TransLink expands some services in Vancouver, but funding questions remain

What happened: Without much fanfare, TransLink announced new streams of funding to deal with their short-term operating funding deficit. That means no major cuts to bus service that may have been required but pushes the operating funding problems to 2027.

The details: The funding includes a bunch of new changes and fees:

• A five per cent increase on fares starting in July, and two annual two per cent increases

• An increase of 0.5 per cent to TransLink property tax charge, of around $22 per home

• A $1.50 increase to people travelling from YVR

• Increase off-street parking taxes from 24 per cent to 29 per cent. 

Along with that, the province has provided $312 million in operating funding for the next three years. 

A question of fairness: Movement YVR, a transit ridership advocacy group, noted that the plan continues to put most of the cost burden on transit users, and not the entire region, with riders paying an average of $64 to $120 per year compared to property owners who pay $20 per year, and motorists who get $110 a year back from ICBC. Compare this to road upgrades through the province or a city, which everyone pays for through taxes.

• The group is also calling on the federal government to fund transit operations, not just money that goes to service expansion. 

Key thing to remember: TransLink is dealing with an operating deficit, meaning it does not have the revenue to cover operating many parts of the transit system. Money from places like the federal government tends to fund expanding transit service, such as new SkyTrain routes, rather than day-to-day operations.

TransLink announced that there will be service expenses as part of the plan. This includes new bus rapid transit corridors, more service to address overcrowding in Surrey and Langley and more HandyDART service.

For Vancouver: The Frequency Transit Network, where buses arrive every 15 minutes, will change to 12 minutes for Vancouver routes like 3, 8, 10, 16, 17, 19 and 20. 

• While not directly in Vancouver, more funding will help move the Metrotown to the North Shore Bus Rapid Transit plan. 

Actual increases?: The Investment Plan touts an increase in bus service of five per cent across the board. But Movement noted that while there is more service than in 2020, the region’s population has increased by 13% in the region, so on a per capita basis service is actually lower. 

• TransLink has also scaled down its public engagements on its upcoming plan, with no in-person meetings, and only a few weeks of online engagement until April 24. 

Transit expert Nathan Davidowicz noted in an email to the Lookout that around 40 bus routes will still have service levels that are below pre-COVID levels.

Audit needed: Davidowicz also highlighted how other transit systems have undertaken an audit to identify cost savings, and says one should be implemented in BC. In fact, an audit of Quebec transit found almost $350 million in savings throughout 11 different transit companies, around 10 per cent of their budgets, according to CityNews.

Opposition: The Vancouver party COPE, which just had their candidate Sean Orr win the recent by-election, took to social media to praise the announcement, but opposed the increase in fees on working families, and said they’ve been calling for making transit free for those under 18. 

Looking ahead: TransLink announced that would be looking to add new funding sources, subject to legislative approval, by 2027, to the tune of at least $112 million a year.

So what could it be? Business in Vancouver columnist Rob Show has speculated it could be a vehicle levy, where vehicle owners pay an additional fee. The benefits include that it targets not only gas vehicle users but also electric vehicle users who do not pay the current gas tax that TransLink levies on vehicles. Many other provinces already do this. 

• The province has already ruled out using part of the carbon tax for transit funding (since the carbon tax no longer exists) and congestion pricing.