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Originally Posted by rawocd
BART looks and acts like commuter rail.
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Even by this definition, it's the only commuter rail system in the US to use broad gauge.
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By running indian gauge, bart doesn't have to get into the Amtrak/NJ Transit/Metro North/LIRR fight for tunnel slots, because no one else will ever run anything that gauge for the tunnel.
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The only reason there's a fight is because the North River Tunnels are at the limits of capacity (and LIRR doesn't need to fight, since they only use the 4-track East River Tunnels).
On the other hand, you've just indicated the real problem here... it's not the BART gauge itself, but the fact that Bay Area rail systems are operated by so many different squabbling parties. New York obviously faces the same problem. That's really the thing I would change if I could go back in time, but it's not like San Franciscans can't change it in the present.
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Likewise, had BART been standard gauge I think we would have seen more attempts to reutilize old tracks. While that saves money, you end up with an inferior product with grade crossings, possibly hours of use restrictions ala NJ River Line, etc.
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I don't really see why this is a bad thing. The grade crossings issue exists separately from the track gauge issue... if BART wanted to avoid grade crossings, they could grade-separate existing corridors just as easily as constructing new viaducts. On the other hand, extensions out to low-density suburbs don't need grade separation. It's a waste of money. Arguably, the BART extension to San Jose doesn't even need it, but planners are forced into it by the decision to use BART technology.