~~The~~ BART Board voted not to extend eastward of the Dublin station. Just prior to the vote, two different methodologies were under consideration.

BART's easternmost station, the Dublin/Pleasanton station went into service in 1997 with anticipation of going into Livermore at some point. In June 2018, the BART Board voted not to extend eastward of the Dublin station. Just prior to the vote, two different methodologies for train projects were under consideration.

After 53 years of waiting for the BART board to make progress, [http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB758 AB 758] was crafted to wrest control of the process away from BART, the MTC and the Alameda County Transportation Commission (ACTC). At the April 10 2017 Livermore City Council meeting, City staff presented the bill for discussion. It received broad support, as there was only a single vote at the time (out of nine) of the BART board in favor of extending.[http://www.eastbaytimes.com/2017/04/10/livermore-council-says-bart-board-doesnt-care-backs-new-rail-authority/]. Funding was scheduled to be transferred to the new JPA on June 30 2018.

After 53 years of waiting for the BART board to make progress, [http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB758 AB 758] was crafted to wrest control of the process away from BART, the MTC and the Alameda County Transportation Commission (ACTC). At the April 10 2017 Livermore City Council meeting, City staff presented the bill for discussion. It received broad support, as there was only a single vote at the time (out of nine) of the BART board in favor of extending.[http://www.eastbaytimes.com/2017/04/10/livermore-council-says-bart-board-doesnt-care-backs-new-rail-authority/]. Funding control was scheduled to be transferred to the new JPA on June 30 2018.

Until AB 758, only one pathway to delivery ~~has been~~ considered. It ~~involves~~ the need to achieve approval from three separate agencies: the Metropolitan Transportation Commission (MTC), the ACTC and the BART board of directors. The potential to extend BART to Livermore with an Isabel Boulevard station in 2026 ~~involves~~ several steps. Funding is key.

Until AB 758, only one pathway to delivery was considered - BART. It involved the need to achieve approval from three separate agencies: the Metropolitan Transportation Commission (MTC), the ACTC and the BART board of directors. The potential to extend BART to Livermore with an Isabel Boulevard station in 2026 involved several steps. Funding was key.

The MTC is the entity which approves crucial funding. They ~~will~~ not approve funding without high density urban development close to the proposed station.

The MTC was the entity which approves crucial funding. They would not approve funding without high density urban development close to the proposed station.

Since Livermore's desired location for BART is currently open space, it would not qualify. Logic might suggest that MTC simply state the development that would be required in order for them to fund the station. They refuse to do this. Instead, Livermore must prepare a plan to develop what the City thinks might be sufficient to gain support for BART funding. Livermore has been engaged in a costly and time consuming [[Isabel Residential Rezoning]] process in order to satisfy this MTC requirement.

Increasing the ridership ''throughput'' can only be achieved by increasing the ''frequency'' of trains. There are tremendous challenges associated with engineering shorter intervals since transbay timing issues can create a "BART traffic jam" within its own system. Discussion has begun to replace the system control mechanism and have enough trains to reduce the interval to 12 minutes, increasing throughput by up to 30%.

As of September 2016, BART expected the 12 minute interval would be achieved in 2023~~. In July 2018, that estimate was moved back three years to 2026~~.