BART to Livermore Extension Project

BART to Livermore Extension Project


The BART Board of Directors will be discussing the BART to Livermore extension project at their regular meeting Thursday, April 26 at 9:00 AM. BART staff will present the findings from public outreach on the BART extension project and its alternatives (DMU/EMU, Express Bus, and Enhanced Bus). The Board is tentatively scheduled to make a final decision on whether to extend service to Isabel Avenue or choose another alternative at the May 24th Board Meeting. All Board meetings are held at 344 20th Street, Oakland, Board Room, Third Floor. It is critical that the BART Board hear from the Livermore community! Information on how to contact the Board can be found here:


BART staff is currently studying the proposed “BART to Livermore Extension Project", which consists of a 5.5-mile extension of the BART rail line along I-580 from the existing Dublin/Pleasanton Station to a new station in the vicinity of the Isabel Avenue interchange. The Project would also incorporate improvements to the local bus system, connections with inter-regional rail service, and parking.

BART has prepared preliminary design and engineering plans and a Draft Environmental Impact Report (Draft EIR) for the Project. This project-level EIR builds upon the program-level EIR prepared in 2010, which looked at 10 alignment alternatives. The project-level EIR evaluates the construction of the transit infrastructure, including the BART station and associated parking lots, as well as the operation of new connecting bus services, and a new storage yard and maintenance shop facility in North Livermore. 

The City of Livermore provided this comment letter on the draft EIR. The BART to Livermore Project Draft EIR was available for public review through October 16, 2017 at 5:00 PM. The Draft EIR, and other project information are available at:

BART’s Project Goals

BART’s primary goals for the proposed extension to Livermore include the following:

  • Provide an affordable, effective, and convenient inter-regional and intermodal transit link from the existing BART system to:
    • Altamont Commuter Express (ACE) stations
    • Key destinations in Livermore, including Downtown and the labs
  • Provide an alternative travel mode for automobile commuters that use I-580
    • Reduce traffic congestion
    • Improve air quality and reduce greenhouse gas emissions
  • Create opportunities for transit-oriented development and local investment

The San Francisco Bay Area Regional Rail Plan (2007) recommends the extension of BART service to Livermore, recognizing it as a logical terminus of the system. Travel demand has continued to grow along the corridor, contributing to traffic congestion. The parking lots at the existing Dublin/Pleasanton BART Station fill up early.

The proposed project is the extension of BART to Isabel Avenue. The “Keep BART on I-580 Initiative”, adopted by Livermore’s City Council in 2011, calls for a second Livermore station in the vicinity of Greenville Road. The currently proposed project does not preclude the Greenville extension, which may be considered at a later time.

Alternatives Analysis 

In addition to studying the proposed extension of conventional (or full) BART service to Isabel, BART also developed conceptual plans for three alternative transit modes/technologies. These alternatives to the proposed project include:

  1. Diesel Multiple Unit or Electric Multiple Unit (DMU/EMU) alternative, which is a rail vehicle that uses similar technology as the eBART extension in Contra Costa County. A new DMU/EMU station would be constructed in the vicinity of Isabel Avenue interchange, and passengers would transfer from the DMU/EMU line to BART service at the Dublin/Pleasanton BART station.
  2. Enhanced Bus alternative, which utilizes signal priority and other technology to provide improvements to existing bus services that connect Livermore to the Dublin/Pleasanton BART station. No new rail lines would be constructed.
  3. Express Bus/Bus Rapid Transit (BRT) alternative, which would employ existing high-occupancy vehicle lanes and a new direct bus-to-BART transfer at the Dublin/Pleasanton Station to optimize bus service from Livermore and San Joaquin County.

BART’s project-level EIR evaluates the environmental impacts of these three alternatives, in addition to the extension of full BART service to Isabel Avenue. In contrast to BART’s EIR, the City’s program-level EIR will evaluate implementation of the Isabel Neighborhood Plan, including land use development and construction of associated improvements to public infrastructure within the Plan Area. The City’s Isabel Neighborhood Plan will be based on the extension of conventional BART service ("Full BART"), not the other alternative modes of transit.

Next Steps 

Following completion of the project-level EIR process and City adoption of the Isabel Neighborhood Plan, the BART Board of Directors will select either the proposed Project (full BART service) or one of the alternatives as the preferred transit mode for extension to Livermore. This decision is currently anticipated for spring 2018.

BART will be guided by its System Expansion Policy (1999) when deciding whether to extend full BART service to Livermore or which alternative technology to use. The policy is based on a variety of criteria, focusing on anticipated transit ridership compared to costs. BART will consider the Isabel Neighborhood Plan as part of their evaluation. The City must demonstrate that there are transit-supportive land use regulations in place in order to make the project the most competitive for BART and its funding sources, as described further below.

BART to Livermore Project Costs and Funding

According to the project-level EIR, the proposed BART to Isabel extension project is estimated to cost $1.6 billion in 2024 dollars (midpoint of construction). This estimate could change based on the final project design and timing of actual construction.

Several sources of funding have been allocated to the project, including: regional bridge toll funds, sales tax revenues from Alameda County’s Measure BB (2014), and City of Livermore development impact fees. There is about $533 remaining for the project from these sources.

For the balance of project costs, BART could seek funding from other regional and federal sources. The Metropolitan Transportation Commission (MTC) administers federal funds through the Regional Transportation Planning process, which occurs every four years as part of Plan Bay Area. Plan Bay Area establishes performance measures to guide the allocation of some sources of transportation funding ( These policies are similar to BART's system expansion criteria and are generally consistent with General Plan policies aimed at creating high quality neighborhoods with good transit access and a mix of land uses and housing types.

BART relies on separate funding sources for initial construction and the ongoing expenses of operating and maintaining the system. County sales and property tax revenue generated in Livermore and allocated to BART has been collected to pay for operations, maintenance, and seismic upgrades of the current system. Beyond initial construction of the system, all BART extensions in the Bay Area have relied on securing new regional, state, and/or federal sources for the projects.

For more information on the BART extension project, please visit their website at: