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This section seems to be a mess. Some of the data seems to suggest they aren't effective, some data is vague, for example what does it matter to "effectiveness" (of reducing overall traffic and encouraging more drivers to carpool) that the carpool lane moves more people? If it doesn't move enough people to reduce overall traffic, then it isn't effective. But that information isn't there. Further there's one entirely nonsensical line "HOV lanes are also an effective way to manage traffic after natural disasters" to which the example is a blanket banning of vehicles driving into New York with fewer than 3 occupants. It doesn't explain how having a permanent HOV lane is in any way relevant to mandating all lanes and all roads and bridges are off limits to cars with fewer than 3 people, in fact it would seem the HOV lane would be entirely irrelevant at that point, meaning the HOV lane does nothing in a disaster. Promontoriumispromontorium ( talk) 05:59, 24 March 2013 (UTC)
I like how the article outlines the pros and cons of HOV lanes, but a great refutation to the "HOV lanes arent encouraging more carpooling, just advantaging those who would have had multiple occupants anyway" can be found in the "slugging" phenomenon of the washington DC metro area where "sluggers" line up at arranged points and wait for drivers to pick them up. The driver gets to use the HOV lane and the sluggers get a ride. I think I'll add that to the article.
I don't have enough information, but I know a couple of years ago a judge ruled that a mother with her baby constitued carpooling after she got a ticket for using the lane and fought it. This probably should be included, but I don't know enough so I'll put it here. If somebody knows more about it, maybe it should be included. - Rt66lt 04:21, September 5, 2005 (UTC)
I think another problem might be that they look under-utilized even though they are moving equal or more people than a lane of single-occ vehicles. After all, it takes at most half the vehicles to move the same amount of people. Increased speed can mean more "empty space" even though the same amount of vehicles or being moved. I could be wrong, but assuming same following distances it seems that a lane going twice as fast and with twice the persons/vehicle can move the same amount of people in only 1/4th the lane use-- Jason McHuff 21:14, 12 September 2005 (UTC)
I can't remember the details, but a man was recently caught using a dummy to drive in the HOV lane PrometheusX303 14:20, 4 March 2006 (UTC)
It is my impression that valid research in the transportation research community isn't always "published" with the same frequency and rigor as other research communities. That is not a criticism of the transportation research but an acknowledgement of differences in methodolgy. Therefore, there is no need to denegrate valid research from reputable academic institutions just because it hasn't made it into a journal (yet).
In that light, I altered Softgrow's pejorative statement "unpublished research" to a less POV statement of "recent research".
Further, Texas A&M University's Texas Transportation Institute is a highly respected outfit, and I'd argue that serious research from it is presumed to be valid. Therefore, I have reintroduced the HOV criticism based on TTI research, and per Softgrow's edit comment request, I have cited the original document (which was prominently linked at the end of the originally referenced article, BTW).
Nova SS 14:55, 4 April 2006 (UTC)
I removed this item from the External links:
This is a letter to a newspaper, and as such is just the opinion of one person and hardly encyclopedic. It also contains a potentially misleading statement: "A typical diamond lane carries only 7 percent of the traffic, yet the lanes take up 25 percent of the capacity on a four-lane freeway." Surely the correct comparison is not the percentage of traffic but the percentage of travelers carried.
