舊金山灣區捷運系統
维库，知识与思想的自由文库
舊金山灣區捷運系統（San Francisco Bay Area Rapid Transit District，BART，簡稱灣區捷運）是舊金山灣區的捷運系統，主要解決灣區內各個城市間（如舊金山、奧克蘭、柏克萊、達利市等）的運輸需求，此外尚有連至舊金山國際機場的機場捷運、奧克蘭國際機場的機場客運（AirBART）。
[编辑] 今日的灣區捷運
[编辑] 系統細節灣區捷運軌道總長為104英里(167公里)，設有43座車站。系統軌距為5呎6吋(1.676米)，屬於寬軌。採用寬軌的原由是為了提供更高的穩定性(部分因為計畫中的金門大橋路線)，使得由鋁與玻璃纖維製成的輕質量列車能更平穩地行駛，另外的考量也包括了政治層面與經濟層面。 一些批評者[來源請求] 指出使用寬軌沒什麼技術性的優點，但卻給使用其他軌道系統、貨車或者是乘客帶來了極大的障礙。舉例來說，法國、德國、日本的高速鐵路網都採用標準軌距，而且車輛運轉速度更快。若非全部，多數營運中的輕軌系統都採輕質量列車及標準軌距鐵軌。Broad gauge makes engineering more difficult, as track building equipment must be custom-built. In addition, the non-standard gauge makes new fleet procurement extremely expensive because the trains must be custom-built instead of using common designs for standard gauge. Trains can achieve a centrally-controlled maximum speed of 80 mph (129 km/h) and provide a systemwide average speed of 33 mph (53 km/h) with 20-second station dwell times. Trains operate at a minimum length of three cars per California Public Utilities Commission guidelines[來源請求] to a maximum length of 10 cars, spanning the entire 700-foot length of a platform. Trains on the BART system are also referred to as "consists"; both words are interchangeable. Power is delivered to the trains over a third rail, whose position alternates with respect to the train depending on context. For example, in stations with island platforms (most underground stations as well as transfer stations), it is on the right, whereas in stations with side platforms (most aerial stations), it is on the left. The voltage over the third rail is 1000V DC; as a result, there are numerous notices through the system to warn passengers of the danger of the third rail. The BART system operates five lines, but most of the network consists of more than one line on the same track. Trains on each line typically run every 15 minutes on weekdays and 20 minutes during the evenings, weekends and holidays; however, since a given station might be served by as many as four lines, it could have service as frequently as every 3-4 minutes. As of 2006, BART service begins around 4:00 a.m. on weekdays, 6:00 a.m. on Saturdays, and 8:00 a.m. on Sundays. Service ends every day around midnight with station closings timed to the last train at station.[1] [编辑] 目前路線
BART的各條路線以位於兩端的終點站命名，例如："里奇蒙 - 達利市線"（"Richmond - Daly City Line"）。因此，每次路線延伸後，其名稱都要作出相應更改。雖然過往十多年來，每條路線於路線圖上的代表顔色一直保持不變，但營運當局仍無意以顔色來命名路線。 而於日常生活中，列車通常以行駛方向的終點站作識別，如“（往）里奇蒙列車”。西行列車在橫過舊金山灣前，或者東行列車駛進舊金山前，車上的電子告示牌都會在目的地一欄中加上「舊金山」的字樣；前往舊金山國際機場的列車則會加上「SFO Airport」(或「SFO」）的字樣。這個做法衍生出一些較長的列車告示，如「San Francisco/Daly City列車」，「San Francisco/SFO Airport/Millbrae列車」或「San Francisco/Pittsburg/Bay Point列車」；而離開密爾布瑞站（Millbrae）的列車，告示牌更顯示「SFO Airport/San Francisco/Dublin/Pleasanton」的字樣。 自2005年9月起, BART的行駛路線如下：
[编辑] Rolling stock
BART operates four types of cars, built in three separate orders. The A and B cars were built from 1968 to 1971 by Rohr Industries. The A cars, made to be leading or trailing cars only, have a fiberglass operator's cab with equipment to control the train and BART's two-way communication system. They can comfortably seat 72 passengers, and under crush load can hold 150 passengers. The B cars have no operator's cab and are used in the middle of trains to carry passengers only; these cars have the same passenger capacity as the A cars. Currently, BART operates 137 A Cars and 303 B cars. The C cars were built from 1987 until 1989 by Alstom. The C cars have the same fiberglass operator's cab and control and communications equipment as the A cars, but unlike A cars, can act as middle cars as well. The dual purpose of the C cars allow train sizes to be changed quickly without having to move the train to