WHAT IS A BUS TRAIN?

 WHAT IS A BUS TRAIN?

Every now and then, a transport idea comes along that is both simple and transformative. The “bus carousel” lane is one of them. But if we are open to exploring even more options, there is another concept worth considering—one that has already been tested globally, yet strangely not in the Philippines. It’s called the bus train.

A bus train is essentially an ultra-long, high-capacity articulated bus—think of it as a train made of bus sections, connected by flexible joints. It often measures more than 22 meters in length and can carry over 150 passengers in a single trip. In contrast, a standard bus is around 12 meters and carries far fewer people. The best part? A bus train runs on regular roads. No rail lines. No overhead power cables. No massive infrastructure cost.

While dedicated lanes are ideal—like those used in Bus Rapid Transit (BRT) systems in Curitiba, Brazil and Bogotá, Colombia—bus trains do not strictly require special lanes. They can operate on existing highways or long straight avenues, especially where curved lanes are minimal. They function like rail cars but without the rails.

This is why I believe bus trains deserve a serious look from our policymakers. If we can deploy jeepneys and regular buses on our cramped urban corridors, why not test a vehicle designed precisely for high-density transport but without the price tag of a full rail system?

Another advantage: bus trains can be configured for both passengers and cargo—a major plus in cities where logistics and commuter demand constantly overlap. In fact, some variants can be pulled by a truck-like tractor unit, similar to how trailer trucks pull long cargo bodies. That raises an interesting possibility: could local manufacturers simply adapt existing truck platforms to pull articulated passenger bodies? If so, we might achieve a mass-transport breakthrough that is 100% locally designed and locally built.

Power options are flexible. Bus trains can run on internal combustion engines, electric motors, or even hybrid systems. Given our abundant sunlight, a solar-assisted bus train—developed with schools like DLSU and UP Diliman, both of which have experience building solar vehicles—may not be far-fetched. Imagine a vehicle that moves like a train, consumes less fuel, emits less pollution, and relies partly on the sun.

Which government agencies should study this? My short list:
• DOTr, for route planning and regulatory approval.
• DOST, for research and engineering support.
• DOE, for energy strategy (especially if electric or solar).
• DTI, for local manufacturing, MSME participation, and industrial policy.

But it should not end there. LGUs could operate the schedules, while private companies or cooperatives own the vehicles. This mirrors successful models abroad, such as in China and Europe, where bus trains move thousands daily at a fraction of rail-system costs.

Why not pilot this idea in Metro Manila, Cebu, Iloilo, or Davao? It does not require billions in elevated tracks or underground tunnels. It requires political will—nothing more. A pilot program could be up and running in months, not years.

Some transportation experts believe that if we deploy enough bus trains, we may no longer need conventional railways for certain routes. That may be a bold statement, but consider this: a bi-articulated bus in Bogotá moves as many people per hour as a light rail line—at a tiny fraction of the cost.

So, the question remains: why are we not trying this? Is it too unconventional? Too new? Or perhaps too simple for a system that loves complicated solutions?

As we look for ways to solve congestion, maybe it’s time to think like Curitiba or Bogotá. Maybe it’s time to ask: if a train can run without rails, why not in the Philippines?

If you know an LGU or cooperative willing to pilot a bus-train system, let me know. It might be the transport experiment we have been waiting for.

RAMON IKE V. SENERES

www.facebook.com/ike.seneres iseneres@yahoo.com senseneres.blogspot.com 09088877282/06-22-2026