A total of thirty-six locomotives were constructed, to work passenger and freight services over the West Coast Main Line (WCML).

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.

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;[12][13] it spent over a year on test before entering service in 1976.

[15] 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.

[17] The Class 87 locomotives had proved to be capable and reliable since their 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).

This change eventually saw the end of freight work for most of the class, when InterCity gained full control of the standard fleet.

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of the Pendolinos, the final day in service was set for 10 June 2005, by which time many locomotives had been withdrawn and others transferred to other operators.

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The locomotive was used infrequently on freight and charter trains, but suffered a major failure in 1999 and was withdrawn due to its non-standard nature.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.

[23] 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.

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one point, but finally consisted of two locomotives, 87022 Cock O' The North and 87028 Lord President, which were both withdrawn at the end of 2007.

[citation needed] 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.

[26] 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).

[citation needed] 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 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 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.

[27] 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.

[40][41] A British N gauge model has been produced by Graham Farish in BR Blue, InterCity Swallow and Virgin Trains.