a switching yard. The C cars can comfortably seat 64 passengers and under crush load can fit 150 passengers. The last order, from Morrison-Knudson Corporation, was for C2 cars. C2 cars are essentially the same as C cars, but have a newer, third-generation interior featuring a blue/gray motif, in contrast to the older blue and brown colors. C2 cars feature flip-up seats near side exit/entry doors to accommodate passengers in wheelchairs and have red lights on posts near the door to warn deaf and hearing-impaired passengers when doors are about to close. C2 cars can comfortably seat 68 passengers, and under crush load can carry 150 passengers. Currently, BART operates 150 C1 cars and 80 C2 cars. From 1995 through 2002, the 439 original Rohr cars were rehabilitated/overhauled by ADtranz and Bombardier, which had acquired ADtranz by the end of the project. Refurbishment of the fleet was financially attractive compared to purchasing new custom trains to fit BART's non-standard track gauge and extended its useful life for about 20 years. The older vintage brown seats were converted to light-blue ones, which can be removed easily for washing or replacement. All of the BART cars have upholstered seats and many cars have carpeting, although this is being removed for maintenance reasons and due to the prevalence of bicycles on trains. One of the original design goals of BART was that all passengers would have a seat. Therefore, many of the older cars have poor provisions for standees, such as few vertical grab bars. Newer cars, in contrast, have more grab bars, fewer seats facing each other, and flip up seats to accommodate wheelchairs and bicycles. However, unlike many urban transit systems, hand straps are not to be found on BART. The cars, which all have just two doors on each side, often cause extended wait times at stations as passengers must negotiate groups of standees in order to exit or enter the train. To speed up service, BART is planning to introduce new, three-door cars.[2] (Bart cars must have doors on both sides as some stations have central platforms while others have platforms on each side of central two-way tracks.) [编辑] 管理灣區捷運局是一個特殊政府機構，為加利福尼亞州的阿拉米達縣（Alameda）、康特拉科斯塔縣（Contra Costa）、舊金山縣（San Francisco）共同創立，由一個委員會負責管理，委員會由九位分別代表舊金山灣區各地區的代表所組成。此外，舊金山灣區捷運系統擁有自己的警察系統。 雖然委員會的成員來自管轄範圍內所有城市及地區，但灣區捷運在部分城市並沒有設置車站。這使得部份需付出捷運稅但沒有設置車站的城市不滿，例如利弗莫爾（Livermore）。此外，費利蒙（Fremont）的多數居民都需要通勤到聖荷西（San Jose），但灣區捷運目前並沒有營運到聖荷西，因此當地多數通勤者並無法使用其服務；這也使得灣區捷運局提出了延伸到聖荷西的計畫。 另一方面，部分地區與灣區捷運車站的距離頗為接近，可以經由巴士或開車抵達最近的車站；例如愛莫利維爾（Emeryville）雖然沒有捷運車站，但是有免費的Emery-Go-Round接駁系統，可以將居民送往鄰近的MacArthur車站。對於想要開車的乘客，許多車站也設有各種停車的選擇。[3] [编辑] 造價及預算連同首期系統及跨灣隧道，灣區捷運的首期建造費用為16億美金，考慮通貨膨脹因素後，相當於2004年的150億美金。 在2005年，灣區捷運在車資營收以外，還需要將近3億美金的補助。所有支出的其中37%用於維持，29%用於運輸營運，24%用於管理，8%用於安全系統，4%用於建築工程。.[4] 2005年的預算來源中，53%的預算來自車資營收，32%來自稅收，15%來自其他收入，包括廣告、出租車站空間及停車場收入。[4] 灣區捷運的車資營收比為53%，在包含長距離及高使用率的全美公共運輸系統中屬於非常高的比例，因此常被拿來與鄰近的加州通勤鐵路（Caltrain）比較，並討論是否將灣區捷運延伸到整個舊金山灣區。 [编辑] 收費
灣區捷運的收費與其他通勤鐵路系統相若；與其他城市軌道交通系統相比則較高（尤其是長途車程）。收費多少視乎車程長短和車速。乘客若前往三藩市國際機場，途經跨灣隧道（Transbay Tube）或聖馬刁縣則會被徵收附加費（聖馬刁縣並非灣區捷運成員之一）。 儲值車票多年來一直是紙製，儲值額則儲存在票上一條磁帶。乘客每次出閘時，閘口會在卡上印出剩餘儲值額。塑膠智能卡「TransLink」現正處於試用階段，預料於2007年内全面流通。 最低車資為$1.40,[5] charged for trips under six miles, 而最高車資為$7.65 for the 51-mile journey between Pittsburg/Bay Point and San Francisco International Airport, consisting of the regular fare and all possible surcharges.