Much of the speed comes from the fact that if you are digging up an
existing track formation, then the number of services affected approaches
zero. Plus, standard track depths were designed to avoid standard service
depths. Adelaide, for example, had 17 inch (430mm) track depth vs 2 foot
(610mm) minimum road cover to services. Of course, if utilities are
talking to each other, then when major works, such as track renewal are
planned, then other utilities' planned works can happen at the same time
to minimise cost and disruption. Unlike Adelaide. 🙄🤨

Of course, that means depths of new track over 430mm susceptible to
unexpected services. Similarly for new alignment.

Which, of course, begs the question of the CSELR designers as to why they
chose such massive depths and not following the previous alignments.

Mark Skinner

On Mon, 5 Dec 2022, 9:00 am Mal Rowe, mal.rowe@...> wrote:

> On 05/12/2022 06:28, David McLoughlin wrote:

>

>

> Don't even get me started on the 10 days it took Melbourne to lay that

> entire new tram line along Toorak Road West, with trams running on it on

> the 11th day. Eat that Sydney and your four years for laying the same

> length of track (x 12, Sydney did about 12 simultaneous sections of

> similar length, taking four years of massive disruption. During that

> period, and in much shorter time, Canberra laid an entire brand new

> tramway of similar length and got it running).

>

> To be fair, there was quite a bit of preparatory work done in Toorak Rd

> West before the tramway was built - including relocating a gas main and

> changing sewer access points. (See pic).

>

> However, at least they *knew *they were there rather than being surprised

> to come across them!

>

> Mal Rowe - attaching a pic of a curve that will presumably be renewed.

>

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