A high-occupancy vehicle lane (also known as HOV lane or HOV lane) is a restricted traffic lane reserved for the exclusive use of vehicles with a driver and at least one passenger, including ride-hailing vehicles, shared vans, and transit buses. These restrictions may apply only during peak traffic hours or may be applied at all times. There are different types of lanes: temporary or permanent lanes with barriers concrete, bidirectional or reversible lanes, and exclusive, concurrent or contraflow lanes that operate during peak periods.[1].
The normal minimum occupancy level is two or three occupants. Many jurisdictions exempt other vehicles, including motorcycles, charter buses, law enforcement and emergency vehicles, low-emission and other environmentally friendly vehicles, and/or single-occupancy vehicles that pay a toll. HOV lanes are typically implemented to increase the average occupancy of vehicles and people traveling with the goal of reducing traffic congestion and air pollution.[2][3][4].
History
USA
The introduction of HOV lanes in the United States progressed slowly during the 1970s and early 1980s. The greatest growth occurred from the mid-1980s to the late 1990s. (Capital Beltway)"), and opened in 1969 as a dedicated bus lane.[5][6][7] The dedicated bus lane opened in December 1973 for shared vehicles with four or more occupants, becoming the first instance in which buses and shared vehicles officially shared an HOV lane for a considerable distance.[8][9].
In 2005, the two lanes of this HOV 3+ facility carried during the morning rush hour (6:30 a.m. to 9:30 a.m.) a total of 31,700 people in 8,600 vehicles (3.7 people per vehicle), while the three or four general-purpose lanes carried 23,500 people in 21,300 vehicles (1.1 people per vehicle). The average travel time at the HOV facility was 29 minutes and 64 minutes in general traffic lanes. (Virginia)"), Virginia, and has two reversible lanes separated from the regular lanes by barriers, with access via elevated entrance and exit ramps. Three or more people in one vehicle (HOV 3+) are required to use the facility during peak hours on weekdays.[11].
The second HOV facility on a freeway, which opened in 1970, was the Lincoln Tunnel Bus Contraflow Lane and Helix in Hudson County, New Jersey. According to the Federal Highway Administration (FHWA), the Lincoln Tunnel 23,500 people in the morning rush hour[6] and 62,000 passengers during the four-hour morning period.[12].
HOV lane
Introduction
A high-occupancy vehicle lane (also known as HOV lane or HOV lane) is a restricted traffic lane reserved for the exclusive use of vehicles with a driver and at least one passenger, including ride-hailing vehicles, shared vans, and transit buses. These restrictions may apply only during peak traffic hours or may be applied at all times. There are different types of lanes: temporary or permanent lanes with barriers concrete, bidirectional or reversible lanes, and exclusive, concurrent or contraflow lanes that operate during peak periods.[1].
The normal minimum occupancy level is two or three occupants. Many jurisdictions exempt other vehicles, including motorcycles, charter buses, law enforcement and emergency vehicles, low-emission and other environmentally friendly vehicles, and/or single-occupancy vehicles that pay a toll. HOV lanes are typically implemented to increase the average occupancy of vehicles and people traveling with the goal of reducing traffic congestion and air pollution.[2][3][4].
History
USA
The introduction of HOV lanes in the United States progressed slowly during the 1970s and early 1980s. The greatest growth occurred from the mid-1980s to the late 1990s. (Capital Beltway)"), and opened in 1969 as a dedicated bus lane.[5][6][7] The dedicated bus lane opened in December 1973 for shared vehicles with four or more occupants, becoming the first instance in which buses and shared vehicles officially shared an HOV lane for a considerable distance.[8][9].
In 2005, the two lanes of this HOV 3+ facility carried during the morning rush hour (6:30 a.m. to 9:30 a.m.) a total of 31,700 people in 8,600 vehicles (3.7 people per vehicle), while the three or four general-purpose lanes carried 23,500 people in 21,300 vehicles (1.1 people per vehicle). The average travel time at the HOV facility was 29 minutes and 64 minutes in general traffic lanes. (Virginia)"), Virginia, and has two reversible lanes separated from the regular lanes by barriers, with access via elevated entrance and exit ramps. Three or more people in one vehicle (HOV 3+) are required to use the facility during peak hours on weekdays.[11].
The first permanent HOV facility in California was the bypass lane at the San Francisco–Oakland Bay Bridge toll plaza, which opened to the public in April 1970. (14)
Beginning in the 1970s, the Urban Mass Transportation Administration recognized the advantages of dedicated bus lanes and encouraged their funding. In the 1970s, the Federal Highway Administration (FHWA) began allowing state highway agencies to spend federal funds on HOV lanes.[8] As a result of the 1973 Arab oil embargo, interest in vehicle sharing increased, and states began experimenting with HOV lanes. To reduce crude oil consumption, the Emergency Highway Energy Conservation Act of 1974 "National Maximum Speed Law (United States)") established maximum speed limits of 55 mph (89 km/h) on public highways and marked the first time that the US federal government funded car sharing and allowed states to spend their highway funds on car sharing demonstration projects. The Surface Transportation Assistance Act of 1978 made funding for car-sharing initiatives permanent.[9].
Also during the early 1970s, carpooling was first recommended as a tool to mitigate air quality problems. The Clean Air Act Amendments of 1970 established the National Ambient Air Quality Standards and gave the Environmental Protection Agency (EPA) substantial authority to regulate air quality compliance. A final control plan for the Los Angeles Basin was issued in 1973), and one of its major provisions was a two-phase conversion of 184 miles (296 km) of freeway and arterial road lanes to bus/carpooling lanes and the development of a computerized regional system for matching carpools. However, it was not until 1985 that an HOV project was built in Los Angeles County, and by 1993 there were only 58 miles (93 km) of HOV lanes throughout the county.[9].
In October 1990, a significant policy change occurred when a memo from the FHWA Administrator stated that "FHWA strongly supports the goal of preferred installations for high-occupancy vehicles (HOV) and encourages the appropriate application of HOV technology." Regional administrators were directed to promote HOV lanes and related facilities.[1] Likewise, in the early 1990s, two laws reinforced the United States' commitment to building HOV lanes. The Clean Air Act Amendments of 1990 included HOV lanes as one of the transportation control measures that could be incorporated into state implementation plans to meet federal air quality standards. The 1990 amendments also prevented the EPA Administrator from blocking FHWA funding for 24-hour HOV lanes as part of the penalties for a state's failure to comply with the Clean Air Act, provided the secretary of transportation wished to approve FHWA funds.[8].
