Before the Mountain Valley Express made headlines as the latest attempt to connect Chilliwack to Metro Vancouver by rail, there were other ambitious ideas to bring passenger trains back to the Fraser Valley. First came John Buker and his Rail for the Valley campaign, which sparked early interest in reviving the historic Interurban Corridor. Later, the concept was revived with fresh momentum and new research, leading to the formation of the South Fraser Community Rail (SFCR) group.
SFCR’s vision was bold: a hydrogen-powered rail service that would run from Surrey’s Scott Road SkyTrain station to Chilliwack. With significant population growth in the region, worsening congestion, and mounting environmental concerns, their proposal aimed to deliver a sustainable, affordable, and practical alternative to car-dependent travel. For a time, the idea gained traction, backed by urban planners, local governments, and even a former premier.
Yet today, this ambitious proposal seems to have stalled, leaving questions about its feasibility and the barriers that may have stood in its way. To understand what happened—and what it means for the Fraser Valley’s transit future—let’s revisit the SCFR’s plan and the case it made for rail in a region desperate for solutions.
At its core, the SFCR plan is about connecting Surrey to Chilliwack using hydrogen-powered trains along the 99.23-kilometer Interurban Corridor. This existing rail line—originally designed for both passenger and freight use—has been dormant for passenger service for over 50 years. But it’s still in excellent condition, protected by agreements dating back to 1988 that guarantee public rights to operate passenger trains.
The project proposes modernizing the line with European-style hydrogen-powered trains, known for their zero-emission technology. These trains would serve between 12 and 14 stations, ranging from major hubs like Abbotsford and Langley to community stops in smaller towns such as Aldergrove and Sardis. Key destinations like the Abbotsford International Airport and several university campuses would be directly accessible.
The estimated cost? $1.24 billion (2023 dollars)—a fraction of what it would cost to build equivalent SkyTrain or light rail lines. Unlike those projects, which often require extensive land acquisition and construction, the Interurban Corridor is ready to go. This translates to about $12.5 million per kilometer, compared to $160–200 million per kilometer for SkyTrain expansions.
The system would run trains every 30 minutes during peak hours, with travel times from Chilliwack to Surrey at around 90 minutes. Ridership is projected at 5.5 million annually, fueled by the Fraser Valley’s explosive population growth and the appeal of bypassing Highway 1’s infamous gridlock.
At its heart, the South Fraser Community Rail (SFCR) plan stands apart from other proposals because of its commitment to reviving the historic Interurban Corridor. The backbone of the project is the 99.23-kilometer line that has existed for over a century, stretching from Surrey to Chilliwack. By modernizing this dormant route with hydrogen-powered trains, SFCR aims to minimize new construction, reduce costs, and directly connect communities like Yarrow and Sardis that grew around the original line.
In contrast, the Mountain Valley Express plan deviates from this historical path. Instead of following the Interurban Corridor through rural areas like Yarrow, the proposal routes trains along Highway 1, from Sumas Way to the Vedder Canal, before reconnecting with the CN line. While this approach may offer faster travel times along the Trans-Canada Highway, it bypasses smaller communities like Yarrow and Sardis, potentially reducing local accessibility.
These differences highlight the central question for rail in the Fraser Valley: Should the focus be on connecting established population centres along the historical corridor, or on creating a faster regional route that skips smaller stops? Each approach has its merits, but it’s clear that the decision will significantly impact who benefits from the project and how communities grow around it.
A project of this scope naturally raises questions about funding. SFCR envisions a mix of federal, provincial, and municipal support, complemented by private sector partnerships for rolling stock and maintenance. Importantly, the legal framework of the Master Agreement places some of the financial burden for upgrades—like double-tracking—on freight operators if capacity expansion is required.
But this isn’t just a question of cost—it’s a question of value. The line would connect over 1.2 million residents, serve 14 university campuses, and create economic opportunities by linking industrial parks, airports, and tourist destinations. Agri-tourism, a growing industry in the Fraser Valley, would benefit enormously from improved access.
This isn’t just about convenience, either. Environmentally, the plan is a win. A single hydrogen train could replace 177 cars on Highway 1, dramatically reducing emissions in one of the most polluted airsheds in the province.
One of the most fascinating—and contentious—elements of this story lies in the rights to the rail line itself. The Master Agreement, originally signed in 1988, preserves passenger rail rights across the entire corridor. This legal protection ensures that freight operations cannot monopolize the line, and if additional capacity is needed, it’s up to CP Rail to fund those upgrades.
These rights were nearly lost in 2009, but quick action by then-Mayor Rick Green of Langley ensured they were renewed. Green’s efforts, combined with those of the SFCR group, uncovered the agreement and reignited discussions about the line’s potential. Today, SFCR argues that the corridor’s passenger rights—protected in perpetuity—make this project not just possible but urgent.
The South Fraser Community Rail (SFCR) group envisions a Fraser Valley that doesn’t just react to growth but plans for it in a way that benefits everyone. They believe that with over 1 million new residents expected by 2060, rail offers a unique chance to guide where and how communities develop. By building it now, they argue, we could create new opportunities in areas that might otherwise be overlooked, help preserve the Agricultural Land Reserve (ALR), and tackle housing affordability—all while providing people with a real alternative to being stuck on Highway 1.
The SFCR group sees this as an exciting opportunity to shape the future instead of playing catch-up. A rail system wouldn’t just meet today’s needs; it would anchor future development and transform how we grow as a region. It’s not about adding more lanes or highways—it’s about building a network that connects people and communities, helping the Fraser Valley grow smarter, not just bigger. From their perspective, this is the kind of foresight we can’t afford to pass up.
