The Berlin Transport Authority (BVG) is planning to deploy extra-long electric articulated buses measuring up to 25 metres in length. Supported by Berlin’s CDU party, these ‘mega buses’ are being presented as a flexible, short-term alternative to trams – especially in areas where tram expansion has stalled. Critics, however, speak of a ‘political distraction debate’ and accuse the current Senate of stopping or delaying key tram projects for ideological reasons. Urban Transport Magazine takes a detailed look at the current situation, technical options – and the strategic significance for the transport transition in the German capital.
The idea: XXL buses with a length of 25 metres
As part of its ‘E-Bus 2025’ electric mobility programme, BVG is preparing to purchase a new generation of buses: double-articulated buses with a length of around 25 metres and a theoretical capacity of up to 200 passengers. In reality, the capacity is around 130–150 people – nevertheless, they represent a significant increase over the 18-metre articulated buses currently in use.
These vehicles are intended for use primarily on heavily used MetroBus lines such as the M32 in Spandau, but also on other lines with high passenger numbers, such as in Marzahn-Hellersdorf or along Heerstraße. The vehicles will be fully electric and charged at terminal stops. Procurement could begin in 2026, subject to political approval and structural adjustments.
Technology meets tactics: the political significance of the bus strategy
While the BVG presents the planned deployment as a logical step towards expanding capacity and electrification, the project has a strategic component, particularly for Berlin’s CDU party, which is aggressively promoting XXL buses as a cost-effective and quickly implementable alternative to trams. In interviews, large buses have even been referred to as ‘tram killers’ – a phrase that has met with opposition not only from transport experts.
In this context, the website Umweltzone Berlin refers to the CDU’s ‘ideology-driven hatred of trams’. Large buses are stylised there in the same way as the magnetic levitation train once was – as a supposedly forward-looking technology, but one that in fact only distracts from the expansion of the tram network. The comparison published there is pointed: ‘Large buses are the new magnetic levitation train – lots of PR, little substance.’
Transport policy reality: tram projects on hold
While the mega buses are being discussed publicly, tram expansion in Berlin is slowing down dramatically. The new black-red Senate has stopped key tram projects or postponed their planning indefinitely:
- Alexanderplatz – Potsdamer Platz: The planned closure of the gap via Leipziger Strasse has been halted, even though 530 metres of track had already been laid and €6 million invested. The search for alternative routes is setting the project back by years.
- Johannisthal – Gropiusstadt (M11): The expansion was also completed, although initial planning costs had already been incurred.
- Blankenburg South, Mahlsdorf, Heerstraße North: Projects in the northeast and west have been postponed or delayed, often citing details such as fire brigade access routes or insufficient prioritisation.
- No reliable time frame: The Berlin Senate is currently not giving any completion dates for 12 originally planned tram projects covering a total length of around 60 km.
Transport initiatives such as the Berlin Passenger Association (IGEB) are already warning of a ‘loss of five to ten years for the tram’ in Berlin.
Pro: The Advantages of the Large-Capacity Bus Solution
Despite all criticism, there are valid arguments in favor of XXL buses – at least as a complementary measure:
- Fast deployment: Compared to rail infrastructure, buses can be procured and put into service within just a few years.
- Capacity increase without tracks: The 25-metre-long buses offer significantly more space than conventional buses and could temporarily relieve capacity bottlenecks.
- Easy integration into existing routes: No planning approval process, no construction pits, no years-long permitting.
- Environmentally friendly: The new vehicles are fully electric, locally emission-free, and therefore part of Berlin’s climate strategy.
Con: No Substitute for a High-Capacity Rail Network
At the same time, XXL buses are no full replacement for tram systems – neither technically nor from a transport policy perspective:
- Lower capacity: Even at 25 metres, buses do not match the capacity of modern trams (up to 250 passengers).
- More prone to disruption: Buses still share the road with general traffic – congestion, illegal parking, and accidents impair reliability.
- Shorter infrastructure lifecycle: Rubber tires, shorter vehicle lifespans, and charging infrastructure challenges make buses more expensive in the long run.
- Problematic policy signal: Promoting XXL buses as “tram replacements” could ultimately undermine commitment to expanding rail services – contrary to the recommendations of mobility research and climate policy.
Conclusion: Megabuses as a Bridge – Not as an Excuse
The proposed bi-articulated buses can provide short-term relief – especially on routes with growing passenger demand and no foreseeable tram expansion. But they must not be used as an alibi to indefinitely delay tram development.
Experience from other European cities shows that a high-performance, electrified public transport system needs both: modern buses and an expanding light rail network. Rather than an ideologically charged “either-or debate”, Berlin needs a pragmatic “both-and” approach: large-capacity buses as a flexible interim measure where necessary – but trams as the structural backbone of the mobility transition. Currently, however, political obstruction seems to outweigh the need for a balanced and forward-looking transport strategy.
Hamburg: Van Hool Bi-Articulated Buses – An Ambitious Experiment with Limited Success
In the early 2000s, Hamburg’s public transport operator Hochbahn AG began searching for ways to cope with rapidly growing passenger volumes on its main MetroBus corridors—particularly on Line 5, one of the busiest bus routes in Europe. Rather than reviving the city’s long-abandoned tram system, Hamburg opted for a high-capacity rubber-tired alternative: the introduction of ultra-long bi-articulated buses measuring 24 metres in length. The city chose the Belgian manufacturer Van Hool and its AGG300 model.
The vehicles could carry up to 180 passengers, featured five axles—three of them steerable—and had four wide double doors on the right-hand side. A conventional rear-mounted diesel engine powered the middle axle. The buses entered service in 2005 on MetroBus Line 5, operating between Burgwedel, Niendorf, Eppendorf, and Hamburg Central Station. The route was specially adapted to accommodate the new buses, including dedicated bus lanes, traffic signal priority, and extended platforms.
In theory, the Van Hool bi-articulated buses were intended to bridge the gap between conventional buses and rail-based systems. In practice, however, the vehicles proved impressive but prone to operational issues. Technical breakdowns—particularly involving the articulations or the complex steering system—occurred repeatedly. The buses struggled especially during winter operations: with only one driven axle, they often lost traction on snow or ice, leading to delays and occasional service suspensions. Their sheer length also made navigation through narrow city streets difficult, particularly when turning. Maintenance posed another challenge, as these non-standard vehicles required special parts that sometimes had to be sourced directly from Belgium.
Despite these issues, the buses remained in regular service for several years and briefly stood as a symbol of Hamburg’s innovative approach to public transport. Ultimately, however, the operational and infrastructural disadvantages outweighed the benefits. As electric articulated buses became more widespread and service frequencies increased, the Van Hool fleet was gradually withdrawn from service. A follow-up order, once considered, was never pursued.
Today, the Van Hool project is viewed as a cautionary case study in the challenges of boosting bus capacity to levels comparable with rail systems—especially without fully segregated infrastructure. While the effort was pioneering, the trade-offs between flexibility, capacity, and reliability proved too great. Since then, Hamburg has not only invested in modern electric buses but has also shown renewed interest in tram systems, particularly in long-term planning for a sustainable mobility transition.
Sources: Berliner Morgenpost, Neues Deutschland, Umweltzone Berlin, Berliner Zeitung, Berliner Senatsverwaltung.
25.07.2025
