In a parliamentary reply, the Minister for Mobility and Public Works, 
The MP is basing his question on the experiment conducted on the A3 motorway, in particular, to ask the government about a possible extension of the use of these infrastructures to vehicles carrying at least two people.
The minister began by pointing out that there is no centralised archive providing an exhaustive history of bus lanes in Luxembourg. Each section has evolved as a result of successive redevelopments, and has sometimes been removed or modified as part of road or urban projects. For national roads outside built-up areas, the administration currently lists around 60 reserved lanes, detailed in an appendix attached to the parliamentary reply, with their location, length and the lines concerned.
The example of the A3 and its limits
Concerning car sharing, Yuriko Backes points out that initial feedback from the A3 shows a positive impact on punctuality and the attractiveness of public transport. However, she points out that these results are directly linked to the fact that the lane in question is "consistently and primarily reserved for public transport".
The minister insists on a distinction of principle: on the A3, it is not a bus lane open to carpooling, but a carpool lane that buses are authorised to use. As for the hard shoulder, which is used at certain times by buses, it remains reserved exclusively for public transport.
Clear opposition to the opening up of bus lanes
Yuriko Backes rules out the possibility of opening up bus lanes to car sharing, including those deemed to be "little used". In her view, such a measure would call into question the very principle of reserved lanes, would be difficult to monitor and would run the risk of gradually overloading these infrastructures.
The minister also points out that a bus lane should not be evaluated on the basis of its apparent occupancy, but on its strategic usefulness for the overall reliability of the network. She concludes that reserved lanes are not a tool designed to marginally optimise car traffic, but an infrastructure designed to offer a structural advantage to public transport and preserve the coherence of mobility policy.
