The Waterloo & City line runs between Waterloo and Bank in Central London. It was built by the London & South Western Railway in 1898 to provide access to the City from their new terminus at Waterloo.  It is the shortest line on the Underground, at only 2.5km, and only takes 4 minutes to travel from one end to the other.

The line was only transferred from British Rail ownership to London Underground in 1994. Trains are formed of 2-car 1992 Tube Stock trains; service trains are always formed of two trains coupled together – unless they are being washed. As a result of having been in BR ownership, the stock has been given a TOPS code of Class 482.

This layout is based on the Simsig ‘Drain’ simulation, with a few alterations to make life operationally easier (!). The timetable included with this layout starts with a basic 4tph in each direction service, which increases to 12tph for the peak hours. There is also a spare set which is split and washed during the day.

zip Waterloo and City

The zip file also includes formatted timetables and a session file with preset automatic signal routes.

Filesize: 43.64 kB
Version: 1.0
Downloads: 1130 Downloads
Download: [Download here]
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  • Nick Green

    This is a very heavily used line – packed throughout rush hour. Capacity could be increased massively as follows:
    1. Put doors along the platform (like on Jubilee Line) for safety, to enable trains to pull in faster and to enable “2”
    2. Introduce driverless trains (as on DLR) so no space is required for the driver each end
    3. Introduce trains which are as long as the available platform space
    4. The new trains to be clear all the way through (as on DLR and new Metropolitan line trails) again so all space is available for passengers.
    5. The new trains to have more doos and less – or even no – seats (its a very short journey!
    6. Use automation and driverless operation to increase the speed and frequency of trains
    7. Use both platforms at the Waterloo end to speed up loading and unloading (currently passengers leaving the train are slowed by those waiting to board especially in the pm)
    These changes could be introduced without major disruption – the platform doors could be worked on at weekends (as on the Paris Metro). They will have more door openings than the current trains, but if door loactions are matched to current trains with extra doors for future use and the new trains are matched to the old doors with the new doors between it should be possible to introduce all without another prolonged shut-down.
    Nick Green

    • Coalface Coach

      How much do you project this to cost?
      I think the only valid suggestion is point 1
      For point 2, the London Underground is too old to achieve a GOA 1, so, a driver or on board attendant will still be required. Now, given the passenger traffic at Waterloo in AM peak, procedure to be followed by the attendant regarding platform duties couldn’t be guaranteed.
      Point 3, the current length of trains are at the max to be able to fit into the maintenance depot, any longer and they’d have to break the trains up in order to fix them, but with space at a premium, the only place to fit the train would be to block the running line, thus closing the service.
      Point 4, the trains are paid for by the corporation of London, any new trains would have to be agreed and paid for by them, and they’ve barely up kept the current stock.
      Point 5, these trains have been upgraded consistently, the upgrades require extra wiring and battery space, the majority of which end up under seats as there’s no room under carriage or anywhere else. So extra doors and no seats a no no.
      Point 6, The current line speed is the max line speed for the gauge. speed is also governed by the amount of power and the power is higher than the Central line (about 720 as opposed to 630). As for automation, see my answer to point 2.
      Point 7, there is no interaction between passengers getting off and on trains at Waterloo. The trains are detained in an ‘arrivals’ platform, they are then moved speedily out the way and reversed into a ‘departures’ platform. The simulators have shown there is no quicker way to speed the service up, it shows that to have a crossover into the platforms at Waterloo would significantly slow the train service.

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