TransLink is facing a challenging situation where it needs to address its fiscal cliff starting in 2026 based on maintaining existing service levels, while also mitigating growing overcrowding amid strong ridership trends by improving and introducing new services.
In April 2025, TransLink’s Mayors’ Council will be asked to finalize and approve a shortlist of projects for inclusion in the first phase of the public transit authority’s Access For Everyone improvements plan between 2026 and 2028, with the 2025 investment plan kicking off the work.
After the list of projects is finalized, TransLink will make formal funding requests to the provincial and federal governments for capital funding, interim operational funding, and long-term solutions to address its forthcoming operational revenue shortfall starting in 2026.
The Access for Everyone plan spans about a decade, with the second phase running from 2029 to 2031 and the third phase running from 2032 to 2034.
For the first phase, TransLink staff have listed a number of key projects that they suggest should be considered for inclusion, including the Simon Fraser University Burnaby Mountain gondola line, the new King George Boulevard Bus Rapid Transit (BRT) line as an upgrade of the R1 King George Boulevard RapidBus, the new Langley-Haney Place BRT, and extending the existing R2 Marine Drive RapidBus route on the North Shore to reach Metrotown in Burnaby via the Ironworkers Memorial Bridge (the first step toward a future BRT upgrade).
Overall, under the first phase, bus services across Metro Vancouver would be increased by 15% — including the aforementioned BRT routes — and 16 new bus service areas would be introduced. This would be supported by the construction of the new additional Marpole Transit Centre in South Vancouver and the expansion of the existing Port Coquitlam Transit Centre, with both bus depot projects creating unique charging, storage, and maintenance spaces for hundreds of battery-electric buses. A new bus depot specifically for HandyDART is also envisioned.
Of the 15% increase in overall bus services, 23% of the added service hours would go toward the three new BRT routes, 33% to address expected overcrowding through 2028, 15% to enhance existing frequent bus routes, 9% to better service transit-oriented communities, 9% to better serve industrial employment areas, 9% to better serve underserved areas and First Nations reserves, and 2% to improve access to major parks and beaches.
Also under the first phase are a 6% increase in service on SkyTrain’s Expo and Millennium lines, an 8% increase on SkyTrain’s Canada Line, and a 14% increase on the West Coast Express by re-lengthening the trains with more passenger cars, potentially up to the pre-pandemic length.
TransLink would also proceed with the major overhaul of SkyTrain Columbia Station, the upgrades of Metrotown Station’s bus exchange and the SeaBus ferry terminals, and various new and improved amenities that improve the passenger experience.
As well, for consideration, TransLink staff included its existing “Local Government Funding Program,” which provides municipal governments with funding to support bike lanes, pedestrian infrastructure, and road safety projects. Over the entire duration of the Access For Everyone plan through 2034, TransLink has pegged $1.95 billion in funding to municipal governments for such projects, including $530 million for bike lanes, $920 million for pedestrian infrastructure, and $500 million for safety improvements. The intent is to continue supporting municipal governments during the first phase from 2026 to 2028, with the program known to typically fund at least a portion of these municipal-led projects.
“More of a luxury than about moving people.”
During today’s Mayors’ Council’s public meeting, Surrey Mayor Brenda Locke was notably critical of the inclusion of the possibility of continuing to provide municipal governments with TransLink funding toward such active transportation projects.
“[There are] a number of things that we could probably put on ‘nice to have,’” said Locke, listing the listed bike lanes, walkways, and street investments for the cities.
“It’s always great to ask for the gold standard, but I think at this time, we have to maybe look for the silver model… Some are more of a luxury than about moving people.”
Locke asserted that TransLink needs to focus on its core mandate of public transit, including dedicating available resources to addressing the most overcrowded bus routes, such as those within Surrey, given the municipality’s recent high ridership growth.
She also suggested a “second tier” of lower priority projects should be created, given that the provincial and federal governments could come back to TransLink to cut funding requests for projects that do not address the immediate needs of the region.
According to TransLink, between 2017 and 2024, this program has provided municipal governments across the region with a combined total of $887 million towards 733 projects.
For 2024, TransLink is providing a total of $144 million in program funding, including $38.8 million for 60 walking, cycling, and/or multi-use path projects, $40.6 million for 40 road, structure, and/or bus speed upgrade projects, and $64.5 million for operation, maintenance, and rehabilitation of the Major Road Network of arterial and collector roads that are key for regional traffic movement.
In May 2024, due to the fiscal cliff, TransLink suggested this funding program for municipal governments could see its last year in 2025.
Over the coming months, TransLink staff will refine the list of priority projects for the first phase of the Access For Everyone plan, with public consultation performed in March 2025 ahead of the final decision on how and what to pitch to the provincial and federal governments.
Ability to increase bus service levels capped at 15%
As currently outlined in the Access For Everyone Plan, three additional BRT lines and five additional RapidBus routes are proposed for the second phase from 2029 to 2031, and another three additional BRT lines, five RapidBus routes, and SkyTrain’s Millennium Line extension to the University of British Columbia are proposed for the second phase from 2032 to 2034.
By 2034, at the end of the third phase, overall bus services in the region would increase by up to 150%, up to 40 new bus service areas would be introduced, service levels on SkyTrain’s Expo and Millennium lines would go up by 10%, and service levels on SkyTrain’s Canada Line would go up by 65%.
However, such significant bus service expansion is also particularly challenged by the growing costs of not only new additional and improved bus depots, given the extra storage and maintenance needs for an expanded bus fleet, but also TransLink’s pivot to battery-electric buses, which carry an initial cost premium for the vehicles, charging equipment, and bus depot facilities.
TransLink staff have noted that they can only increase bus service levels by up to 15% using the existing bus depot facilities, as this is “the maximum operationally feasible” level until bus depot capacity is further expanded.
As well, TransLink is contending with its fiscal cliff starting in 2026 — due to existing provincial government operating subsidies drying up, increases in operating and maintenance costs, increases in labour costs due to collective agreements, and lower gas tax revenue from the growth of battery-electric vehicles. The operating revenue shortfall is pegged at $600 million per year, which does not include service expansion and improvements.
TransLink has outlined the worst-case scenario of being forced to make very significant service cuts across the board starting in 2026 if it does not receive meaningful support from the provincial and/or federal governments next year when plans are being made.
Projected annual costs of TransLink based on rising operating/maintenance costs and the inclusion of Access For Everyone plan’s first phase, with the structural deficit/fiscal cliff highlighted starting in 2026. (TransLink)