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A railway corridor that hasn't seen regular passenger service in over two decades could soon become the backbone of British Columbia's most ambitious transit project in generations.
Canadian National Railway's decision to abandon operations between Squamish and 100 Mile House by July 2026 has created what local officials are calling a "once-in-a-generation opportunity" to restore passenger rail service to the Sea-to-Sky region—and potentially kickstart a $10 billion regional rail network spanning the entire Lower Mainland.
The development has ignited renewed calls for the kind of comprehensive rail system that once connected communities across the region, offering hope to residents from Whistler to Chilliwack who face increasingly congested highways and limited transit options.
CN Rail's Strategic Retreat Creates Provincial Opening
CN Rail quietly announced its intention to discontinue the Sea-to-Sky corridor operations within its three-year operational plan, effectively ending a lease that began when the BC Liberal government controversially privatized BC Rail in 2003.
The decision impacts approximately 350 kilometers of track running from Squamish north to 100 Mile House, including the scenic route through Whistler.
Under the Canada Transportation Act, when CN Rail abandons the corridor, control reverts to the provincial government through BC Rail—and remarkably, the province can purchase the remaining lease for just $1.
"This route once had regular train service on it. The province has the option of providing this again. Why wouldn't it?" asked Dylan Perera from Movement, a transit advocacy organization urging the government to seize the opportunity.
The timing couldn't be more critical.
The Sea-to-Sky region's population has exploded by over 60 percent since the 2010 Olympics, when Highway 99 was expanded. But that infrastructure is now at breaking point, with frequent traffic jams and tragic accidents highlighting the urgent need for alternatives.
"This summer, the Sea to Sky Highway is clearly showing itself to be at capacity, even without closures due to tragic crashes," said Jeremy Valeriote, MLA for West Vancouver-Sea to Sky and interim leader of the BC Green Party.
"Regional bus and rail transit can ease the pressure on Highway 99 and give people affordable options for travel in the corridor."
From Local Solution to Regional Vision
While politicians focus on the immediate Sea-to-Sky opportunity, transit advocates see a much bigger picture.
The Mountain Valley Express (MVX), a local advocacy organization, has spent years developing plans for a comprehensive 350-kilometer regional rail network that would connect communities from Whistler to Chilliwack.
Their MVX Nexus proposal envisions high-speed trains capable of reaching 160 kilometers per hour—double the SkyTrain's maximum speed—running frequently throughout the day on a network of 35 stations.
The abandoned CN Rail corridor could become a crucial northern segment of this ambitious vision.
"Regional rail trains go up to 160 km/h, whereas the SkyTrain is limited to only about 80 km/h," explained Lee Haber, MVX's director of strategy and partnerships. "So it's really serving those longer-distance trips, which existing forms of transit aren't really designed to serve."
The organization points to Brisbane, Australia, as proof of concept—a comparable-sized city that operates a successful 689-kilometer regional rail network serving a similar population.
The Lower Mainland actually had such a system over a century ago.
Five interurban tram lines connected communities from downtown Vancouver all the way to Chilliwack, providing fully electric service until the system was dismantled in the 1950s as governments embraced cars and highways.
"It was this really incredible time of transportation," explained Gabrielle Sharp, museum coordinator at the Steveston Tram in Richmond.
"Oil companies and motor car companies came together, and they pressured governments to say, basically: 'Rails were the way of the past and roads and buses and cars, they were the way of the future.'"
Now, advocates argue it's time to undo those mistakes.
The $10 Billion Question
The full MVX Nexus network would cost an estimated $10 billion—a substantial investment that advocates argue is necessary to achieve regional economic and environmental goals.
Funding could come from federal infrastructure programs, private sector investment, and "land value capture" mechanisms that leverage increased property values near stations.
Political momentum is building. Adding transit to the Sea-to-Sky corridor was included in the cooperation agreement signed between the governing BC NDP and BC Greens last December.
During the Fall 2024 provincial election campaign, Premier David Eby's party specifically promised to create a business plan for operating a commuter rail line linking Metro Vancouver, Squamish, Whistler, and Pemberton.
Local councils are also being asked to support the initiative. Langley City Council signed an open letter in May 2024 urging TransLink and the provincial government to study regional rail corridors and preserve land for future stations. MVX recently presented to Langley Township council, seeking similar support.
Why Langley Needs More Than SkyTrain
For Langley residents, the MVX vision offers something the upcoming SkyTrain extension cannot: true regional connectivity at competitive speeds.
While the Langley SkyTrain extension will improve connections within Metro Vancouver, it still operates at the same 80 km/h maximum speed and follows the same local-service model of frequent stops.
The regional rail system would serve an entirely different purpose—fast connections across longer distances.
Under the MVX proposal, a station at the existing Carvolth park-and-ride location would connect Langley residents to destinations across the region in unprecedented time:
- Vancouver International Airport: 35 minutes
- Tsawwassen Ferry Terminal: 44 minutes
- Horseshoe Bay: 37 minutes
- Whistler: 1 hour 44 minutes
"We estimate that between Abbotsford and downtown Vancouver, that regional rail will take only about 45 minutes," Haber told Langley council members. "If you want people to use transit, you have got to make sure that it's competitive with driving, and if you can do that, people will use it."
This addresses a key limitation of the SkyTrain system: while excellent for urban transit, it's not designed for the longer-distance trips that many Langley residents need to make for work, recreation, or accessing services like YVR or BC Ferries.
For working families dealing with rising housing costs and long commutes, the regional rail network could open doors to employment opportunities across the entire Lower Mainland while allowing them to maintain roots in Langley.
The system could also spur transit-oriented development around stations, potentially creating more housing options.
Challenges and Timeline
Despite growing support, significant hurdles remain.
Even with CN Rail's withdrawal creating the Sea-to-Sky opportunity, it will be at least a year before the railway corridor is advertised for lease.
Valeriote cautioned that it could take three to five years minimum for a new operator to bring forward a passenger rail proposal.
The $10 billion price tag for the full network is substantial, though advocates argue it represents the kind of investment needed to meaningfully compete with car dependency.
As TransLink aims to achieve parity between sustainable transportation and driving by 2050, the current ratio stands at five car trips for every transit trip.
"Our competition is fierce and if we want to remain relevant globally, we need to invest in our future beyond highway expansion and express buses," states an MVX report. "A network like MVX Nexus, and a greater region, is within reach."
A Historic Moment
The convergence of CN Rail's departure, growing political support, and mounting pressure from traffic congestion has created what may be British Columbia's best opportunity in decades to transform regional transportation.
For Langley residents, the vision represents more than just faster commutes. It's about creating real alternatives to car ownership, opening access to jobs and housing across the region, and building more connected communities.
Whether this vision becomes reality will depend on governments, advocates, and communities working together to seize this historic moment.
The next year will be crucial as the province decides whether to purchase the abandoned rail corridor and begin building the foundation for a truly regional transit network.
The dream of trains connecting Whistler to Chilliwack—with fast, frequent stops in communities like Langley—may finally be within reach. The question is whether British Columbia will have the vision and commitment to make it happen.
References and Resources
CBC
Movement
Rainer Fehrenbacher
CBC
CN Rail to end lease on Sea to Sky corridor railway through Whistler, opening door for rail public transit revival
by u/coopthrowaway2019 in ViaRail
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