On the other hand, the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 encouraged the construction of HOV lanes, which were eligible for Congestion Mitigation and Air Quality (CMAQ) funds in regions that did not meet federal air quality standards. CMAQ funds could go toward the construction of new HOV lanes, even if the HOV designation only applied during peak hours or in the peak direction. ISTEA also provided that, under the Interstate Maintenance Program, only HOV projects would receive the 90% federal funding ratio previously available for the addition of general-purpose lanes. Additionally, ISTEA allowed state authorities to define a high-occupancy vehicle as one with a minimum of two occupants (HOV 2+).[8].
In 2009, California was the state with the most HOV facilities in the country, with 88, followed by Minnesota with 83 facilities, Washington "Washington (state)") with 41, Texas with 35, and Virginia with 21. By 2006, HOV lanes in California were operating at two-thirds of their capacity, and these HOV facilities carried, on average, 2,518 people per hour during peak hours, significantly more people than the congested general traffic lanes.[2].
As of October 2016, the longest continuous HOV facility in the US was on I-15 in Utah, extending approximately 72 mi (115.9 km) from Layton "Layton (Utah)") to Spanish Fork, with a single HOV lane in each direction, for a total of 144 mi (231.7 km) of HOV lanes.[15] Although the Utah facility is the longest, the I-495 Capital Beltway in the Washington, D.C. metropolitan area, extends 56 mi (90.1 km) but has two HOV lanes in each direction, for a total of 224 mi (360.5 km) of HOV lanes.[6].
On October 24, 2023, Michigan opened its first high-occupancy vehicle (HOV) lanes on a stretch of I-75" in Oakland County, from South Boulevard in Bloomfield Township (Oakland County) to 12 Mile Road in Madison Heights, as part of a freeway modernization project. One lane in both directions is restricted for HOV use from 6 a.m. to 9 a.m. and from 3 p.m. to 6 p.m. Monday through Friday, while all other drivers, regardless of the number of occupants in their vehicle, can use the lanes outside of those hours.[16] [17][18].
Canada
The first HOV facilities in Canada opened in Greater Vancouver and Toronto in the early 1990s, followed shortly by facilities in Ottawa, Gatineau, Montreal and, later, Calgary. In 2010 there were approximately 150 km (93.2 mi) of HOV lanes on highways in 11 locations in British Columbia, Ontario and Quebec, and more than 130 km (80.8 mi) of HOV lanes on arterial roads in 24 locations in Greater Vancouver, Calgary, Toronto, Ottawa and Gatineau.[2].
The Ontario Ministry of Transportation (MTO) estimated in 2006 that travelers in Toronto who used HOV facilities on Highways 403" and 404" saved between 14 and 17 minutes per trip compared to their travel time before the HOV lanes opened. The MTO also estimated that nearly 40% of commuters carpooled on Highway 403 eastbound during the morning rush hour, in compared to 14% in 2003, and 37% of commuters carpooled on the same westbound freeway during the afternoon rush hour, compared to 22% in 2003. The average rush hour speed in the HOV lanes is 100 km/h (62 mph), compared to 60 km/h (37 mph) in the general traffic lanes of Highway 403.[2] added temporary HOV lanes to select stretches of 400-series highways in the Greater Toronto Area for the 2015 Pan American and Parapan American Games.
Europe
In 2012, there were few HOV lanes in operation in Europe. The main reason is that European cities generally have better public transportation services and fewer high-capacity, multi-lane urban highways than the United States and Canada. However, at around 1.3 people per vehicle, average car occupancy is relatively low in most European cities.[20] The priority in Europe has been to provide bus lanes and priority measures for buses on streets.[21].
The first HOV lane in Europe opened in the Netherlands in October 1993 and was in operation until August 1994. This facility was a 7 km (4.3 mi) HOV 3+ lane separated by barriers on the A1&action=edit&redlink=1 "AI Lane (Netherlands) (not yet drafted)") near Amsterdam. The facility did not attract enough users to overcome public criticism and was converted into a reversible lane open to general traffic after a judge in a legal case ruled that Dutch traffic law lacked the concept of "car sharing" and therefore the principle of equality was violated.[21][22].
Spain was the next European country to introduce HOV lanes (High Occupancy Vehicles), when the reversible Bus-HOV lanes were inaugurated in the median of the A-6 in Madrid in 1995. This installation is the oldest in Europe that is still in operation.[21].
The first HOV facility in the UK opened in Leeds in 1998. This facility was implemented on the A647" road near Leeds as an experimental scheme, but was made permanent. The HOV facility is 1.5 km (0.9 mi) long and operates as a 2+ HOV lane.[20][21][23].
In Linz, Austria, a 2.8 km (1.7 mi) HOV 3+ facility opened in 1999.
The first HOV lane in Norway was implemented in May 2001 as a HOV 3+ on Elgeseter Street, a four-lane undivided arterial road in Trondheim. This installation was followed by HOV lanes in Oslo and Kristiansand.[21][24].
New Zealand and Australia
The first HOV lane (known as Transit Lane T2 or T3)[25] in Australia opened in February 1992, on the Eastern Freeway") in Melbourne, heading towards the centre.[26] In May 2005, T2 lanes were opened on Hoddle Street"), also in Melbourne.[27] By 2012, T2 and T3 facilities existed in Canberra, Sydney and Brisbane.
In Auckland, New Zealand, there are several HOV 2+ and 3+ lanes throughout the region, commonly called T2 and T3 lanes. (New Zealand) (not yet drafted)") in Auckland. These priority lanes are located on on-ramps to motorways and allow vehicles with two or more people to avoid ramp meter signs"). They can also be used by trucks, buses and motorcycles, and are available to ride-share drivers at any time.[29] In September 2017, eleven lanes for electric vehicles were made available as part of a one-year trial.[30] Additionally, in North Shore City "North Shore (Auckland)") several short T2 and T3 lanes operate during peak hours.[31].
