The excellent
http://londonconnections.blogspot.com/
reports something worthy of wider exposure.

http://www.tfl.gov.uk/assets/downloa...ember-2007.pdf
http://www.tfl.gov.uk/assets/downloa...-appendix2.pdf
http://www.tfl.gov.uk/assets/downloa...-appendix3.pdf

Quote
ELL Phase 2 in respect of Thameslink Phasing at London Bridge
DfT have indicated the current 2 trains per hour 2-car (4-car in peak)
Victoria to London Bridge services (serving stations between
Wandsworth Road and South Bermondsey) will likely be identified as
incapable of accommodation in the rebuild of London Bridge station as
a result of the increase in services on the Thameslink Project.
Network Rail propose these services be part replaced by a 2 trains per
hour Victoria to Bellingham service (serving stations between
Wandsworth Road and Peckham Rye). This change would mean Queen's Road
Peckham and South Bermondsey stations will lose 2 trains per hour
while stations between Wandsworth Road and Peckham Rye lose an
important connection into the City. ELLP Phase 2 would see the
Victoria to London Bridge service replaced by 4 trains per hour 4-car
services between Clapham Junction and the ELL Core Route (serving
stations between Wandsworth Town and Queen's Road Peckham). Bringing
forward commissioning of ELLP Phase 2, funded essentially as enabling
works for Thameslink, would provide the DfT with significant
mitigation against the service difficulties posed by the remodelling
of London Bridge. The benefits of this approach, involving the funding
of ELLP Phase 2, are being pursued.
Unquote

Bringing forward the second phase of the ELLX has been widely talked
about and now the recognition by Network Rail that the existing SLL
Victoria to London Bridge service cannot be accommodated in the
Thameslink inspired rebuild at London Bridge adds to the rationale for
sooner rather than later approval. There should be substantial cost
benefits from a clean follow on from ELLX phase 1 if design teams
and contractors are not obliged to go in for expensive and disruptive
personnel demobilization / remobilization exercises, similarly
benefits arise if existing local construction and logistics bases can
be kept in being. Extending the already running production lines for
the new rolling stock at Derby could again avoid unnecessary hiatus in
the supply chain and hopefully reduce overall cost per unit.

This is all fine in theory but Network Rail and TfL are dealing with
the DfT - an organisation that has muffed similar sensible
opportunities in the past. - such as the non lengthening of Pendolinos
- and the near miss of the Thameslink Box at Saint Pancras
International - Congratulations to all involved who pulled off quite a
close opening date to the reopening of the main train shed. But one
cannot help wonder how much more the Box has now cost than if it had
been incorporated in the overall project plan from the start. With The
DfT even now shunning concepts such as rolling electrification
projects despite best professional advice from those up the sharp end
- will we see a pragmatic approach to ELLX phase 2? Don't hold your
breath.