In fact, all of the external links except the last are anti-HOV-lane opinion pieces. Shouldn't there be more balance? Fionah 19:36, 18 April 2006 (UTC)
I've removed all except the last link. They are unreliable sources. See discussion in section above about verifiability etc. Softgrow 21:56, 18 April 2006 (UTC)
A friend of mine pointed out to me that HOV lanes make much more sense if you think of them as being built primarily for buses. Without HOV lanes it would be much more difficult to have reliably timely rush-hour express bus service to and from the suburbs, which would make riding the bus impractical for many potential transit users, which would make bus service to the suburbs more difficult to justify. Once the lanes have been built, of course, the buses hardly need the whole lane to themselves, so the lanes are made available to other multi-passenger vehicles. I'd be interested to hear if there's anything in the literature about this approach or perspective, as in my mind it just explains too many otherwise puzzling things about the diamond lanes. If so, I'd think it would merit a mention. Jerry Kindall 07:29, 20 April 2006 (UTC)
High-occupancy vehicle → High-occupancy vehicle lane — Rationale:Article is about a lane type not the vehicle that occupies it. Was changed from this High-occupancy vehicle lane → High-occupancy vehicle in 2003 and should be changed back. Softgrow 07:53, 20 April 2006 (UTC)
Many ponder whether a hearse can use a HOV lane when one or more of the passengers it carries are not alive. I searched the article, but it mentions nothing about a whether hearses can use HOVs in this situation. -- 68.102.193.78 02:43, 7 August 2006 (UTC)
Per WP:COMMONNAME, HOV lane ( 312,000 Ghits) would be preferable to high-occupancy vehicle lane ( 51,300 Ghits). Let's have a survey below. -- JianLi 01:53, 12 January 2007 (UTC)
The article talks extensively about USA and Canada, has a link to Australian transit lanes; but otherwise only mentions an abandoned experiment in the Netherlands, and a camera trail on the on the Forth Road Bridge in the UK, which if you read the reference was for variable-tolls for multiple-occupancy vehicles, not separate lanes [2]. Do HOV lanes exist anywhere else in the world? TiffaF 11:16, 28 August 2007 (UTC)
California was building HOVs long before Ontario and has far more HOVs and direct HOV-to-HOV ramps. I could list all those freeways in this article and put in a bit of history as well but then that would make this article way too long.
The material about Ontario is interesting but should be shortened or transferred to another article. This article should maintain a worldwide view. -- Coolcaesar 17:48, 21 September 2007 (UTC)
What does this mean:
"In emergency situations, an HOV "cordon" is sometimes placed prohibiting all vehicles from crossing the cordon during specified times. The cordon is enforced through the use of police checkpoints. For example, Midtown and Lower Manhattan were placed under cordons during the morning peak hours in the aftermath of the September 11, 2001 attacks and during the 2005 New York City transit strike."
--
87.178.53.197 (
talk) 20:27, 15 March 2009 (UTC)
There is mo mention of this in the article on Interstate H-1. What is it supposed to mean?
"Honolulu uses a "zipper" barrier to create an additional HOV lane on the westbound side of Interstate H-1,..."
--
87.178.53.197 (
talk) 20:29, 15 March 2009 (UTC)
The following discussion is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.
Merging Transit lane into HOV Lane would improve both subjects, Australian transit lanes and Northern hemisphere HOV lanes, by encouraging comparison and contrast of common issues, such as similar goals and criticisms.-- Dbratland ( talk) 01:52, 26 May 2009 (UTC)
I have a major POV problem with the Theory and Practice segment, which seems heavily weighted in favor of the HOV lane concept. The function of a highway is to move vehicles - not passengers. How those vehicles are used by their owners is immaterial to the purpose of the highway.