Indonesia
In Jakarta, HOV 3+ is known as Three in One and was implemented by Governor Sutiyoso. This system is applied on weekdays on existing roads such as Sisingamangaraja Road, Jalan Jenderal Sudirman, Jalan M.H. Thamrin") (fast and slow road), Medan Merdeka Barat Road, Majapahit Road and sections of Jalan Jenderal Gatot Subroto"). Originally, the policy applied only between 7:00 a.m. and 7:00 p.m. m. and 10:00 a.m. m., but after the introduction of Jakarta's bus rapid transit system in December 2003, it was extended to 7:00 a.m. m. – 10:00 a.m. m. and from 4:00 p.m. m. – 7:00 p.m. m. In September 2004, the afternoon schedule changed to 4:30 p.m. m. – 7:00 p.m. m.[32].
The system gave rise to the practice of paying "car jockeys" to comply with the rule of three occupants per vehicle. «Three in One».[35].
China
In Shenzhen, the HOV 2+ system was implemented on Binhai Avenue starting April 25, 2016, operating from 7:30 a.m. to 5:30 p.m. m. to 9:30 a.m. m. and from 5:30 p.m. m. to 9:30 p.m. m.
In Chengdu, since January 23, 2017, HOV 2+ system is applied on Kehua Road South, Kehua Road Middle and Tianfu Avenue (Sections 1 and 2) during peak hours: 7:00 a.m. to 5:00 p.m. m. to 9:00 a.m. m. and from 5:00 p.m. m. to 7:00 p.m. m.
In Dalian, an expressway (Northeast Expressway or Dongbei Expressway) connecting the old town with the new city implemented HOV 2+ lanes in both directions. As of September 20, 2017, lanes are available during morning (6:30 a.m. – 8:30 a.m.) and afternoon (4:30 p.m. – 7:00 p.m.) peak hours. Violations are punishable by a fine of RMB 100 (approximately USD 15), and a second violation carries double the fine.
Design and operation
HOV lanes may be a single traffic lane within the main roadway with distinctive markings or a separated roadway with one or more traffic lanes parallel to the general lanes or with an overpass, above or below the general lanes. For example, Interstate 110 in California has four HOV lanes on an upper deck.
HOV detour lanes are intended to allow carpool, bus and police traffic to avoid common congestion areas in many locations. An HOV lane can function as a reversible lane, working in the direction of the dominant traffic flow in both the morning and afternoon. All lanes of a 10-mile (16.1 km) stretch of Interstate 66 in the suburbs of Washington, D.C., are treated as HOV during rush hour in the main direction of flow.[11].
The speed difference between the HOV and general purpose lanes creates a potentially dangerous situation if the HOV lanes are not separated by a barrier. A study by the Texas Transportation Institute found that HOV lanes without barriers caused a 50% increase in the number of injury accidents.[36]
Variants
Commercial access and transit lane
A business access and transit lane (BAT) is a type of HOV lane that allows all traffic to enter the lane for a short distance to access other streets and business entrances.[37].
High Occupancy Toll Lane
Because some HOV lanes are not used at full capacity, users of low or single occupancy vehicles can use an HOV lane if they pay a toll. This scheme is known as high-occupancy toll lane (or HOT lanes), and has been mainly introduced in the United States. The first practical implementation was California's 91 Express Lanes, previously privately tolled, in Orange County, California ("Orange County, California") in 1995, followed in 1996 by Interstate 15 north of San Diego ("San Diego, California").[38][39] According to the Texas A&M Transportation Institute, in 2012 there were 294 miles of HOT/Express lane corridors and 163 miles of HOT/Express lane corridors under construction in the United States.[40].
Solo drivers can use the HOV lanes upon payment of a "Tax (tax)" fee that varies depending on demand. Tolls change throughout the day based on real-time traffic conditions, which is intended to manage the number of cars in the lanes to maintain good travel times.[41][42].
Proponents claim that all motorists benefit from HOT lanes, even those who choose not to use them. This argument only applies to projects that increase the total number of lanes.[43] Proponents also claim that HOT lanes incentivize the use of public transportation and ride-sharing. There has been controversy over this concept, and HOT systems have been called "Lexus" lanes, as critics see this new pricing scheme as a benefit for the rich.[44].
HOT tolls are collected through toll houses, automatic license plate recognition, or electronic toll collection. Some systems use RFID transmitters to monitor lane entry and exit and charge drivers based on demand. Typically, tolls increase as traffic density and congestion in toll lanes increases, a policy known as congestion pricing. The objective of this pricing system is to minimize traffic congestion in the lanes.[45][46].
Qualified vehicles
Qualification for HOV status varies depending on the scheme, but the following vehicles may be included:.
New York City's HOV lane codes prior to 2008 did not allow the use of motorcycles, resulting in fines for motorcycle drivers and complaints from the American Motorcyclist Association, but have since been revised to comply with the federal regulations mentioned above.[51][54][55].
In some jurisdictions, such as Ontario, Canada, taxis and airport limousines are allowed to use HOV lanes even if there are no passengers, because that vehicle "will be able to return to service more quickly after dropping off a passenger or arriving earlier to pick them up, thus moving more people to their destinations in fewer vehicles."[56].
In Virginia, the San Francisco Bay Area, Houston, and other places with HOV lanes, travelers form sluglines&action=edit&redlink=1 "Slugging (vehicle) (not yet written)") in which drivers pick up one or more passengers from a designated "casual carpool" or slug lines to travel in HOV lanes; The driver stops near the sluglines and calls out his destination, and the people in line going to that destination get into the car in order of arrival.[57].
Compliance, enforcement and evasion
Fines are typically imposed on drivers of unauthorized vehicles using the lanes.[58].
After the introduction of HOVs, some drivers placed inflatable dolls in the passenger seat, a practice that persists today, although it is now illegal.[58] In 2005, cameras capable of distinguishing between human beings and mannequins or dolls were tested in the United Kingdom.[59].
In the United States, law enforcement agencies have documented various methods used by drivers to circumvent HOV occupancy regulations:
In early 2006, an Arizona woman alleged that she had been improperly ticketed for using the HOV lane because the fetus she was carrying justified her use of the lane, while pointing out that Arizona traffic laws do not define what constitutes a person. However, a judge later ruled that to be considered a "person" under Arizona traffic laws, a person must occupy a "separate and distinct" space in a vehicle.[60] Likewise, in California, in order to use HOV lanes, there must be two (or, if indicated, three) separate people occupying seats in a vehicle, and a fetus does not count toward this requirement.[61].