[6] Passengers without enough fare to complete their journey must use an AddFare machine to pay the remaining balance in order to exit the station. Because of the amount of the base fare, traveling between BART stations in downtown San Francisco on BART is slightly cheaper than the city's own light rail system, the MUNI Metro, which is also generally slower covering the same distance and costs $1.50. However, MUNI permits around two full hours of riding, including transfers to other MUNI vehicles, whereas BART charges $1.40 for a single journey. There are various quirks in the fare system due to a subsidy being provided to riders traveling between some outlying stations. For example, for a trip from Dublin/Pleasanton to Fremont, it is less expensive to exit the station at the transfer point, Bay Fair, and re-enter the station, instead of staying on the platform, because you would get charged two $1.40 base fares instead of a $3.90 fare from end to end. Unlike most transit systems in the United States, but like the MRT in Singapore, BART does not have an unlimited ride pass available and riders must pay for each ride they take. The only discount provided to the general public is a 6.25% discount when "high value tickets" are purchased with fare values of $48 and $64. Capitol Corridor trains sell $10 BART tickets on-board in the café cars for only $8[7][8], resulting in a 20% discount. A 62.5% discount is provided to seniors, the disabled, and children 5 to 12, while middle and high school students 13 to 18 are provided with a 50% discount. To receive these discounts, special tickets must be purchased at selected vendors and not at ticket machines. In particular, the middle and high school tickets are usually sold at the schools themselves. Fares are enforced by the station agent, who monitors activity at the fare gates adjacent to the window and at other fare gates through closed circuit television and faregate status screens located in the agent's booth. All stations are staffed with at least one agent at all times. Despite this, fare fraud occasionally occurs, usually as a result of people jumping the fare gates. There is little fare coordination between BART and surrounding agencies. Some agencies accept the BART Plus pass, which at a fee of between $42 and $46 per month, permits pass holders to use BART and connecting buses. Most notably, AC Transit dropped out of the program due to the small amount of reimbursement they received from BART. Aside from that, there is only a token discount (25 to 50 cents) provided to passengers transferring to and from trains to other transit modes. One fare coordination program permits adult monthly pass holders of the San Francisco Municipal Railway to ride BART trains within the City of San Francisco for free (with no credit applied to trips outside the City). The City pays BART 87 cents for each trip taken under this arrangement.[9] [编辑] 自動化設施BART was one of the first US systems of any size to have substantial automated operations (the first being PATCO in New Jersey and Philadelphia). The trains are computer-controlled via BART's Operations Control Center (OCC) and headquarters at Lake Merritt and generally arrive with regular punctuality. Train operators are present to make announcements, close doors, and operate the train in case of unforeseen difficulties. As a first generation system, BART's automation system was plagued with numerous operational problems during its first years of service. Shortly before revenue service began, an on-board electronics failure caused one empty 2-car test train, dubbed the "Fremont Flyer", to run off the end of the platform at its namesake station into a parking lot (there were no injuries)[10]. When revenue service began, "ghost trains", trains that show on the computer system as being in a specific place but don't physically exist, were common, and real trains could at times disappear from the system, usually because of dew on the tracks. Under such circumstances, trains had to be operated manually and were restricted to a speed of 25 mph (~40 km/h). Such system artifacts are usually cleared quickly enough to avoid significant delay, but occasionally some can cause an extended backup of manually operated trains in the system.