Cities require extensive integrated public transport networks that solve complete trips (door to door) in an attractive way. The feeder buses, bikes and walking solve “the last mile”, while the trunk lines solve the long section quickly thanks to their exclusive lane.

Autotren trunk lines can be at-grade, underground or elevated, depending on what is most convenient.

At level: In roads with a vocation for fast lane and high flow of mixed traffic, where there has been investment in overpasses, elimination of traffic lights, the pedestrian crossing is by means of bridges, and there is space in the center. There, the Autotrén is an investment cost alternative very similar to a BRT, but with the benefits of an electric train, higher speed and a guaranteed seat.

Subway: In historic centers where architecture is to be preserved and larger spaces mainly for pedestrians generated, the Autotrén allows for the most economical underground solution with two alternatives: 1) Cut-and-cover tunnel at surface level, which is cheaper but can be slower due to presence of archaeological objects and by the induced work of underground services, and 2) Pair of twin micro-tunnels at greater depths built with micro-tunnels, whose cost is higher than that of the cut-and-cover tunnel, but still a fraction of that of tunnels for conventional trains whose diameter is significantly larger

Elevated: When, in order to achieve a greater benefit to the entire population, the aim is not to eliminate lanes but to add totally additional infrastructure through an elevated viaduct in those roads whose vocation and section allow it.


The average speed is 38-45 km/h. This is faster than the rush hour car and twice as fast as BRT (confined bus systems). The capacity is 19,200 passengers/hour-direction per lane.

How is it achieved? Below is the capacity of each element of the system:


In the world’s great megalopolises, there are public transport corridors that at peak times have more than 20,000 passengers per hour per direction (pphpd), including up to 40,000 pphpd. These corridors can only be solved by heavy Metros or tri-articulated BRT with passing.

Level segregated road

In roads with high flow and high speed of mixed traffic (highway type), the Autotrain at level is an infrastructure solution as economical as making bus lanes, but to generate electric train benefits.

The cost of the infrastructure at the Autotren level ranges from 20-30 million pesos, similar to the cost of building exclusive lanes for bus rapid transit (“BRT”) systems.

But the average speed of the Autotrén (40km/h) is double the speed of a BRT system (20km/h), in addition to offering a guaranteed seat, for greater comfort and safety.

Elevated viaduct

In urban contexts where there is no space at street level, the Autotrén viaduct is the cheapest solution to provide exclusive road infrastructure to enable fast public transport without affecting lanes.

Frees up space at street level for pedestrians and cyclists without removing lanes from mixed traffic.

Twin micro-tunnels

The city centers are the great attractors of travel, Autotrén makes possible a Metro-type solution with economical micro-tunnels at a depth that avoids induced works and an area of ​​historical vestiges.

While the tracks are micro-tunnels at a depth to free underground installations and areas of historical remains, the stations are cut-and-cover tunnels (similar to building a depressed passage for mixed traffic), to achieve an economical underground solution in a comprehensive manner, both in tracks and in stations.


In the world’s great megalopolises, there are public transport corridors that at peak times have more than 20,000 passengers per hour per direction (pphpd), including up to 40,000 pphpd. These corridors can only be solved by heavy Metros or tri-articulated BRT with passing.

In those cases, the Autotrén is:

  • A medium-massive backbone that feeds into the mega-massive backbone.
  • A complement to another already saturated trunk to increase the capacity of the corridor, for example by having a BRT system at the level and the elevated Autotren.
  • The modularity of the Autotren is what allows it to have stations with more than 10,000 embarked or disembarked passengers per hour to integrate with another massive system. At these stations, users first locate the module in which their destination is served.


What if the overload is only in one section?
In the right of way of a conventional train, there is room for 4 Autotren lanes, so it is possible to have double tracks to achieve capacities greater than 20,000 pphpd with Autotren in the sections that require it. For example, at the confluence of two or more Autotren feeder lines of a Metro terminal.


A connection to the airport is key to increasing the competitiveness of our cities. This is achieved with a strong, electrical, fast, comfortable and above all reliable connection.

With Autotrén you can establish a differentiated service and rates between public transport users and air passenger users.

The passing lanes, the possibility of operating different types of vehicles and the operation on demand allow for 100% express services to the Airport, with vehicles with luggage racks and passenger stations located right in front of the terminal buildings for a higher rate.

In combination with normal services to stations still within the airport complex for a normal public transport fee.

The reliability of having a railway connection independent of traffic increases the attractiveness of our cities as trade fair and tourist destinations and as regional hubs.


Several cities have disused freight railroad tracks that could be used for passenger transportation.

Autotren can be adapted to operate on railway tracks.