The contention that 7% of vehicles having two or more occupants are more productive than the remaining 93% is simply wrong. If the comparison is based on HOV traffic moving 65 mph and SOV traffic moving 5 mph, the entire highway model is flawed. If productivity (in terms of passenger-miles per dollar or ton-miles per dollar) is the criterion for favoring segments of highway users, we should instead be setting aside separate lanes for big trucks, which are far more productive than automobiles. -- Virgil H. Soule ( talk) 11:43, 29 November 2009 (UTC)
I am surprised there is nothing about children qualifying people to drive in HOV lanes. Allowing a vehicle containing one adult and one or more children into the HOV lane does nothing to encourage fewer cars on the road. I wonder if this is allowed to encourage public support of the HOV lane concept, to capitalize on parents' self interest who would not otherwise qualify to use the lane, and that the lanes would seem wastefully empty without parent "carpoolers" in it. — Preceding unsigned comment added by Danregan ( talk • contribs) 19:47, 21 August 2011 (UTC)
This article has been manipulated to suggest that the purpose of HOV lanes is essentially to make overall journey times FASTER. This is a nonsense strawman argument that would just as soon be forwarded by a pro-car special interest as it would be by a misguided HOV supporter. The reality is that HOV lanes are intended to be traffic calming devices also - that is, to make (short-term) journey times SLOWER, and in so doing, to push people to alternate means of transport over the longer term. That this key aspect of HOV lanes is COMPLETELY missing from this article is nothing short of emabrassing. I have added a bit of theory about this, but surely this needs to beexpanded upon. I find it almost tragic how space has been given to the legalistic strawmen "rights" arguments (my tax money paid for aircraft carrier runways too - doesnt mean i get to drive my car on them) while completely ignoring THE main argument for HOV lanes which is to over time make single car driving less appealing. — Preceding unsigned comment added by 86.26.12.110 ( talk) 11:40, 16 March 2012 (UTC)
There are a number of comments above about the creation of HOV/HOT lanes being politically. Of course there is loads of politics involved, but it will always be political where the allocation of money raised by taxation is concerned and there is nothing 'non-political' about providing road space and parking for free at the point-of-use whilst requiring bus and train users to buy tickets every time.
If the aim of HOV lanes is to slow down single-occupancy vehicles, and there are reliable references for that, then we should say so. If not them we shouldn't. The job of any Wikipedia article however is, after all, only to reflect the notable, reliable views in a balanced way. We need to express the political arguments as played out by the media, advocacy groups and policy makers in a fair, reasoned balanced way and relate it to the wider political social and environmental changes.
I am reworking the article at present and will aim to bring more of that out, but it will take a few weeks. In particular I am looking to explore in the history section why HOV lanes were created (I think it was the 1970s oil-shock), and also the academic theory behind them and the evolution in HOT tolling. There also seems to be a story to tell in relation to bus lanes. The Harbor Transitway seems a good example of where a bus only system was used by only a very small number of vehicles and is currently in the process of being converted to a HOT system. Not an expert on this, but reading about it at the moment. The M4 bus lane in the UK was very efficient at moving buses, but was perceived as a wasted resource by motorists and was removed recently.
-- PeterEastern ( talk) 07:31, 24 April 2012 (UTC)
It's great that this article is getting some love and attention at present.
Regarding the recent changes to images, I have a few observations:
You can take a look a more images here.-- Mariordo ( talk) 06:09, 27 April 2012 (UTC)
-- PeterEastern ( talk) 07:47, 24 April 2012 (UTC)
Great progress on the history section! A couple of observations/suggestions:
Regarding the traffic counts for the HOV lanes in New York, it says " with 23,500 persons in the morning peak,[6] and 62,000 passengers during the 4-hour morning peak.[12]". What is the difference between the two numbers? — Preceding unsigned comment added by 198.24.31.70 ( talk) 17:31, 5 November 2012 (UTC)
i have always known this as "H-O-V lane"; nicki minaj reading it as "hove" is the first i'd ever heard it that way.
urbandict does not back her up on this. is she just playing with the term? or are the lanes, in fact, being called "hove" in slang already?
are utes likewise reading SUV as "soove" these days? 209.172.25.134 ( talk) 19:46, 6 August 2013 (UTC)
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The link [50] points out that motorcycles in Ontario have no restrictions on using any HOV lanes in Ontario, however the article states the opposite, I rekkon the info on article is outdated. Игорь Ивашев ( talk) 17:08, 6 January 2020 (UTC)
I think we should just delete this. No information to it and, regardless, it seems kind of silly to have a section just listing all the accidents that happened on/as-a-result-of carpool lanes. Agree? Test123Bug ( talk) 07:30, 23 March 2020 (UTC)
1. "A high-occupancy vehicle lane (also known as an HOV lane, carpool lane, diamond lane, 2+ lane, and transit lane or T2 or T3 lanes) is a restricted traffic lane reserved for the exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools, and transit buses."
I think the introduction should be expanded to say "A high-occupancy vehicle lane (also known as an HOV lane, carpool lane, diamond lane, 2+ lane, and transit lane or T2 or T3 lanes) is a restricted traffic lane originally intended and reserved for the exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools, and transit buses."