[11] In addition, the fare card system was easily hackable with equipment commonly found in universities, although most of these flaws have been fixed. During this shakedown period, there were several episodes where trains had to be manually run and signaled via station agents communicating by phone. This caused a great outcry in the press and led to a flurry of litigation among some of the original controls contractors and public battles between the state government (advised by University of California professor Dr. Bill Wattenburg), federal government, and the district, but in time these problems were resolved and BART became a reliable service. BART does not operate two-car trains (per PUC requirements) for this reason[12], even though it is operationally feasible and has been done in Los Angeles, on the LACMTA Red Line. [编辑] 連接軌道與巴士接駁
BART has direct connections to two regional rail services – Caltrain, which provides service between San Francisco, San Jose, and Gilroy, at the Millbrae Station, and Amtrak's Capitol Corridor, which runs from Sacramento to San Jose, at the Richmond and Coliseum/Oakland Airport stations. A third Capitol Corridor connection at the Union City station is planned as part of a larger Dumbarton Rail Corridor Project to connect Union City, Fremont, and Newark to various Peninsula destinations via the Dumbarton rail bridge.[13] BART is also the managing agency for the Capital Corridor until 2010.[14] In addition, BART connects to San Francisco's local light rail system, the Muni Metro. The upper track level of BART's Market Street subway, originally designed for the lines to San Mateo and Marin Counties, was turned over to Muni and both agencies share the Embarcadero, Montgomery Street, Powell and Civic Center stations. In addition, some Muni Metro lines connect with (or pass by) the BART system at the Balboa Park and Glen Park stations. A number of bus services connect to BART, which, while managed by separate agencies, are integral to the successful functioning of the system. The primary providers include the San Francisco Municipal Railway (Muni), Alameda-Contra Costa Transit (AC Transit), San Mateo County Transit District (SamTrans), Central Contra Costa Transit Authority (County Connection), and the Golden Gate Bridge, Highway and Transportation District (Golden Gate Transit). Until 1997, BART ran its own "BART Express" connector buses[15], which ran to eastern Alameda County and far eastern and western areas of Contra Costa County; these routes were later devolved to subregional transit agencies such as Tri-Delta Transit and the Livermore Amador Valley Transit Authority (WHEELS) or, in the case of Dublin/Pleasanton service, replaced by a full BART extension. BART is connected to Oakland International Airport via AirBART shuttle buses, which bring travelers to and from the Coliseum/Oakland Airport BART station. These buses are operated by BART and accept exact-change BART fare cards as fare in addition to exact change. BART also connects to the San Francisco International Airport, though in this case the train actually enters the airport directly and no shuttle is necessary. Smaller services connect to BART as well and include the Emery Go Round (Emeryville), WestCat (northwestern Contra Costa County), Benicia Transit (Benicia), Union City Transit (Union City), and the Santa Clara Valley Transportation Authority (VTA, in Silicon Valley). The bus service connecting the University of California, Berkeley to the Berkeley BART station was once called Humphrey Go-BART, a spoonerism of the famous actor and director Humphrey Bogart. It has since been replaced by a number of regular AC Transit bus routes. [编辑] 歷史[编辑] 起源與計畫由於戰後遷移造成舊金山灣區的人口增加，舊金山灣區的捷運系統於1946年初次被灣區的商業領袖所提出。