On 24 Apr, 15:05, "Peter Masson" wrote:
"Mr Thant" wrote

That's a very good point. But as long as the crossing move was done
before all the fast trains through Lewisham join the line (ah, so
that's what the Tanner's Hill flydown upgrade is for), it shouldn't be
a big deal.

There'll still be many flat junctions handling 20 tph.

In particular, Ewer Street Junction where the Fast and Slow Charing Cross
lines converge for the 2-track section through Metropolitan and Borough
Market Junctions to London Bridge. At present the signaller can choose to
make the crossing move at either Ewer Street or Metropolitan Junctions, but
in future will not want to use Metropolitan Junction for this because of
conflicts with Thameslink. Also Tanners Hill Junction. Presumably the peak
timetable will be designed to accommodate parallel moves at these two
junctions (e.g. a down Charing Cross to Lewisham train passes Tanners Hill
Junction at the same time as an up Lewisham to Charing Cross train) - all
very well in the train plan, but liable to fall to pieces if anything is
running out of course.

Are contra-peak Charing Cross to/from Lewisham trains envisaged?

If so, that's an added connection against a background of generally
reduced connections and increased changing at London Bridge.


An earlier version of the track plan showed Cannon Street trains using
platforms 1 - 3 at London Bridge as now, Thameslink platforms 4 and 5, no
track against platform 6, and Charing Cross trains using the four new
through platforms. In the February 2007 version everything has been shifted
up one - Cannon Street in 2 -4 and Thameslink in 5 and 6, with no track
against platform 1. Does anyone know why, and why can't Cannon Street trains
have 4 platforms at London Bridge? ISTM that the reason why Cannon Street
will be limited to 20 tph is capacity for contra-peak trains, including ecs,
at London Bridge, once the ecs route from or via Blackfriars Reversing
Siding is lost.

Peter