In 2009 and 2010, non-compliance rates in HOV lanes in Brisbane, Australia were found to be approaching 90%. Strengthened law enforcement led to greater compliance, the average duration of bus trips was reduced by approximately 19%, and the total number of people transported increased by 12%.[62].
In February 2010, a 61-year-old woman attempted to pass off a life-sized mannequin as a passenger to use the HOV lane in New York state. A police officer on routine HOV patrol became suspicious when he observed the alleged passenger wearing sunglasses and using the visor on a cloudy morning. When the officer approached the vehicle, he discovered that the “passenger” was actually a mannequin wearing lipstick, designer glasses, a long wig, and a blue sweater. The driver received a traffic ticket for using the HOV lane without a human passenger, which carries a fine of $135 in 2010 and two points on the driver's license.[63][64].
In January 2013, a motorist tried to claim that his company's bylaws, which had been placed unfastened in the passenger seat, constituted a person, citing the principle of corporate personhood, and the California State Vehicle Code, which defines a person as "individuals and corporations." This argument was rejected in traffic court, where the presiding judge commented: "Common sense says that carrying a sheaf of papers in the front seat does not alleviate traffic congestion."[65]
In March 2015, a motorist attempted to use a cardboard cutout of actor Jonathan Goldsmith to access an HOV lane in Fife, Washington. The officer noted that other drivers had used sleeping bags in previous attempts to enter the HOV lane.[66]
In July 2022, a pregnant woman in Texas alleged that her fetus counted as a passenger for purposes of HOV lane use following the ruling in Dobbs v. Jackson Women's Health Organization and the subsequent consideration of fetuses as persons under Texas law.[67]
Effectiveness
According to 2009 US Census data, 76% drive alone to work and only 10% carpool. For suburban workers working in a city, the solo driving rate is 82%.[68].
Some underutilized HOV lanes in several states have been converted to high-occupancy toll (HOT) lanes, which offer lone drivers access to HOV lanes for a toll.[68].
HOV lanes are also an effective way to manage traffic after natural disasters, as seen in New York after Hurricane Sandy in October 2012. At the time, Mayor Bloomberg banned passenger cars with fewer than three occupants from entering Manhattan. The restriction affected all bridges and tunnels entering the city, except the George Washington Bridge.[69].
Reviews
Critics have argued that HOV lanes are underused. It is unclear whether the HOV lanes are used enough to offset delays in the other mixed-use lanes.[70][71].
The situation has caused social problems in Indonesia, where some people become "car jockeys" - people who make a living by offering drivers to fill their car to meet the occupancy limit. The situation reportedly caused people to become unemployed for doing so, increased congestion and allowed parents to profit from their babies.[72][73][74][75][35][76][77][78].
References
[1] ↑ Caves, R. W. (2004). Encyclopedia of the City (en inglés). Routledge. p. 339.
[3] ↑ Administración Federal de Carreteras (27 de julio de 2009). «A Review of HOV Lane Performance and Policy Options in the United States – Section 1: Introduction» (en inglés). FHWA Tolling and Pricing Program. Consultado el 25 de abril de 2012.: https://ops.fhwa.dot.gov/publications/fhwahop09029/sec1_introduction.htm
[5] ↑ a b c Katherine F. Turnbull. «History of HOV Facilities» (en inglés). Administración Federal de Carreteras (FHWA). Archivado desde el original el 14 de marzo de 2012. Consultado el 26 de abril de 2012. Katherine F. Turnbull (1992), "HOV Project Case Studies: History and Institutional Arrangements".: https://web.archive.org/web/20120314224451/http://www.hovworld.com/page6/page6.htm
[8] ↑ a b c d Christopher K. Leman; Preston L. Schiller; Kristin Pauly. «Re-Thinking HOV – High Occupancy Vehicle Facilities and the Public Interest» (en inglés). National Transportation Library. Archivado desde el original el 4 de diciembre de 2010. Investigación financiada parcialmente por Chesapeake Bay Foundation y Bullitt Foundation, pp. 3–5.: https://web.archive.org/web/20101204025344/http://ntl.bts.gov/DOCS/retk.html
[9] ↑ a b c MIT "Real-Time" Rideshare Research (24 de enero de 2009). «Selective History of Ridesharing – The 1970s Energy Crises» (en inglés). Massachusetts Institute of Technology.: http://ridesharechoices.scripts.mit.edu/home/histstats/
[13] ↑ Texas Transportation Institute (September 2002). «Executive Report. Effects of Changing HOV Lane occupancy requirements: El Monte Busway Case Study» (en inglés). Federal Highway Administration. Archivado desde el original el 17 de junio de 2017. Consultado el 27 de abril de 2012.: https://web.archive.org/web/20170617121144/https://ntl.bts.gov/lib/jpodocs/repts_te/13679.html
[19] ↑ Ministerio de la Presidencia, Justicia y Relaciones con las Cortes (17 de junio de 2025), Real Decreto 465/2025, de 10 de junio, por el que se modifica el Reglamento General de Circulación, aprobado por Real Decreto 1428/2003, de 21 de noviembre, en materia de señalización de tráfico (Real Decreto 465/2025), pp. 79080-79764, consultado el 3 de julio de 2025 .: https://www.boe.es/eli/es/rd/2025/06/10/465
[36] ↑ «CRASH ANALYSIS OF SELECTED HIGH-OCCUPANCY VEHICLE FACILITIES IN TEXAS: METHODOLOGY, FINDINGS, AND RECOMMENDATIONS» (en inglés). Texas Transportation Institute. Setiembre de 2004. «Los corredores de Dallas con carriles HOV de flujo concurrente separados por amortiguadores mostraron un cambio en la ocurrencia de accidentes con un aumento en la tasa de accidentes con heridos. El corredor norte de la IH-35E experimentó un aumento del 56% en el índice de accidentes con heridos. El corredor IH-635 experimentó un aumento del 41% en el índice de accidentes con heridos. Un análisis más detallado de los datos de colisiones indica que los mayores índices de colisiones con heridos se debieron principalmente a las colisiones que se produjeron en el carril HOV y en el carril interior de uso general adyacente al carril HOV.».: http://tti.tamu.edu/publications/catalog/record/?id=25946