一個由海軍及陸軍聯合組成的部隊則認為需要立刻建立一個新的過海灣交通方式，以解決海灣大橋（Bay Bridge）的擁塞問題。在舊金山灣海底建立一個軌道用隧道則是在1900年代初期首次被關鍵系統（Key System）的法蘭西·波拉克斯·史密斯（Francis "Borax" Smith）提出，並且被認為是解決各縣之間捷運交通連結方式的最佳方式。 事實上，現有灣區捷運多數涵蓋區域正是由「關鍵系統」在1900年代所提出，提出內容還包括輕軌電車及郊區電車路網，並利用海灣大橋的下層穿越舊金山灣；但是，在1950年代因為來自乘客減少、汽車業及高速公路計劃業者的聯合壓力，此系統計劃被取消。 然而，在1950年代時，一個實際的捷運系統計畫已經開始進行；1951年，加利福尼亞州州議會通過成立舊金山灣區捷運系統委員會（San Francisco Bay Area Rapid Transit Commission），以研究舊金山灣區的長期運輸需求，委員會在1957年提出的最後報告中，所建議的減少交通擁塞的最便宜的解決方案，是建立一個捷運委員會，負責興建及經營一個連結各城市及郊區的高速捷運系統，共有九個縣被列入此計劃中。[16] 根據此報告，舊金山灣區捷運系統（San Francisco Bay Area Rapid Transit District）於1957年由加利福尼亞州州議會所成立，成立時的成員包括了阿拉米達縣（Alameda）、康特拉科斯塔縣（Contra Costa）、馬林縣（Marin）、舊金山縣（San Francisco）及聖馬刁縣（San Mateo）。 聖塔克拉拉縣（Santa Clara）被排除在最初興建範圍之外，但已計畫提供服務至帕羅奧多（Palo Alto）及費利蒙（Fremont），並且選擇興建聖塔克拉拉高速公路系統（Santa Clara County Expressway System）取代之。 1961年，新系統的最終計畫送交灣區捷運所屬的五個縣首長批准，系統預計連結康科特（Concord）、里奇蒙（Richmond）、費利蒙、帕拉阿圖及諾瓦托（Novato）。 除了聖馬刁縣以外的各縣皆通過提案，因此聖馬刁縣決定退出灣區捷運系統，改引用成本較高但已開始提供服務的南方太平洋（Southern Pacific）通勤電車，推測聖馬刁縣是擔心會因為聖馬刁線將來自聖塔克拉拉縣的消費者前往舊金山市區消費，而減少縣內商店的收入。幾年後，因為列車通過金門大橋（Golden Gate Bridge）的可行性引起爭議，此外，由於聖馬刁縣的退出，使得捷運系統的分擔費用增加，使得馬林縣的稅基不足以支付；馬林縣選擇退出系統。[17] 舊金山灣區捷運系統，最後於1962年由各參予縣的選舉人批准。 [编辑] 初期建設灣區捷運於1964年6月19日動工，由當時的美國總統林登·约翰逊，在康特拉科斯塔縣（Contra Costa County）的康科特（Concord）及核桃溪市（Walnut Creek）之間的測試軌4.4英哩（7.1公里）處進行動工儀式。 整體工程包括了奧克蘭（Oakland）市區、舊金山（San Francisco）市場街（Market Street）和柏克萊（Berkeley）的地下段，穿越柏克萊山（Berkeley Hills）的3.5英哩（5.6公里）隧道，於奧克蘭及舊金山之間舊金山灣海底長達3.6英哩（5.8公里）的過海灣隧道（Transbay Tube），此隧道是世界上最長、最深的沉入式隧道（immersed tube），共由57段組成。此海底隧道於1969年完成，工程花費為1億8千萬美金。 [编辑] 營運舊金山灣區捷運系統於1972年9月11日開始提供正式載客營運，美國總統理查德·尼克松亦於1972年9月27日搭乘此捷運系統；兩年後，過海灣隧道於1974年9月16日開始使用後，最初系統全部完成，共有四條支線，分別延伸至達利市（Daly City）、康科特（Concord）、里奇蒙（Richmond）及費利蒙（Fremont）。 1979年1月，一輛正在通過過海灣隧道的電車發生電氣火災，造成一名消防隊員死亡，捷運系統因此暫停服務兩月。比起現在，當時的電車更容易燃燒；從此事件起，灣區捷運定期舉行消防演習，電車內座椅並改用耐燃燒的材質。 1989年的Loma Prieta地震，造成舊金山的多數高速公路嚴重受損，而灣區捷運系統具有防震的設計；地震後六個小時，灣區捷運的列車開始恢復營運，成為舊金山灣區內唯一可以跨越多數地區的運輸系統。但在後續的餘震中，營運仍然需要暫停數小時，直到以人力確認所有軌道及各隧道的損害狀況後，才能恢復營運。 在一度退出灣區捷運系統的聖馬刁縣（San Mateo）願意提供2億美金後，使得系統延伸到舊金山灣區的東邊的構想出現契機。 北康科特（North-of-Concord）延伸線共分兩階段開通，先於1995年12月16日北康科特站（North Concord）至馬丁尼茲站（Martinez）段開始營運，一年後的1996年12月7日，全線通至匹茲堡/灣點站(Pittsburg/Bay Point)。達利市站（Daly City）至科馬站（Colma）路段於1996年2月24日通車。一年後，從卡斯楚谷站（Castro Valley）至都柏林/普利斯頓站（Dublin/Pleasanton）的延伸線於1997年3月10日通車。[18] 灣區捷運系統的公會曾於1997年罷工六天，造成嚴重的不便；2001年的勞資談判中，公會贏得了分為四年增加24%薪資以及津貼的協議。另一次的罷工威脅發生於2005年7月6日，勞資雙方直到最後幾分鐘才獲得協議。 
在2004年, 灣區捷運系統成為全美國第一捷運系統by the American Public Transportation Association. It beat out such systems as New York City's MTA, the 2001 winner, and Denver's Regional Transportation District, the 2003 winner.[19] [编辑] 延伸至舊金山國際機場A $1.5 billion extension of BART southward to San Francisco International Airport's (SFO) Garage G, next to the International Terminal, was completed in June 2003. Ground was broken in November 1997, and the extension added three new stations in addition to the SFO station – South San Francisco, San Bruno, Millbrae, the last of which had a cross-platform connection to Caltrain, the first of its kind west of the Mississippi River. The project encompassed 8.7 miles (14 km) of new rail track, of which 6.1 miles (9.8 km) is subway, 1.2 miles (1.9 km) is aerial, and 1.4 miles (2.2 km) is at-grade.