Editing Waterloo & City line (section)

==Rolling stock==
{{main|British Rail Class 482|London Underground 1992 Stock}}
[[File:Waterloo-city-1992.jpg|250px|thumb|A train of 1992 stock in its original Network SouthEast livery stands at [[Bank and Monument stations|Bank]] on the Waterloo & City line.|alt=]]
Toward the end of the 1980s, the [[British Rail Class 487|Class 487]] rolling stock fleet built in the 1940s was increasingly unreliable. As part of the [[total route modernisation]] project by [[Network SouthEast]] (NSE), the decision was taken to purchase new vehicles as an addition to an order for new [[London Underground 1992 Stock|1992 Stock]] trains by London Underground for the Central line. Five 4-car trains were ordered, albeit in Network SouthEast livery and no provision for [[automatic train operation]].<ref name=":3" />

The trains were constructed in 1992–93 and were initially tested and commissioned on the Central line, before being delivered by road to [[Waterloo Underground Depot|Waterloo depot]]. Unlike the Class 487 trains, the new trains required a [[Fourth rail|fourth rail traction current system]], with a central aluminium negative rail installed as part of the upgrade works to the line.

On 28 May 1993, all of the old rolling stock was withdrawn, the train service being suspended temporarily. A temporary bus service was run while the old rolling stock was physically removed and the new rolling stock brought in. The line reopened on 19 July 1993, with a peak service frequency of {{frac|3|1|2}} minutes.<ref name=":3" /> In April 1994, the trains transferred to London Underground following the [[privatisation of British Rail]]. Despite this, the trains kept their NSE livery.

In 2006, the 1992 stock trains were overhauled, refurbished and repainted as part of the line upgrade by [[Metronet (British infrastructure company)|Metronet.]] As part of the work, seats were replaced, CCTV was installed, and the original [[Network SouthEast]] livery was replaced by the London Underground corporate livery.{{sfnp|Gillham|2001}} A 500 tonne crane was required to lift the trains in and out of Waterloo depot, to allow the trains to be transported to [[Wabtec]] in [[Doncaster]] for the refurbishment work.<ref name=":4" />

Since its introduction, the stock on the Waterloo & City has diverged significantly from that used on the Central line through modifications, including the adoption of [[automatic train operation]] on the latter, that the two are no longer interchangeable; the Waterloo & City line continues to use [[train stops]].

=== Future rolling stock ===
{{Main|New Tube for London}}
In the mid 2010s, TfL began a process of ordering new rolling stock to replace trains on the Piccadilly, Central, Bakerloo and Waterloo & City lines.<ref name=":43">{{Cite web |date=October 2014 |title=New Tube for London – Feasibility Report |url=http://content.tfl.gov.uk/ntfl-feasibility-report.pdf |url-status=dead |archive-url=https://web.archive.org/web/20160305014932/http://content.tfl.gov.uk/ntfl-feasibility-report.pdf |archive-date=5 March 2016 |access-date=26 June 2022 |publisher=[[Transport for London]]}}</ref> A feasibility study into the new trains showed that new generation trains and track remodelling at Waterloo could increase capacity on the line by 50%, with 30 trains per hour.<ref name=":43" />

In June 2018, the [[Siemens Mobility]] [[Siemens Inspiro|Inspiro]] design was selected.<ref>{{cite magazine |date=15 June 2018 |title=Siemens to supply London Underground deep tube fleet |url=http://www.metro-report.com/news/news-by-region/europe/single-view/view/siemens-to-supply-london-underground-deep-tube-fleet.html |magazine=Metro Report International}}</ref> These trains would have an open gangway design, wider doorways, air conditioning and the ability to run automatically with a new signalling system.<ref name=":14">{{Cite news |date=4 March 2021 |title=Piccadilly Line: Plans for new 'walk-through' trains unveiled |work=BBC News |url=https://www.bbc.com/news/uk-england-london-56273283 |access-date=5 March 2021}}</ref> TfL could only afford to order Piccadilly line trains at a cost of £1.5bn.<ref>{{Cite news |last=Harris |first=Simon |date=3 January 2018 |title=Plan to sell part of Tube fleet branded 'quite mad' |website=ITV News |url=https://www.itv.com/news/london/2018-01-03/plan-to-sell-part-of-london-underground-fleet-branded-quite-mad |access-date=6 March 2021}}</ref> However, the contract with Siemens includes an option for 10 trains for the Waterloo & City line in the future.<ref name=":32">{{cite press release |date=15 June 2018 |title=Siemens Mobility Limited to be awarded TfL contract to design and manufacture a new generation of Tube trains |url=https://tfl.gov.uk/info-for/media/press-releases/2018/june/siemens-mobility-limited-to-be-awarded-tfl-contract-to-design-and-manufacture-a-new-generation-of-tube-trains |access-date=16 June 2018 |publisher=Transport for London}}</ref> This would take place after the delivery of the Piccadilly line trains in the 2030s.<ref name=":14" />

