Green Line Reconfiguration

KCasiglio said:
Thanks! Just to clarify, these were in-service cars right? Not just moving equipment when they theoretically could have accounted for making sure the cars weren't passing each other at the same time?
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Yes...full revenue service for 7 years between 6/10/1901 and 11/28/1908 while the Orange tunnel was being constructed. During that period trolleys from Public Gardens portal took the current/inner tracks at Boylston and looped at Park while trolleys from Haymarket portal took the inner tracks of the 4-track tunnels and looped at Brattle Loop; there was no thru trolley service between Park and Scollay. El cars ran thru Haymarket-Boylston on the outer tracks on temporarily-installed third rail, and temporary wood high platforms were installed on the outer tracks for boarding. El service was fileted between the subway and Atlantic Ave. El for traversing downtown (whereas 1899-1901 it was only the Atlantic Ave. El). Tremont St. reverted back to full trolley thru running as soon as the Washington St. tunnel opened for business.
 
F-Line to Dudley said:
The Tremont tunnel carried Orange Line El cars thru from Haymarket portal to Pleasant St. portal from 1901-1908, and those are quite a bit wider than even current LRV's let alone the PCC's. The last 2 batches of OL cars ran 111" wide, and it's unlikely that the first batch of El cars 120 years ago were narrower than that by any more than a couple of inches given that they boarded at downtown platforms in the Orange tunnel that still exist today. So it's not physically possible that any part of the 1897 Tremont tunnel is too narrow for Type 7's/8's/9's/10's.
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Except that the GL tunnel curve from Tremont St to Boylston St might be tight, because the elevated trains didn't go in that part of the tunnel.
 
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