[20][21] However, problems have plagued this extension since it opened. To date, it has drawn far fewer riders than anticipated, forcing BART to cease claiming that it remained on track on its target of 50,000 average weekday riders. Many commuters find it faster to take Caltrain from Millbrae to downtown San Francisco instead because that system has a more direct route, despite the need to transfer to (and pay an extra fare on) MUNI's N-Judah line to reach downtown. Secondly, since San Mateo County is not part of the BART district and does not pay taxes directly to the district, the San Mateo County Transit District is responsible for the extension's operating costs. The extension had been projected to be financially self-sufficient, but this expectation has turned out to be unrealistic. Thus, service along the extension has been changed four times.[22][23] Service has been reduced from eight trains per hour to four trains per hour on the extension. Critics contend[24] that the SFO Airport Extension was merely a cover for the goal of BART around the bay, which would most likely result in the elimination of Caltrain. [编辑] 未來延伸計畫[编辑] Warm Springs延伸線A 5.4-mile extension of BART southward past Fremont to the Warm Springs District in southern Fremont, with an optional station at Irvington between the Fremont and Warm Springs stations, is in the planning and engineering stage by BART planning staff. A further, controversial extension towards San Jose is also proposed by the transit district south of BART, the Santa Clara Valley Transportation Authority, but preliminary engineering remains to be completed and funding to be acquired.[25] The Santa Clara Valley Transportation Authority has allocated funds for constructing BART from a 2000 sales tax, but does not have money to pay for all of the other projects it promised to its residents. In addition, the project received a "not recommended" rating from the Federal Transit Administration, thus making it highly unlikely that it will receive federal funds.[26] [编辑] 奧克蘭機場聯接線Procurement is currently underway for a people mover that would directly connect the Coliseum station to the terminal buildings at Oakland International Airport. This connection would physically resemble the AirTrain connection to New York City's JFK Airport, in that passengers would leave standard subway cars at a nearby station and enter a specialized people mover to reach the airport itself. However, unlike the AirTrain, the Oakland Airport Connector will be operated by BART, and integrated into the BART fare system, with standard BART ticket gates located at the entrance to the station at the Airport end of the people mover. Construction of this extension is expected to start in 2007, with revenue service expected by 2011.[27] [编辑] eBARTeBART calls for diesel multiple unit train service to be implemented from the existing Pittsburg/Bay Point station with a cross-platform transfer east along the Highway 4 corridor to the town of Byron, with the future possibility of service to Tracy in the San Joaquin Valley. New stations would be located in Pittsburg, Antioch, Oakley, Brentwood, and Byron. Another option would be a Caltrain-like service on the existing Union Pacific right-of-way from North Concord to Brentwood and beyond to Tracy and Stockton, though such a project would be subject to problems associated with using non-dedicated rights of way.[28][29] [编辑] I-580/Tri-Valley CorridorThis extension of either conventional BART or diesel multiple unit BART service would go from Dublin/Pleasanton station east to Livermore and over the Altamont Pass into Tracy and the Central Valley along I-580. It could possibly also go north through Dublin, San Ramon, Danville, and Alamo to the existing Walnut Creek station via the I-680 corridor. Currently, a petition to extend BART to Livermore is being circulated by Linda Jeffery Sailors, the former mayor of Dublin, California.