As part of the financial bailout of TfL in the aftermath of the COVID-19 pandemic, the [[Department for Transport]] is working with TfL to create a business case for making the line driverless.<ref>{{Cite news |date=1 June 2021 |title=Driverless London tube trains under consideration in £1bn bailout deal |work=Financial Times |url=https://www.ft.com/content/9fb501cd-aac3-464e-ac9e-f9312e235656 |access-date=26 March 2023 |quote=The Department for Transport will run a joint programme with TfL to explore the business case for fully automated trains on the Piccadilly and Waterloo and City lines,}}</ref>

=== Historic rolling stock ===
{{main|Waterloo & City Railway electric units}}
After tendering, a contract for supply of the passenger vehicles was let to the [[Jackson and Sharp Company]] of [[Wilmington, Delaware]] in the sum of £21,675. The vehicles were to be shipped to Southampton in [[knock-down kit]] form, to be assembled at [[Eastleigh Works]] by the LSWR.

By 6 January 1898, a skeleton carriage could be run through the tunnels to verify clearances and the first fully assembled train of four carriages was run from Eastleigh to Waterloo on 4 March 1898. The lift for lowering rolling stock to the tunnel level, and some electrical work, were not ready, but on 4 June 1898 a successful trial run was made.

The motor coaches were {{convert|47|ft|1|in}} overall length, and the trailers were {{convert|46|ft|3+1/2|in}}, both being {{convert|8|ft|6|in}} wide at floor level and {{convert|9|ft|8|in}} high from rail level. There were 11 of each type, to run in four four-car formations with spares.

The accommodation was of the open saloon type, then a novelty in Britain; there were gate entrances at the end of the vehicles. The trailers seated 56 persons, and the motor coaches seated 46, with a raised section over the motor bogie.

The traction motors by Siemens were series-wound {{convert|60|hp|abbr=on}} gearless motors on the axles. The trains ran in a formation of four cars, the two outer vehicles being motor coaches.  The motor cars were constructed to allow an early form of multiple unit operation and the front car's controller was additionally able to control the rear car's motors. The two motors at each end were connected in series at starting, then reconnected in parallel (using open circuit transition) as the train accelerated in the well established (at that time) method. This required eight cables to be run the length of the train at roof level. <!-- Two for each armature A and AA; two for each field Y and YY; for each motor making eight cables. ---> A further cable making nine in all linked the collector shoes at opposite ends of the four-car set to avoid problems with the large gaps in the centrally mounted conductor rail.

There was a crew of six at first: driver, driver's assistant, guard and three gatemen; the driver's assistant was subsequently no longer required. The trains used Westinghouse brakes, and the air reservoirs were charged from static compressors at Waterloo. They were charged to {{convert|100|psi|abbr=on}}, running down to {{convert|70|psi|abbr=on}} before needing to be recharged. Lighting was run from the power circuit, with four lamps in series from the {{val|500|u=V}} nominal.{{sfnp|Gillham|2001}}

====New trains ordered by the Southern Railway====
{{main|British Rail Class 487}}
[[File:Class 487 at London Transport Museum Depot.jpg|thumb|Preserved 1940 stock at the London Transport Museum Depot]]

In the late 1930s, new rolling stock was ordered by the [[Southern Railway (UK)|Southern Railway]]. Despite the declaration of war in September 1939, the work was considered well advanced, and 12 motor coaches and 16 trailers were ordered from [[English Electric]], and built at the [[Dick, Kerr & Co.]] works at Preston. The [[Art Deco]] style trains were delivered through 1940, and the old cars were removed from the line on 25 October 1940, the new cars starting work on 28 October, with the line closed over the intervening weekend.

Constructed of welded steel, trains were run in five-car formations, Motor coach + trailer + trailer + trailer + motor coach, with spares for overhaul. The motor coaches had cabs at each end, enabling single-car operation by them; they had two axle-hung traction motors rated at {{convert|190|hp|abbr=on}} for one hour. The new trains had on-board compressors for the air brakes, and interior lights were in two circuits, one fed from the motor car at one end of the unit, and one from the other, avoiding total lighting loss in passing conductor rail gaps. The conductor rail was altered to the outside position normal for the third-rail system. There was no train power line, and each motor coach collected its own electric supply.{{citation needed|date=May 2021}}