation through 87002 demonstrates that 1970s electric locomotives remain capable of reliable main line service when properly maintained. Locomotive Services Limited's commitment to keeping 87002 certified and operational ensures this important class retains a working ambassador, enabling charter train operations that connect modern enthusiasts with the sights and sounds of West Coast electric express operation.

The British Rail Class 87 story ultimately celebrates engineering excellence, operational longevity, and the successful completion of Britain's most ambitious railway modernisation programme. When Class 87s entered traffic in 1973, they represented the culmination of fifteen years' West Coast electrification investment. Through three decades of intensive service, they validated that investment by delivering punctual, reliable, high-speed passenger services that made rail travel competitive with air and road alternatives. The sight and sound of a Class 87 accelerating a twelve-coach formation from London Euston—pantograph crackling, traction motors whining, transformer humming—epitomised modern British railway operation at its finest. That this distinctive angular profile continues working in both UK preservation and Bulgarian freight service over half a century later testifies to the fundamental soundness of the design and the skill of the engineers who created it.

Frequently Asked Questions

How many British Rail Class 87 locomotives were built and when?

Thirty-six Class 87 locomotives were constructed by British Rail Engineering Limited at Crewe Works between June 1973 and March 1975. The fleet comprised thirty-five standard Class 87/0 locomotives (87001-87035) plus the unique thyristor-equipped prototype 87101. The first locomotive entered traffic on 29 June 1973, with production concluding when 87035 was delivered in October 1974. The prototype 87101 followed in March 1975 after extended testing of its sophisticated thyristor control systems.

What made the Class 87 different from earlier electric locomotives?

The revolutionary body-mounted traction motor configuration with Alsthom-type flexible drive distinguished the Class 87 from earlier British electric locomotives. This arrangement dramatically reduced unsprung weight compared to the axle-hung motors used in Classes 81-86, eliminating severe track damage problems whilst enabling reliable 110mph operation. Flexicoil secondary suspension provided exceptional ride quality. The 5,000hp continuous power output substantially exceeded earlier classes' 3,600hp, enabling the Class 87 to handle demanding Shap and Beattock gradients without requiring double-heading assistance.

Why was 87101 unique and what happened to it?

87101 featured thyristor phase-angle control instead of the standard tap-changer transformer system, using 64 thyristors and 64 diodes in the armature circuit alone. This sophisticated arrangement provided stepless power control, superior wheel-slip prevention, and approximately 20% better hauling ability than standard locomotives. The technology tested in 87101 directly informed control systems for Classes 90 and 91. However, 87101 transferred to freight operations in 1989 (restricted to 75mph) and suffered catastrophic traction motor failure in 1998/1999. EWS withdrew the locomotive as repairs proved uneconomical for a unique variant, and it was scrapped at Barrow Hill in February 2002.

What routes and services did Class 87 locomotives typically work?

Class 87s dominated West Coast Main Line express passenger services from London Euston to Glasgow Central (flagship "Royal Scot" and "Electric Scot" services), Birmingham New Street, Manchester Piccadilly, and Liverpool Lime Street. The locomotives also worked overnight sleeper services including the "Caledonian" to Scotland. During the 1970s and early 1980s, Class 87s regularly worked heavy freight including steel trains, often double-headed with Class 86s over Shap and Beattock summits. The 401-mile London-Glasgow route represented the class's primary operational domain throughout three decades of service.

What was the naming policy for Class 87 locomotives?

British Rail decided in 1977 that Class 87s should become the new "Royal Scot" class, perpetuating famous LMS steam locomotive names. By 1978, all thirty-six locomotives carried Anglo-Scottish themed names encompassing historical locomotives (Royal Scot, Stephenson), major cities on the West Coast route (City of Glasgow, City of Manchester, City of Liverpool, City of Birmingham, City of London), significant British historical figures (Sir Winston Churchill, King Arthur, Princess Margaret Rose), and characters from Walter Scott novels (Redgauntlet, Kenilworth, Wolf of Badenoch). This comprehensive naming programme celebrated the Anglo-Scottish connections the locomotives served.

Are any Class 87 locomotives preserved in the UK?

Three Class 87s survive in UK preservation. 87001 Royal Scot is displayed statically at the National Railway Museum York in BR Blue livery. Crewe Heritage Centre preserves 87035 Robert Burns in Virgin Trains livery following cosmetic restoration in March 2022. Most significantly, 87002 Royal Sovereign remains the only mainline-certified Class 87, currently owned by Locomotive Services Limited and working occasional charter trains in InterCity Swallow livery. During eleven years of preservation operation, 87002 covered 114,435 miles including regular Caledonian Sleeper empty coaching stock duties from March 2015 until October 2019.

