18 May 2026

Question posed by François Benoy

We are seeing an alarming rise in aggressive behaviour towards bus drivers on the City of Luxembourg's bus network (AVL). According to the recently published response to a question asked in Parliament, the number of incidents of aggression reported rose from 35 in 2023 to 163 by the end of 2025. Notably, incidents of abusive language being used towards drivers increased more than fourfold over the same period.

This trend stands in contrast to the situation we see with other transport operators, such as TICE and RGTR, where the numbers are decreasing. In its written response on 26 April 2023 to my question dated 17 January 2023, the College of Aldermen still stated that "physical assaults on bus drivers on the City of Luxembourg's bus network have been declining in recent years", as they had decreased by more than 50% between 2019 and 2022.

• How does the College of Aldermen assess the situation today in terms of aggressive behaviour towards municipal bus drivers?
• How has this situation shifted in recent years?
• What preventative and protective measures have been put in place to reduce these incidents?
• What exchanges and consultations regularly take place with staff representatives and with drivers themselves in relation to this issue?
• Unlike the RGTR and TICE buses, the City of Luxembourg's municipal buses are not equipped with cabs for drivers. Is the College of Aldermen still sure of its decision not to install them, or might it actually consider introducing cabs to protect its drivers?

Response provided by Alderman Patrick Goldschmidt

It is indeed true that the number of reported instances of aggression has increased. However, it must be noted that what has increased is not the number of physical assaults, but of verbal aggression. This may also be due to the fact that bus drivers are now required to report any such incident. Every incident is recorded, in writing, in a database. The record relates not only to incidents between the passengers and the bus drivers but to incidents occurring among passengers as well. This number has risen since the introduction of free public transport. Since then, we have seen an increase in the number of passengers on buses – particularly on certain lines – who are not using them to get from point A to point B, but riding the buses for extended periods of time, and sometimes drinking alcohol on board.

In 2021, bus drivers employed by the City of Luxembourg (AVL) suffered two instances of physical assault, and 27 of verbal aggression; in 2025, there were four physical assaults and 79 instances of verbal aggression. Bus drivers employed by subcontractors, operating on municipal bus lines, suffered seven physical assaults and 12 instances of abusive language in 2021; in 2025, there were six physical assaults and 74 incidents of verbal aggression. Passengers of AVL buses suffered two physical assaults and six instances of abusive language in 2021; in 2025, there were 21 physical assaults and 21 incidents of verbal aggression. Passengers of bus lines served by subcontractors suffered a total of 28 physical assaults and 37 incidents of verbal abuse in 2025.

If we take account of the hundreds of thousands of journeys completed each year, physical assaults on bus drivers are relatively rare, but it is true that aggressive behaviour on board buses has increased.

in 70% of cases of physical assault, the police are notified, and in 45%–50% of all cases (physical and verbal combined), police are called to intervene immediately.

Staff are trained in how to handle these types of situations. Conflict management is included as part of basic training, and also of continuing professional development (staff must take a refresher course in it every five years).

Bus drivers are in constant direct contact with the control centre of the <em>Service Autobus</em> (Bus Department) control centre, and they have an emergency button which triggers an alarm at the control centre. If the situation requires it, controllers and/or other bus drivers who are nearby are sent to assist the driver in question.

AVL has a close and productive relationship with the police. Almost all buses have security cameras on board. Depending on the bus line and time of day or night, bus drivers are particularly aware of the likelihood of an incident, and well prepared to deal with it.

Staff representatives and the management of the <em>Service Autobus</em> meet three to four times a year, in a special committee, to discuss all issues which arise in the context of the service. In addition, when necessary, the <em>Groupe de travail des affaires du personnel</em> (Personnel Matters Working Group – GTAP) offers a forum for further discussion, with the subjects being addressed jointly between the staff representatives, the leadership of the <em>Service Autobus</em>, the <em>Direction Ressources humaines </em> (Human Resources Directorate), the mayor and the deputy mayor.

With respect to separate cabs for bus drivers, our position is unchanged. The situation in an urban environment is different to that in a rural setting. It is much more common for passengers to assault other passengers than it is for the bus driver to be the victim of a physical assault. For passengers to feel safe, it is not ideal to have the bus driver sitting in a separate cab. In addition, the majority of bus drivers are against the installation of partition windows because they cause reflections which can constitute a danger in traffic. For all these reasons, the City does not intend to install separate cabs for bus drivers.

Question posed by François Benoy

As shown in an article recently published by the magazine <em>Der Spiegel</em> ("Frauenfeindliche Leihsysteme – Sharing ohne Caring"), in shared mobility systems, in practice, the systems are largely designed for a "standard male user". Women are far less likely to use such systems: in Germany, they account for less than 30% of users of bike sharing systems, and an even lower percentage for carsharing, although these services have a key role to play in the ecological transition.

According to the mobility researcher Ines Kawgan-Kagan, rental bikes are often designed for a "taller and stronger" user: handlebars that are too wide or too high, brakes that are difficult to reach, and a bulky, weighty design.

Carsharing services lack vehicles suitable for families and, for example, children's car seats. The location of the rental stations and vehicles in places that are not perceived as safe (areas that are poorly lit or have poor visibility) is an additional barrier, which highlights the role of local authorities in the planning of public spaces.