[30] The extension of conventional BART rail to Tracy is considered unlikely, as San Joaquin County, in which Tracy is located, is not part of the nine district counties and does not pay into the regional BART tax. Additionally, an extension of third-rail BART over such a distance would be prohibitively expensive. [编辑] I-80/West Contra Costa CorridorA corridor study of extending the service north from the Richmond BART & Amtrak Station is underway with numerous options being studied.[31] One would create commuter rail service utilizing lightweight diesel multiple units (DMU) to operate on existing or new rail trackage. In order to operate on existing tracks with freight service, however, heavier-weight DMU vehicles adhering to Federal Railroad Administration regulations would need to be used. This option is also known as wBART. A second option would create a commuter rail service running from the BART terminus along the Amtrak line to Hercules and possibly Fairfield in Solano County, similar to the Caltrain or ACE services. Yet another option would extend convetional BART to a North Richmond station near the Richmond Trainyard at 13th Street/Rumrill Avenue and Market Street, then continue along the existing Southern Pacific rail line and the Richmond Parkway expressway to Interstate 80. The service would have a Hilltop station and then continue along I-80 to Highway 4 in Hercules, near Hercules Transit Center. Service would continue along I-80 through Vallejo until Peabody Road in Fairfield. [编辑] Infill stationsBART has either planned, or studied the idea of, infill stations for three locations within the system. Infill stations are stations constructed on existing line segments between two existing stations. The 30th Street Mission station was planned for San Francisco between 24th Street Mission and Glen Park stations and was estimated to cost approximately $500 million to construct.[32][33][34][35] The Jack London Square station in Oakland was studied and rejected as being incompatible with existing track geometry. A one-station stub line to Jack London Square at the foot of Broadway and the utilization of other transit modes was also studied.[36][37] The West Dublin/Pleasanton station is planned for the median of I-580 just west of I-680 between Castro Valley and Dublin/Pleasanton stations. This station is expected to cost $71.5 million, with funding coming from a unique public-private partnership and the proceeds of planned transit-oriented development (TOD) on adjacent BART-owned property. Originally planned as a third station on the Dublin-Pleasanton extension, the station's foundation, along with some communication and train control facilities, already exist on-site; construction is expected to commence in January 2007.[38] [编辑] BART compared with other rail transit systemsLike many late-20th century transit systems, BART's primary goal was to connect outlying suburbs with job centers in Oakland and San Francisco by paralleling established commute routes on the region's freeway system. It was not intended to provide a dense level of service such as the New York City Subway or the London Underground. Muni does provide a local rail service in San Francisco, though, and is comparable to service in other urban areas. BART could be referred to as a "commuter subway" since it functions like a commuter rail system, running on a few longer-distance lines to the far reaches of suburbia with widely-spaced stations, while also operating like a typical subway system in San Francisco and downtown Oakland. 