What happened to the locomotives that went to Bulgaria?

Twenty-one Class 87 locomotives were exported to Bulgaria between 2007 and 2012 through Singapore trading company Romic-Ace International. Seventeen went to Bulgarian Railway Company (BZK) for sulphuric acid trains from Pirdop copper smelter to Razdelna, whilst four joined private operator Bulmarket in 2012. Several locomotives remain operational in Bulgaria over fifty years after construction, demonstrating the class's fundamental engineering soundness and adaptability to different operating conditions. The locomotives required relatively minor modifications including different brake systems and electrical compatibility changes to work on Bulgarian Railways infrastructure.

What OO gauge Class 87 models are currently available?

Hornby produces comprehensive OO gauge Class 87 models from their 2018 tooling featuring 5-pole motors, die-cast chassis, directional lighting, and 21-pin DCC sockets (2023 onwards). Current production includes R30030 (87006 City of Glasgow in BR Large Logo Grey at £239.99 RRP), R30031 (87009 City of Birmingham in InterCity Executive at £239.99 RRP), and R30426 (87012 The Olympian in Network South East Olympic livery, pre-order for January 2026 delivery). Earlier releases covering BR Blue, InterCity Swallow, Virgin, and preservation liveries remain available from specialist retailers at £150-200 depending on variant and vendor.

Are Class 87 models available in N gauge or other scales?

Dapol released all-new N gauge Class 87 tooling in 2024, offering seven variants in their 2D-087 series including BR Blue, InterCity Swallow, Virgin, Direct Rail Services, and Caledonian Sleeper liveries. DCC Ready models retail at £155 with sound-fitted versions at £190. No O gauge, TT:120, or kit options exist for the Class 87 in any scale. Historical Graham Farish N gauge models from the 1980s-1990s occasionally appear on the secondary market but are extremely scarce. The absence of O gauge models frustrates larger-scale modellers, though the substantial tooling investment makes commercial production economically challenging.

What coaching stock should I use with Class 87 models?

Authentic consists depend on era. 1970s-early 1980s operations require Mark 2 air-conditioned coaches in BR Blue/grey with Mark 1 full brakes, typically 8-10 coaches. Mid-1980s onwards uses Mark 3 coaches in InterCity Executive then InterCity Swallow liveries, 10-12 coaches on busy services. Push-pull era (1989-2006) demands Driving Van Trailers at the London end with locomotives at the country end, using Mark 3 InterCity or Virgin coaching stock. Avoid mixing incompatible livery periods—BR Blue locomotives should haul BR coaching stock, whilst Virgin locomotives require appropriate privatisation-era coaches.

What was push-pull operation and when was it introduced?

Push-pull operation enabled drivers in Driving Van Trailers to control locomotives at the rear of trains, eliminating time-consuming locomotive run-rounds at terminal stations. Class 87s received Time Division Multiplexing equipment from 1986 onwards, with the system becoming operational from March 1989. TDM transmitted control signals through Electric Train Supply jumper cables rather than requiring separate control wiring. Push-pull formations became standard for West Coast express services through the 1990s and early 2000s, with DVTs positioned at the London end and Class 87s at the country end, enabling immediate departure from London Euston without locomotive repositioning.

When did Class 87 operations end and what was the final service?

Official "farewell" operations occurred on 10 June 2005 with special trains to various destinations. However, Pendolino reliability issues saw Class 87s continue sporadic operations through 2006. 87002 Royal Sovereign worked the actual final Virgin Trains scheduled Class 87 service on 22 December 2006, hauling 1Z87 from London Euston to Birmingham New Street. The 31 December 2007 deadline for mandatory On-Train Monitoring and Recording equipment effectively ended mainline operations for non-fitted locomotives, as most operators declined to invest in expensive OTMR retrofits for locomotives approaching obsolescence after three decades' intensive service.

What liveries did Class 87 locomotives carry during their service life?

Class 87s entered traffic in BR Rail Blue with full yellow ends and small double-arrow logos. 87006 uniquely received Large Logo Grey in 1984—dark grey base rather than Rail Blue with prominent double-arrows. InterCity Executive livery (dark grey upper, light grey lower, red/white bands) appeared from 1984-1987, evolving into InterCity Swallow (grey and beige with italic INTERCITY branding) from 1987 onwards. Virgin Trains applied red and black livery to all operational locomotives from 1997. 87101 alone carried Railfreight Distribution triple-grey after freight transfer. Special schemes included 87012's Network South East Olympic bid livery and 87002's Porterbrook purple promotional colours.