The SFCR initiative has received support from figures like Professor Patrick Condon, former Premier Bill Vander Zalm, and even unanimous backing from the City of Chilliwack in 2019. Yet, despite these endorsements, the plan hasn’t gained the traction it needs to move forward.
Part of the challenge lies in the involvement of multiple key stakeholders, each with a role in the approval—or rejection—of plans like this. TransLink, BC Transit, the Fraser Valley Regional District (FVRD), and the provincial government all have competing priorities and differing visions for how transit in the region should evolve. As a result, proposals like SFCR often find themselves stuck in a maze of jurisdictions and viewpoints, leaving their future uncertain.
When it comes to rail, TransLink has doubled down on a single strategy: SkyTrain, and nothing but SkyTrain. While the system is undeniably sleek and effective, it’s also slow to build and absurdly expensive. Case in point: the Surrey-to-Langley SkyTrain extension, which in April 2024 was revealed to have blown its budget by an eye-popping $2 billion for just 16 kilometers of track. Even if you’re the most optimistic person in the room, the idea of SkyTrain ever reaching Chilliwack feels more like a fairy tale than a transit plan.
The harsh reality is that even getting a seat at the TransLink table would come with a tax hike, and let’s be honest—we all know where that money would go. It wouldn’t be here. What we need is a regional solution, one that focuses on connecting the Fraser Valley in a way that works for us, rather than hitching our future to a system designed with Metro Vancouver in mind. If we keep waiting on SkyTrain, we’ll be waiting forever.
As for BC Transit, which oversees transit for the rest of the province outside Metro Vancouver, there’s nothing in their long-term vision that even hints at rail or trains. Their focus remains on expanding bus networks and improving accessibility, leaving no indication that regional rail is anywhere on their radar.
The Fraser Valley Regional District (FVRD) has long been skeptical about the feasibility of passenger rail in the region. In their Strategic Review of Transit, they estimate that a peak-only commuter service along the Interurban Corridor would cost upwards of $70–$110 per ride, with total annual costs potentially exceeding $100 million. Their projection of just 1 million annual riders—comparable to express buses on Highway 1—paints a picture of rail as a money sink, with costs far outstripping benefits.
Critics of the FVRD's analysis argue that its numbers rely on outdated assumptions, such as the use of diesel trains like the West Coast Express, while ignoring hydrogen-powered alternatives proposed by groups like SFCR. The FVRD, however, is clear in its stance: for now, rail is unlikely to pay for itself and would divert massive resources from more cost-effective transit options like buses. While they acknowledge the long-term potential of preserving the corridor for future use, the immediate outlook frames rail as an unsustainable gamble.
The provincial government’s solution to the Fraser Valley’s growing congestion is as predictable as it is slow: widen Highway 1. The Fraser Valley Highway 1 Corridor Improvement Program plans to expand the highway from Langley to Chilliwack, improving capacity and safety while accommodating population growth and goods movement. But if you live in Chilliwack, don’t get too excited—your portion of the project isn’t even on the calendar yet.
Currently, work is focused on stretches of the highway closer to Langley and Abbotsford, with construction between 216th and 264th Streets slated for completion by 2026. The next phase, extending to Highway 11 at Sumas Way, won’t wrap up until 2031. Beyond that, Chilliwack’s turn is still in the study phase, meaning a completed upgrade here is likely more than 15 years away.
During the 2024 election campaign, Premier David Eby made a promise to bring rail service to Chilliwack. While details were sparse, the plan centred on extending the West Coast Express directly to Chilliwack. This approach, however, appeared to bypass key hubs like Abbotsford, Langley, and Surrey, raising questions about how effectively it would connect the Fraser Valley to the broader transit network.
For now, the province’s strategy seems to prioritize other areas, leaving Chilliwack at the back of the line once again. While rail proposals like the SFCR or Mountain Valley Express may face their own challenges, they at least offer an alternative to the years of gridlock and uncertainty this highway expansion entails.
In 2019, the City of Chilliwack made headlines by unanimously supporting the referral of the South Fraser Community Rail proposal to the Fraser Valley Regional District (FVRD) for review. While that show of support was encouraging, it didn’t come with a firm commitment to action. Referring the proposal for review wasn’t the same as integrating it into the city’s Official Community Plan (OCP) or actively preparing for rail to become a reality.
With the provincially mandated review of the OCP on the horizon, there’s an opportunity to pivot and reconsider what may not have been seen as a priority before. Why not take advantage of this moment to build a rail connection into our plan? By proactively zoning for rail and making space for this infrastructure in our community vision, Chilliwack could demonstrate leadership and show stakeholders that this is more than just a passing idea—it’s something we see as integral to the city’s future.
Whether it’s the South Fraser Community Rail proposal, the province’s vision to extend the West Coast Express, the the Mountain Valley Express plan or the distant future of SkyTrain, one thing is clear: rail is coming to the Fraser Valley. Each plan offers a different approach, from the type of rail cars to the route they would take and how they connect with the region. While the details differ, they all share a common endgame—terminating in Chilliwack, likely near one of the existing rail lines.
The real question isn’t which plan wins or when it will happen—it’s whether Chilliwack will be ready when it does. We have an opportunity right now to guide how this future infrastructure integrates with our community. Instead of waiting and adapting to what works best for someone else, we can define a vision for where the rail line should terminate and how it fits into our city’s long-term growth.
Whether rail arrives in a decade or a generation, we know it’s coming. The choice we have is whether we shape that future—or let it shape us.