[47] ↑ a b c «High Occupancy Vehicle (HOV) Lanes – Rules and FAQs» (en inglés). «Estoy embarazada. ¿Cuento como una persona o como dos? En el mundo HOV, eres una persona. Sin embargo, los bebés de cualquier edad cuentan como una persona.».: http://www.virginiadot.org/travel/hov-rulesfaq.asp
[49] ↑ «Eligible Vehicles – Single Occupant Carpool Lane Use Stickers» (en inglés). California Air Resources Board. 12 de abril de 2012. Consultado el 16 de abril de 2012.: http://www.arb.ca.gov/msprog/carpool/carpool.htm
[57] ↑ «Sluglines assists the driver by reaching the two or three person HOV requirement, and the passenger in getting a free ride to their destination.» (en inglés). Sluglines.com. 27 de enero de 2010. Archivado desde el original el 22 de julio de 2013. Consultado el 1 de junio de 2010.: https://web.archive.org/web/20130722151545/http://sluglines.com/
[60] ↑ a b Mikkelson, Barbara (8 de mayo de 2014). «Diamond Lanes Aren't a Pregnant Girl's Best Friend». Snopes.com (en inglés).: http://www.snopes.com/autos/law/carpool.asp
[62] ↑ Lyndon, S. Marinelli, P.A. Macintosh, K. and McKenzie, S. (28–30 de setiembre de 2011). «High occupancy vehicle lane enforcement: a successful trial in Brisbane by adding a splash of magenta. Proceedings of the 34th Australasian Transport Research Forum» (en inglés). Archivado desde el original el 19 de bril de 2013. Consultado el 1 de mayo de 2012.: https://web.archive.org/web/20130419101215/http://www.atrf11.unisa.edu.au/Assets/Papers/ATRF11_0150_final.pdf
The second HOV facility on a freeway, which opened in 1970, was the Lincoln Tunnel Bus Contraflow Lane and Helix in Hudson County, New Jersey. According to the Federal Highway Administration (FHWA), the Lincoln Tunnel 23,500 people in the morning rush hour[6] and 62,000 passengers during the four-hour morning period.[12].
The first permanent HOV facility in California was the bypass lane at the San Francisco–Oakland Bay Bridge toll plaza, which opened to the public in April 1970. (14)
Beginning in the 1970s, the Urban Mass Transportation Administration recognized the advantages of dedicated bus lanes and encouraged their funding. In the 1970s, the Federal Highway Administration (FHWA) began allowing state highway agencies to spend federal funds on HOV lanes.[8] As a result of the 1973 Arab oil embargo, interest in vehicle sharing increased, and states began experimenting with HOV lanes. To reduce crude oil consumption, the Emergency Highway Energy Conservation Act of 1974 "National Maximum Speed Law (United States)") established maximum speed limits of 55 mph (89 km/h) on public highways and marked the first time that the US federal government funded car sharing and allowed states to spend their highway funds on car sharing demonstration projects. The Surface Transportation Assistance Act of 1978 made funding for car-sharing initiatives permanent.[9].
Also during the early 1970s, carpooling was first recommended as a tool to mitigate air quality problems. The Clean Air Act Amendments of 1970 established the National Ambient Air Quality Standards and gave the Environmental Protection Agency (EPA) substantial authority to regulate air quality compliance. A final control plan for the Los Angeles Basin was issued in 1973), and one of its major provisions was a two-phase conversion of 184 miles (296 km) of freeway and arterial road lanes to bus/carpooling lanes and the development of a computerized regional system for matching carpools. However, it was not until 1985 that an HOV project was built in Los Angeles County, and by 1993 there were only 58 miles (93 km) of HOV lanes throughout the county.[9].
In October 1990, a significant policy change occurred when a memo from the FHWA Administrator stated that "FHWA strongly supports the goal of preferred installations for high-occupancy vehicles (HOV) and encourages the appropriate application of HOV technology." Regional administrators were directed to promote HOV lanes and related facilities.[1] Likewise, in the early 1990s, two laws reinforced the United States' commitment to building HOV lanes. The Clean Air Act Amendments of 1990 included HOV lanes as one of the transportation control measures that could be incorporated into state implementation plans to meet federal air quality standards. The 1990 amendments also prevented the EPA Administrator from blocking FHWA funding for 24-hour HOV lanes as part of the penalties for a state's failure to comply with the Clean Air Act, provided the secretary of transportation wished to approve FHWA funds.[8].
On the other hand, the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 encouraged the construction of HOV lanes, which were eligible for Congestion Mitigation and Air Quality (CMAQ) funds in regions that did not meet federal air quality standards. CMAQ funds could go toward the construction of new HOV lanes, even if the HOV designation only applied during peak hours or in the peak direction. ISTEA also provided that, under the Interstate Maintenance Program, only HOV projects would receive the 90% federal funding ratio previously available for the addition of general-purpose lanes. Additionally, ISTEA allowed state authorities to define a high-occupancy vehicle as one with a minimum of two occupants (HOV 2+).[8].
In 2009, California was the state with the most HOV facilities in the country, with 88, followed by Minnesota with 83 facilities, Washington "Washington (state)") with 41, Texas with 35, and Virginia with 21. By 2006, HOV lanes in California were operating at two-thirds of their capacity, and these HOV facilities carried, on average, 2,518 people per hour during peak hours, significantly more people than the congested general traffic lanes.[2].
As of October 2016, the longest continuous HOV facility in the US was on I-15 in Utah, extending approximately 72 mi (115.9 km) from Layton "Layton (Utah)") to Spanish Fork, with a single HOV lane in each direction, for a total of 144 mi (231.7 km) of HOV lanes.[15] Although the Utah facility is the longest, the I-495 Capital Beltway in the Washington, D.C. metropolitan area, extends 56 mi (90.1 km) but has two HOV lanes in each direction, for a total of 224 mi (360.5 km) of HOV lanes.[6].
