Rather ironic when Southeasterns new timetable actually forces passengers to change between Charing Cross & Cannon Street trains at London Bridge, how do they separate these passengers that have to move between platforms 1,2 & 3 to and from platforms 6,7,8 & 9 crossing the path of Thameslink passenger accessing platform 4 & 5?
I'm not sure that occasional London Bridge users, who're just told to get a train from there to get to wherever in Kent or Sussex or South London, would have any awareness of their train's "brand"; most "normal" non-regular rail users neither know nor care about different brands - they just know it's a train to destination X. Hence if would-be passengers are directed by signs telling therm where to go according to the train's "brand", it won't be at all helpful.
Passengers are very aware of train brandings because their tickets can be specific to a TOC. It causes endless confusion at Hitchin when a Thameslink train comes in formed of Class 387 Great Northern stock, many passengers feel they cannot use it as they have a Thameslink ticket. Likewise on other routes where there are several TOCs, ie London to Brighton, whilst all GTR, Southern, Gatwick Express and Thameslink all have different ticket pricing which can preclude passsengers from using other TOCs trains. Hence why the advent of Great British Railways, like TfL trains, one branding, one ticketing system, despite the fact each line is operated by different private companies.
I'm not sure that occasional London Bridge users, who're just told to get a train from there to get to wherever in Kent or Sussex or South London, would have any awareness of their train's "brand"; most "normal" non-regular rail users neither know nor care about different brands - they just know it's a train to destination X. Hence if would-be passengers are directed by signs telling therm where to go according to the train's "brand", it won't be at all helpful.
Passengers are very aware of train brandings because their tickets can be specific to a TOC. It causes endless confusion at Hitchin when a Thameslink train comes in formed of Class 387 Great Northern stock, many passengers feel they cannot use it as they have a Thameslink ticket. Likewise on other routes where there are several TOCs, ie London to Brighton, whilst all GTR, Southern, Gatwick Express and Thameslink all have different ticket pricing which can preclude passsengers from using other TOCs trains. Hence why the advent of Great British Railways, like TfL trains, one branding, one ticketing system, despite the fact each line is operated by different private companies.
I’m afraid that’s not correct. It was resignalled, albeit with Signals in exactly the same place. There are new interlockings in the equipment room, new cabling and ground equipment. All done in 2016/17. I supppose it is possible that the same signal heads are used, but I don’t remember.
Previous resignalling in 1976.
I am afraid you are not correct. Charing Cross interlocking is still the original West PAC locking of 1976 to between Belverdere Raod & Waterloo East. Under Thameslink, it was recontrolled by Westcad and migrated from London Bridge MPSB (NX) to Three Bridge ROC (WestCad). Country side of Waterloo to North Kent East Junction (roughly) was a new layout and resignalled fully. Charing Cross was due to be resignalled, as was Cannon Street, but the issue with resignalling is, new standards have to be complied with and if those standards were put in place, it was highly likely the train service might had to have been reduced in those termini. So the decision was taken "why change something that works" for the service required, just renew bits as required. Charing Cross and Cannon Street were both recontrolled, with existing signalling layout. Cannon Street which was SSI was re-locked. All signals on the ground, whilst still in the same positions with the same numbers, were only modernised by having their signal heads replaced with LED heads. Likewise the rest of London Bridge MPSB was recontrolled only and migrated to Three Bridge ROC. London Bridge Terminal was resignalled. The recontrolled areas had new LED signal heads, and some had track circuits replaced with axle counters, but is still the old locking that existed at London Bridge.
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