The definition is certainly more accurate and appropriate, especially in the U.S.A. where now carpool lanes are used by people on motorcycles, electric vehicles and people who routinely break the rules by driving alone in the lane.
2. "As of 2012, there are some 126 HOV facilities on freeways in 27 metropolitan areas in the United States, which includes over 1,000 corridor miles (1,600 km)."
This is old data from 8 years ago that needs to be updated.
3. "Temporary HOV lanes were added to selections of 400-series highways in the Greater Toronto Area for the 2015 Pan American Games and 2015 Parapan American Games."
"400-series" certainly does not make a lot of sense to me since I do not live in Canada. An clarification would be appropriate.
4. "As of 2012, there are a few HOV lanes in operation in Europe."
This is also old data from 8 years ago that needs to be updated.
5. "A fine of CNY100 (about USD15) will be enforced for first violators."
This statement is useless information if not in context with an average monthly pay or something similar. I'm sure $15 have different meanings in U.S.A. and China.
6. The "Qualifying vehicles" section includes 7 bullets/categories. The original intention of carpool lanes was never to allow categories 2, 3, 4 and 7. This should be clear and noted. Category 7 is preposterous. I have not seen a single highway around the world that allowed bicycle which, at the same time, I find it a recklessly stupid and dangerous idea.
7. "In 2009 and 2010 it was found that non-compliance rates on HOV lanes in Brisbane, Australia, were approaching 90%."
The "non-compliance rate" mentioned above is meaningless to me - it could make sense to somebody from Brisbane, Australia but certainly not to someone from Brisbane, California, U.S.A.
8. "For the same reason, further criticism was made during the 2009 recession in the decision to build an HOV flyover exit to and from Summerlin Parkway, a freeway that lacked HOV lanes until 2017."
I have no clue what an "HOV flyover exit" is. It certainly is not jargon from the U.S.A. This should be clarified.
9. "The situations have caused social problems in Indonesia, where some people become "car jockey", people who make their living by offering drivers to fill their car in order to meet the occupancy limit. Reportedly, the situation caused people stay in unemployment for doing so, increased congestion and let parents profit from their babies."
Please rephrase this so it's clearer.
10. "California HOV sticker for hybrid electric vehicles (the benefit for non-plug-in hybrids expired on 1 July 2011)."
What is the meaning and connotation of the word "benefit" in this context? Is it aimed at saying "right/ability to drive"?
11. The "Criticism" section of this article should also include the argument around bikes and electric vehicles in carpool lanes, especially for California. HOV lanes were never intended for less than 2 people, whether you drive a bike or an electric vehicle. Those modes of transportation should not define your ability to drive in a carpool lane. It's the number of people per vehicle that matters and that was and should be the point of inventing HOV lanes: reduce the number of vehicles on highways and reduce pollution.
12. I will conclude by saying that accidents are caused by poor/distracted driving, lack of signaling, disregard of basic rules and reduced safety distance. I think this article lacks an analysis around this fact. Anybody who has been in a carpool lane, particularly in California, knows that HOV lanes are safe as long as people using them drive safely. Sights of people driving with cellphones, suddenly merging into the carpool lane without signaling, crossing over solid lines and staying too close to people at high speed are common sights. This article had a small and useless section called "Incidents" that was fairly pointless in the form I saw it. I think it should be brought back and used for the purpose of talking about carpool lanes and accidents with related reasons.