Most suburban stations are park and rides typically spaced at least 2 miles (3 km) apart. Suburban stations generally offer free parking and therefore are often filled to capacity during the peak hours. To raise revenue, BART has begun charging for parking at selected stations. Urban stations are roughly a ½-mile (800 m) apart and have combined 2.5 to 5 minute service intervals at peak times. As such, some sources[39] consider BART to be more of a regional commuter service. However, BART does possess all of the features of a true metro system, including electrified third rail propulsion, exclusive (grade-separated) right-of-way, frequent headway service, and pre-paid fare card access. As a result, many consider it more of a hybrid metro-commuter system, functioning more as a metro in the central business districts of San Francisco, Oakland, and Berkeley, and as commuter rail in outlying areas. [编辑] 近期新聞A recent study shows that along with some Bay Area freeways, some of BART's overhead structures would collapse in the event of a major earthquake, which is predicted as highly likely to happen in the Bay Area within the next 30 years.[40] Extensive seismic retrofit will be necessary to address many of these deficiencies, although one in particular, the penetration of the Hayward Fault Zone by the Berkeley Hills Tunnel, will be left for correction after any disabling earthquake at that point, with the consequenses for in-transit trains, their operators, and their passengers left to chance. On March 28-29, 2006, BART experienced a computer glitch in its system during rush hour, which left about 35,000 commuters stranded inside trains or stations while the problem was being resolved. The following month, BART's on-time performance hit a 16-month high.[41] However, starting with a small fire that caused chaos on March 9, 2006,[42] BART has experienced seven major delays, including the one above, which is claimed by some to point to a BART meltdown.[43] Faulty equipment was the cause of three of the delays, including the latest on July 12. In two of the delays, the fire of March 9 and the debris incident on June 20, passengers were so scared and frustrated, respectively, that they self-evacuated,[44] causing further delays and hassles for BART. By November 2005, BART had become the first transit system in the nation to offer cellular communication to passengers of all wireless carriers on its trains underground.[45] As of summer 2006, service is available for customers of Verizon Wireless, Sprint/Nextel, Cingular Wireless, and T-Mobile in and between the four San Francisco Market Street stations from Civic Center to Embarcadero.[46] This is in contrast to other systems in US, which, while having some cellular service, do not provide it for passengers of all the major cell phone carriers. Coverage is eventually planned for the entire system, with coverage for the segment between Balboa Park and 16th St. Mission by the middle of 2007 and between Lake Merritt and 19th St./Oakland at some time after that. Since the mid 1990s, BART has been trying to modernize its aging 30-year-old system. The aforementioned fleet rehabilitation is part of this modernization; presently, fire alarms, water-sprinkling systems, yellow tactile platform edge domes, and cemented-mat rubber tiles are being installed. The rough black tiles on the platform edge mark the location of the doorway of approaching trains, allowing passengers to wait at the appropriate locations for the train, instead of waiting until the train arrives to figure out where to board. All faregates and ticket vending machines have also been overhauled[來源請求] . [编辑] 相關條目[编辑] 參考文獻
[编辑] 外部連結
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