On October 24, 2023, Michigan opened its first high-occupancy vehicle (HOV) lanes on a stretch of I-75" in Oakland County, from South Boulevard in Bloomfield Township (Oakland County) to 12 Mile Road in Madison Heights, as part of a freeway modernization project. One lane in both directions is restricted for HOV use from 6 a.m. to 9 a.m. and from 3 p.m. to 6 p.m. Monday through Friday, while all other drivers, regardless of the number of occupants in their vehicle, can use the lanes outside of those hours.[16] [17][18].
Canada
The first HOV facilities in Canada opened in Greater Vancouver and Toronto in the early 1990s, followed shortly by facilities in Ottawa, Gatineau, Montreal and, later, Calgary. In 2010 there were approximately 150 km (93.2 mi) of HOV lanes on highways in 11 locations in British Columbia, Ontario and Quebec, and more than 130 km (80.8 mi) of HOV lanes on arterial roads in 24 locations in Greater Vancouver, Calgary, Toronto, Ottawa and Gatineau.[2].
The Ontario Ministry of Transportation (MTO) estimated in 2006 that travelers in Toronto who used HOV facilities on Highways 403" and 404" saved between 14 and 17 minutes per trip compared to their travel time before the HOV lanes opened. The MTO also estimated that nearly 40% of commuters carpooled on Highway 403 eastbound during the morning rush hour, in compared to 14% in 2003, and 37% of commuters carpooled on the same westbound freeway during the afternoon rush hour, compared to 22% in 2003. The average rush hour speed in the HOV lanes is 100 km/h (62 mph), compared to 60 km/h (37 mph) in the general traffic lanes of Highway 403.[2] added temporary HOV lanes to select stretches of 400-series highways in the Greater Toronto Area for the 2015 Pan American and Parapan American Games.
Europe
In 2012, there were few HOV lanes in operation in Europe. The main reason is that European cities generally have better public transportation services and fewer high-capacity, multi-lane urban highways than the United States and Canada. However, at around 1.3 people per vehicle, average car occupancy is relatively low in most European cities.[20] The priority in Europe has been to provide bus lanes and priority measures for buses on streets.[21].
The first HOV lane in Europe opened in the Netherlands in October 1993 and was in operation until August 1994. This facility was a 7 km (4.3 mi) HOV 3+ lane separated by barriers on the A1&action=edit&redlink=1 "AI Lane (Netherlands) (not yet drafted)") near Amsterdam. The facility did not attract enough users to overcome public criticism and was converted into a reversible lane open to general traffic after a judge in a legal case ruled that Dutch traffic law lacked the concept of "car sharing" and therefore the principle of equality was violated.[21][22].
Spain was the next European country to introduce HOV lanes (High Occupancy Vehicles), when the reversible Bus-HOV lanes were inaugurated in the median of the A-6 in Madrid in 1995. This installation is the oldest in Europe that is still in operation.[21].
The first HOV facility in the UK opened in Leeds in 1998. This facility was implemented on the A647" road near Leeds as an experimental scheme, but was made permanent. The HOV facility is 1.5 km (0.9 mi) long and operates as a 2+ HOV lane.[20][21][23].
In Linz, Austria, a 2.8 km (1.7 mi) HOV 3+ facility opened in 1999.
The first HOV lane in Norway was implemented in May 2001 as a HOV 3+ on Elgeseter Street, a four-lane undivided arterial road in Trondheim. This installation was followed by HOV lanes in Oslo and Kristiansand.[21][24].
New Zealand and Australia
The first HOV lane (known as Transit Lane T2 or T3)[25] in Australia opened in February 1992, on the Eastern Freeway") in Melbourne, heading towards the centre.[26] In May 2005, T2 lanes were opened on Hoddle Street"), also in Melbourne.[27] By 2012, T2 and T3 facilities existed in Canberra, Sydney and Brisbane.
In Auckland, New Zealand, there are several HOV 2+ and 3+ lanes throughout the region, commonly called T2 and T3 lanes. (New Zealand) (not yet drafted)") in Auckland. These priority lanes are located on on-ramps to motorways and allow vehicles with two or more people to avoid ramp meter signs"). They can also be used by trucks, buses and motorcycles, and are available to ride-share drivers at any time.[29] In September 2017, eleven lanes for electric vehicles were made available as part of a one-year trial.[30] Additionally, in North Shore City "North Shore (Auckland)") several short T2 and T3 lanes operate during peak hours.[31].
Indonesia
In Jakarta, HOV 3+ is known as Three in One and was implemented by Governor Sutiyoso. This system is applied on weekdays on existing roads such as Sisingamangaraja Road, Jalan Jenderal Sudirman, Jalan M.H. Thamrin") (fast and slow road), Medan Merdeka Barat Road, Majapahit Road and sections of Jalan Jenderal Gatot Subroto"). Originally, the policy applied only between 7:00 a.m. and 7:00 p.m. m. and 10:00 a.m. m., but after the introduction of Jakarta's bus rapid transit system in December 2003, it was extended to 7:00 a.m. m. – 10:00 a.m. m. and from 4:00 p.m. m. – 7:00 p.m. m. In September 2004, the afternoon schedule changed to 4:30 p.m. m. – 7:00 p.m. m.[32].
The system gave rise to the practice of paying "car jockeys" to comply with the rule of three occupants per vehicle. «Three in One».[35].
China
In Shenzhen, the HOV 2+ system was implemented on Binhai Avenue starting April 25, 2016, operating from 7:30 a.m. to 5:30 p.m. m. to 9:30 a.m. m. and from 5:30 p.m. m. to 9:30 p.m. m.
In Chengdu, since January 23, 2017, HOV 2+ system is applied on Kehua Road South, Kehua Road Middle and Tianfu Avenue (Sections 1 and 2) during peak hours: 7:00 a.m. to 5:00 p.m. m. to 9:00 a.m. m. and from 5:00 p.m. m. to 7:00 p.m. m.
In Dalian, an expressway (Northeast Expressway or Dongbei Expressway) connecting the old town with the new city implemented HOV 2+ lanes in both directions. As of September 20, 2017, lanes are available during morning (6:30 a.m. – 8:30 a.m.) and afternoon (4:30 p.m. – 7:00 p.m.) peak hours. Violations are punishable by a fine of RMB 100 (approximately USD 15), and a second violation carries double the fine.