• What is the breakdown, by gender, of users of the shared mobility services offered by the City of Luxembourg (Flex/Carloh and vel'OH!), and what trends can be seen from recent years for each of these services?
• What measures does the College of Aldermen take to make shared mobility options more gender-aware? Does the College of Aldermen intend to contact the operator, Flex, about the lack of child booster seats in the vehicles it leases?
• The City's 2024 Mobility Plan does not have an explicit section devoted to gender-sensitivity in the area of mobility. Does the College of Aldermen share the view that this aspect should be given consideration across the whole of the municipal transport policy? If applicable: how does it intend to incorporate this aspect (special research, indicators, public consultation, pilot projects, etc.)?
• In what sort of time frame could such an approach be launched and presented to the Municipal Council?

Response provided by Alderman Patrick Goldschmidt

I must point out, first of all, that the civic outreach involved in formulating the mobility plan involved 51% women and 48% men (the remaining 1 % of participants did not indicate their gender). Thus, everyone was given an opportunity to participate, with a relative gender balance.

In point 5.2.3 ("Mobilité pour tous", page 79, Mobility for All), the Mobility Plan states that "mobility is a shared asset and the basis for everybody's participation in social life. Thus, ensuring mobility for all is a priority. Here, the word 'all' is irrespective of age, physical limitations, social status, origin or heritage and income. In this regard, the following specific objectives are particularly pertinent for the mobility plan:

• Ensuring optimal accessibility: Accessibility for all means providing independent mobility for people with physical or sensory disabilities. It also means making pedestrian travel easier for children and the elderly.
• Ensuring mobility for all groups, whatever their social status and income: The free public transport for all offered in Luxembourg City is a good first step towards doing this. The vel'OH! electric bike rental system, which is practical and inexpensive, also contributes. Carloh, for its part, means that people can travel by car when they need to, without the need to own their own car. In addition, pedestrian travel is greatly encouraged, which is also fundamentally important to ensure mobility for all."

Carloh offered the option of ordering a booster seat or child seat. However, feedback from all quarters was that it would be preferable for there to be only one car rental provider available in the city. We will be asking the new provider, Flex, to offer such services.

In terms of subscriptions, vel'OH! subscribers are 65% men and 35% women. Carloh had 62.5% men and 37.5% women subscribers.

Our rental bikes are electric, and the saddle height can be easily adjusted. I have not heard that disproportionately more complaints have been received from women than from men, and I have not heard of anyone complaining, for example, about the width of the handlebars. When we do receive complaints, they tend to relate to the state of repair of certain bikes.

The article in a German magazine which Councillor Benoy mentions makes for interesting reading, but we are not aware of gender-specific problems in this area in Luxembourg. The service we provide is designed to cater for everybody, and is priced so as to be affordable for everyone. A subscription to the velo'OH! system costs only €18 per year.

The City has no intention at this point of carrying out a study on this subject. There are numerous ongoing projects in the area of mobility – particularly in the area of active travel, such as the development of cycle paths – and the departments in charge of these projects only have limited numbers of staff available to bring them to fruition. I am certain that studies of this type do provide useful information, but right now, our priorities lie elsewhere.

Question posed by Tom Weidig

In March, it was reported to me by residents that the tap water in the sports hall beside the "Tramsschapp" in Limpertsberg had been unfit for human consumption for two months at that point – now four months. Warning signs had been posted on the changing room doors, but not beside the sinks inside. Apparently, these extra signs have now been added.

• What is the problem with the drinking water in the sports hall?
• Does this problem affect only the sports hall, or is it the whole of the drinking water supply for the district in question?
• What is the purpose of the new showerheads which were installed on 17 February and which need to be replaced every four months?
• What measures have been taken to address the problem, and when can we expect it to be resolved?

I would like to add a further question: there appear to be problems with certain sports equipment as well. Precisely what are these problems, and how does the College of Aldermen intend to solve them?

Response provided by Alderwoman Simone Beissel

In December 2025, the regular analyses carried out on the drinking water revealed the presence of legionella, and traces of corrosion in the pipes. The problem related to the whole of the "Tramsschapp" site, and all facilities on it. For preventative purposes, warning signs were posted immediately, stating that the water should not be drunk. Since then, drinking water has been being supplied in bottles, both in the sports hall and the nearby <em>foyer scolaire</em>. An analysis by an external expert has confirmed the suspected problems. The Ministry of Health (<em>Ministère de la Santé</em>) was immediately notified. Corrective measures were implemented during the Carnival holidays. The pipes underwent high-pressure rinsing, and the corroded parts were replaced. Changes were made to the heating system, in relation to hot water production. On the expert's advice, all the showerheads were replaced and equipped with antibacterial filters. The manufacturer of the filters guarantees their effectiveness for four months; after that, the filters have to be replaced. That is what we will do. Analyses are continuously carried out to check that the measures are performing as expected. From next autumn, the drinking water should once again be safe to drink.

With regard to the sports hall, two dispensers, which are very heavily used, are on the verge of breaking down. The relevant staff are already in the process of ordering new dispensers.