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That was three days ago, and had nothing apparent to do with the track issues. The GLX is back up and running.

And that principle worked fine when people still bought lots of newspapers. They have to pay people to write these things, and ads alone don't tend to fund particularly good journalism.

Good question (not that I think the T would bother). The Blue Line's signals are barely more sophisticated than the Green Line's (Blue's can at least stop trains that pass red signals), and in my understanding quite similar to those on the New York subway. I'm no expert, but I can't imagine...

That area with the light green added near the Haymarket platform is full of ancient support columns. I don't know how feasible reconstructing that area (which would be essential to making the turnback work) would be. I'm pretty sure that idea would have required obliterating and relocating all...

My ears are burning 🙃 I've never been convinced any kind of stub-end terminal is possible at all at Brattle. There's an enormous structural element along the track (covered by the cinderblock wall on the narrow end of the westbound track), where Scollay's north entrance used to be. Unlike...

Bowdoin basically has to get nuked to eliminate the atrocious speed restriction on the loop, though.

Because we can't have "anything". We can have anything that fits the infrastructure, and some designs don't. (The Boeings' front doors were unusable in MUNI's tunnels because the ends of the cars curved away from the platforms so as to fit in the T's tunnels, for one example of why pure off the...

I wonder how feasible that would be. The GL trackage is under the Garden/Hub on Causeway and I don't think there's a ton of room to the east before you hit the Orange Line. Might be possible, but you'd have to go awful deep under the Garden or blow its parking garage to smithereens to get the...

GC loop handled B and D both for years with Park as a relief valve. One loop can handle the volume, the problem was the lack of sorting and inability to hold a car other than on the loop. Whereas with Park now there's tons of room to hold looping cars, because once they're past the T3-to-T4...

Also, it's not just a terminal. There'd still be passengers from the Boylston/Kenmore branch (center-isolated) with destinations beyond Park Street. Right now, or even in a Boylston-center, Tremont-outer paradigm, it's a simple cross-platform transfer. You'd potentially (ahem*Red Sox games*ahem)...

I used to use both Copley and Back Bay daily, and Copley was much more convenient, especially for anything on the river side of Boylston. (It also wasn't full of diesel smoke, though for much of that time it was full of construction dust.) I don't know that you really gain much except some...

'Cause at that point it's not "Green Line Reconfiguration" anymore, it's building a new subway :ROFLMAO:

Uh, if digging an elevator shaft at Copley was enough to put a crack in one historic church, I shudder at what digging a station will do to another historic church. And while there's probably some room under the Square to move as much digging as far as possible from Trinity, the constraints of...

Probably just that it's not a great idea for tracks you might park trains on to have an incline. If anything there might be a slight descending grade there, but either way the point's probably to keep any runaway trains at bay. I don't think there was ever any consideration of extending the...

Who even has spare capacity? Even if you could somehow pack, say, either another operator's components (say, whatever's in New York's latest deliveries) in a Red Line-spec shell, can anyone even do that any faster than a whole new design? It took something like five years from being ordered to...

Just renovating Copley (specifically installing the elevator shaft) damaged the Old South Church. I don't know how deep you'd have to bore to avoid that risk (or if that's even feasible, isn't most of that area fill anyway?).

Makes me wonder what exactly they measured. If that 210' number includes the portion of the platform past the inspector's booth on the Park Street end, it'd be a lot less clear how to extend it. (Though couldn't they just not open the end doors or something?)

For some reason they didn't clean/restore that stretch of tile when they renovated the station. (It does extend past the platform.)

Given how finnicky the Bredas are about track conditions, I'd agree it's likely derailment-related.

The darker blue they used on the bellies of the old livery would have looked very nice. I'm honestly astonished that an airline has managed to make its livery simultaneously more colorful and less distinctive at the same time. (And at least to my eye the new colors look cheaper and less...