Design and operation
HOV lanes may be a single traffic lane within the main roadway with distinctive markings or a separated roadway with one or more traffic lanes parallel to the general lanes or with an overpass, above or below the general lanes. For example, Interstate 110 in California has four HOV lanes on an upper deck.
HOV detour lanes are intended to allow carpool, bus and police traffic to avoid common congestion areas in many locations. An HOV lane can function as a reversible lane, working in the direction of the dominant traffic flow in both the morning and afternoon. All lanes of a 10-mile (16.1 km) stretch of Interstate 66 in the suburbs of Washington, D.C., are treated as HOV during rush hour in the main direction of flow.[11].
The speed difference between the HOV and general purpose lanes creates a potentially dangerous situation if the HOV lanes are not separated by a barrier. A study by the Texas Transportation Institute found that HOV lanes without barriers caused a 50% increase in the number of injury accidents.[36]
Variants
Commercial access and transit lane
A business access and transit lane (BAT) is a type of HOV lane that allows all traffic to enter the lane for a short distance to access other streets and business entrances.[37].
High Occupancy Toll Lane
Because some HOV lanes are not used at full capacity, users of low or single occupancy vehicles can use an HOV lane if they pay a toll. This scheme is known as high-occupancy toll lane (or HOT lanes), and has been mainly introduced in the United States. The first practical implementation was California's 91 Express Lanes, previously privately tolled, in Orange County, California ("Orange County, California") in 1995, followed in 1996 by Interstate 15 north of San Diego ("San Diego, California").[38][39] According to the Texas A&M Transportation Institute, in 2012 there were 294 miles of HOT/Express lane corridors and 163 miles of HOT/Express lane corridors under construction in the United States.[40].
Solo drivers can use the HOV lanes upon payment of a "Tax (tax)" fee that varies depending on demand. Tolls change throughout the day based on real-time traffic conditions, which is intended to manage the number of cars in the lanes to maintain good travel times.[41][42].
Proponents claim that all motorists benefit from HOT lanes, even those who choose not to use them. This argument only applies to projects that increase the total number of lanes.[43] Proponents also claim that HOT lanes incentivize the use of public transportation and ride-sharing. There has been controversy over this concept, and HOT systems have been called "Lexus" lanes, as critics see this new pricing scheme as a benefit for the rich.[44].
HOT tolls are collected through toll houses, automatic license plate recognition, or electronic toll collection. Some systems use RFID transmitters to monitor lane entry and exit and charge drivers based on demand. Typically, tolls increase as traffic density and congestion in toll lanes increases, a policy known as congestion pricing. The objective of this pricing system is to minimize traffic congestion in the lanes.[45][46].
Qualified vehicles
Qualification for HOV status varies depending on the scheme, but the following vehicles may be included:.
New York City's HOV lane codes prior to 2008 did not allow the use of motorcycles, resulting in fines for motorcycle drivers and complaints from the American Motorcyclist Association, but have since been revised to comply with the federal regulations mentioned above.[51][54][55].
In some jurisdictions, such as Ontario, Canada, taxis and airport limousines are allowed to use HOV lanes even if there are no passengers, because that vehicle "will be able to return to service more quickly after dropping off a passenger or arriving earlier to pick them up, thus moving more people to their destinations in fewer vehicles."[56].
In Virginia, the San Francisco Bay Area, Houston, and other places with HOV lanes, travelers form sluglines&action=edit&redlink=1 "Slugging (vehicle) (not yet written)") in which drivers pick up one or more passengers from a designated "casual carpool" or slug lines to travel in HOV lanes; The driver stops near the sluglines and calls out his destination, and the people in line going to that destination get into the car in order of arrival.[57].
Compliance, enforcement and evasion
Fines are typically imposed on drivers of unauthorized vehicles using the lanes.[58].
After the introduction of HOVs, some drivers placed inflatable dolls in the passenger seat, a practice that persists today, although it is now illegal.[58] In 2005, cameras capable of distinguishing between human beings and mannequins or dolls were tested in the United Kingdom.[59].
In the United States, law enforcement agencies have documented various methods used by drivers to circumvent HOV occupancy regulations:
In early 2006, an Arizona woman alleged that she had been improperly ticketed for using the HOV lane because the fetus she was carrying justified her use of the lane, while pointing out that Arizona traffic laws do not define what constitutes a person. However, a judge later ruled that to be considered a "person" under Arizona traffic laws, a person must occupy a "separate and distinct" space in a vehicle.[60] Likewise, in California, in order to use HOV lanes, there must be two (or, if indicated, three) separate people occupying seats in a vehicle, and a fetus does not count toward this requirement.[61].
In 2009 and 2010, non-compliance rates in HOV lanes in Brisbane, Australia were found to be approaching 90%. Strengthened law enforcement led to greater compliance, the average duration of bus trips was reduced by approximately 19%, and the total number of people transported increased by 12%.[62].
In February 2010, a 61-year-old woman attempted to pass off a life-sized mannequin as a passenger to use the HOV lane in New York state. A police officer on routine HOV patrol became suspicious when he observed the alleged passenger wearing sunglasses and using the visor on a cloudy morning. When the officer approached the vehicle, he discovered that the “passenger” was actually a mannequin wearing lipstick, designer glasses, a long wig, and a blue sweater. The driver received a traffic ticket for using the HOV lane without a human passenger, which carries a fine of $135 in 2010 and two points on the driver's license.[63][64].
In January 2013, a motorist tried to claim that his company's bylaws, which had been placed unfastened in the passenger seat, constituted a person, citing the principle of corporate personhood, and the California State Vehicle Code, which defines a person as "individuals and corporations." This argument was rejected in traffic court, where the presiding judge commented: "Common sense says that carrying a sheaf of papers in the front seat does not alleviate traffic congestion."[65]
In March 2015, a motorist attempted to use a cardboard cutout of actor Jonathan Goldsmith to access an HOV lane in Fife, Washington. The officer noted that other drivers had used sleeping bags in previous attempts to enter the HOV lane.[66]
In July 2022, a pregnant woman in Texas alleged that her fetus counted as a passenger for purposes of HOV lane use following the ruling in Dobbs v. Jackson Women's Health Organization and the subsequent consideration of fetuses as persons under Texas law.[67]
Effectiveness
According to 2009 US Census data, 76% drive alone to work and only 10% carpool. For suburban workers working in a city, the solo driving rate is 82%.[68].
Some underutilized HOV lanes in several states have been converted to high-occupancy toll (HOT) lanes, which offer lone drivers access to HOV lanes for a toll.[68].
HOV lanes are also an effective way to manage traffic after natural disasters, as seen in New York after Hurricane Sandy in October 2012. At the time, Mayor Bloomberg banned passenger cars with fewer than three occupants from entering Manhattan. The restriction affected all bridges and tunnels entering the city, except the George Washington Bridge.[69].
Reviews
Critics have argued that HOV lanes are underused. It is unclear whether the HOV lanes are used enough to offset delays in the other mixed-use lanes.[70][71].
The situation has caused social problems in Indonesia, where some people become "car jockeys" - people who make a living by offering drivers to fill their car to meet the occupancy limit. The situation reportedly caused people to become unemployed for doing so, increased congestion and allowed parents to profit from their babies.[72][73][74][75][35][76][77][78].
References
[1] ↑ Caves, R. W. (2004). Encyclopedia of the City (en inglés). Routledge. p. 339.
[3] ↑ Administración Federal de Carreteras (27 de julio de 2009). «A Review of HOV Lane Performance and Policy Options in the United States – Section 1: Introduction» (en inglés). FHWA Tolling and Pricing Program. Consultado el 25 de abril de 2012.: https://ops.fhwa.dot.gov/publications/fhwahop09029/sec1_introduction.htm
[5] ↑ a b c Katherine F. Turnbull. «History of HOV Facilities» (en inglés). Administración Federal de Carreteras (FHWA). Archivado desde el original el 14 de marzo de 2012. Consultado el 26 de abril de 2012. Katherine F. Turnbull (1992), "HOV Project Case Studies: History and Institutional Arrangements".: https://web.archive.org/web/20120314224451/http://www.hovworld.com/page6/page6.htm
[8] ↑ a b c d Christopher K. Leman; Preston L. Schiller; Kristin Pauly. «Re-Thinking HOV – High Occupancy Vehicle Facilities and the Public Interest» (en inglés). National Transportation Library. Archivado desde el original el 4 de diciembre de 2010. Investigación financiada parcialmente por Chesapeake Bay Foundation y Bullitt Foundation, pp. 3–5.: https://web.archive.org/web/20101204025344/http://ntl.bts.gov/DOCS/retk.html
[9] ↑ a b c MIT "Real-Time" Rideshare Research (24 de enero de 2009). «Selective History of Ridesharing – The 1970s Energy Crises» (en inglés). Massachusetts Institute of Technology.: http://ridesharechoices.scripts.mit.edu/home/histstats/
[13] ↑ Texas Transportation Institute (September 2002). «Executive Report. Effects of Changing HOV Lane occupancy requirements: El Monte Busway Case Study» (en inglés). Federal Highway Administration. Archivado desde el original el 17 de junio de 2017. Consultado el 27 de abril de 2012.: https://web.archive.org/web/20170617121144/https://ntl.bts.gov/lib/jpodocs/repts_te/13679.html
[19] ↑ Ministerio de la Presidencia, Justicia y Relaciones con las Cortes (17 de junio de 2025), Real Decreto 465/2025, de 10 de junio, por el que se modifica el Reglamento General de Circulación, aprobado por Real Decreto 1428/2003, de 21 de noviembre, en materia de señalización de tráfico (Real Decreto 465/2025), pp. 79080-79764, consultado el 3 de julio de 2025 .: https://www.boe.es/eli/es/rd/2025/06/10/465
[36] ↑ «CRASH ANALYSIS OF SELECTED HIGH-OCCUPANCY VEHICLE FACILITIES IN TEXAS: METHODOLOGY, FINDINGS, AND RECOMMENDATIONS» (en inglés). Texas Transportation Institute. Setiembre de 2004. «Los corredores de Dallas con carriles HOV de flujo concurrente separados por amortiguadores mostraron un cambio en la ocurrencia de accidentes con un aumento en la tasa de accidentes con heridos. El corredor norte de la IH-35E experimentó un aumento del 56% en el índice de accidentes con heridos. El corredor IH-635 experimentó un aumento del 41% en el índice de accidentes con heridos. Un análisis más detallado de los datos de colisiones indica que los mayores índices de colisiones con heridos se debieron principalmente a las colisiones que se produjeron en el carril HOV y en el carril interior de uso general adyacente al carril HOV.».: http://tti.tamu.edu/publications/catalog/record/?id=25946
[47] ↑ a b c «High Occupancy Vehicle (HOV) Lanes – Rules and FAQs» (en inglés). «Estoy embarazada. ¿Cuento como una persona o como dos? En el mundo HOV, eres una persona. Sin embargo, los bebés de cualquier edad cuentan como una persona.».: http://www.virginiadot.org/travel/hov-rulesfaq.asp
[49] ↑ «Eligible Vehicles – Single Occupant Carpool Lane Use Stickers» (en inglés). California Air Resources Board. 12 de abril de 2012. Consultado el 16 de abril de 2012.: http://www.arb.ca.gov/msprog/carpool/carpool.htm
[57] ↑ «Sluglines assists the driver by reaching the two or three person HOV requirement, and the passenger in getting a free ride to their destination.» (en inglés). Sluglines.com. 27 de enero de 2010. Archivado desde el original el 22 de julio de 2013. Consultado el 1 de junio de 2010.: https://web.archive.org/web/20130722151545/http://sluglines.com/
[60] ↑ a b Mikkelson, Barbara (8 de mayo de 2014). «Diamond Lanes Aren't a Pregnant Girl's Best Friend». Snopes.com (en inglés).: http://www.snopes.com/autos/law/carpool.asp
[62] ↑ Lyndon, S. Marinelli, P.A. Macintosh, K. and McKenzie, S. (28–30 de setiembre de 2011). «High occupancy vehicle lane enforcement: a successful trial in Brisbane by adding a splash of magenta. Proceedings of the 34th Australasian Transport Research Forum» (en inglés). Archivado desde el original el 19 de bril de 2013. Consultado el 1 de mayo de 2012.: https://web.archive.org/web/20130419101215/http://www.atrf11.unisa.edu.au/Assets/Papers/ATRF11_0150_final.pdf