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This section seems to be a mess. Some of the data seems to suggest they aren't effective, some data is vague, for example what does it matter to "effectiveness" (of reducing overall traffic and encouraging more drivers to carpool) that the carpool lane moves more people? If it doesn't move enough people to reduce overall traffic, then it isn't effective. But that information isn't there. Further there's one entirely nonsensical line "HOV lanes are also an effective way to manage traffic after natural disasters" to which the example is a blanket banning of vehicles driving into New York with fewer than 3 occupants. It doesn't explain how having a permanent HOV lane is in any way relevant to mandating all lanes and all roads and bridges are off limits to cars with fewer than 3 people, in fact it would seem the HOV lane would be entirely irrelevant at that point, meaning the HOV lane does nothing in a disaster. Promontoriumispromontorium ( talk) 05:59, 24 March 2013 (UTC)
I like how the article outlines the pros and cons of HOV lanes, but a great refutation to the "HOV lanes arent encouraging more carpooling, just advantaging those who would have had multiple occupants anyway" can be found in the "slugging" phenomenon of the washington DC metro area where "sluggers" line up at arranged points and wait for drivers to pick them up. The driver gets to use the HOV lane and the sluggers get a ride. I think I'll add that to the article.
I don't have enough information, but I know a couple of years ago a judge ruled that a mother with her baby constitued carpooling after she got a ticket for using the lane and fought it. This probably should be included, but I don't know enough so I'll put it here. If somebody knows more about it, maybe it should be included. - Rt66lt 04:21, September 5, 2005 (UTC)
I think another problem might be that they look under-utilized even though they are moving equal or more people than a lane of single-occ vehicles. After all, it takes at most half the vehicles to move the same amount of people. Increased speed can mean more "empty space" even though the same amount of vehicles or being moved. I could be wrong, but assuming same following distances it seems that a lane going twice as fast and with twice the persons/vehicle can move the same amount of people in only 1/4th the lane use-- Jason McHuff 21:14, 12 September 2005 (UTC)
I can't remember the details, but a man was recently caught using a dummy to drive in the HOV lane PrometheusX303 14:20, 4 March 2006 (UTC)
It is my impression that valid research in the transportation research community isn't always "published" with the same frequency and rigor as other research communities. That is not a criticism of the transportation research but an acknowledgement of differences in methodolgy. Therefore, there is no need to denegrate valid research from reputable academic institutions just because it hasn't made it into a journal (yet).
In that light, I altered Softgrow's pejorative statement "unpublished research" to a less POV statement of "recent research".
Further, Texas A&M University's Texas Transportation Institute is a highly respected outfit, and I'd argue that serious research from it is presumed to be valid. Therefore, I have reintroduced the HOV criticism based on TTI research, and per Softgrow's edit comment request, I have cited the original document (which was prominently linked at the end of the originally referenced article, BTW).
Nova SS 14:55, 4 April 2006 (UTC)
I removed this item from the External links:
This is a letter to a newspaper, and as such is just the opinion of one person and hardly encyclopedic. It also contains a potentially misleading statement: "A typical diamond lane carries only 7 percent of the traffic, yet the lanes take up 25 percent of the capacity on a four-lane freeway." Surely the correct comparison is not the percentage of traffic but the percentage of travelers carried.
In fact, all of the external links except the last are anti-HOV-lane opinion pieces. Shouldn't there be more balance? Fionah 19:36, 18 April 2006 (UTC)
I've removed all except the last link. They are unreliable sources. See discussion in section above about verifiability etc. Softgrow 21:56, 18 April 2006 (UTC)
A friend of mine pointed out to me that HOV lanes make much more sense if you think of them as being built primarily for buses. Without HOV lanes it would be much more difficult to have reliably timely rush-hour express bus service to and from the suburbs, which would make riding the bus impractical for many potential transit users, which would make bus service to the suburbs more difficult to justify. Once the lanes have been built, of course, the buses hardly need the whole lane to themselves, so the lanes are made available to other multi-passenger vehicles. I'd be interested to hear if there's anything in the literature about this approach or perspective, as in my mind it just explains too many otherwise puzzling things about the diamond lanes. If so, I'd think it would merit a mention. Jerry Kindall 07:29, 20 April 2006 (UTC)
High-occupancy vehicle → High-occupancy vehicle lane — Rationale:Article is about a lane type not the vehicle that occupies it. Was changed from this High-occupancy vehicle lane → High-occupancy vehicle in 2003 and should be changed back. Softgrow 07:53, 20 April 2006 (UTC)
Many ponder whether a hearse can use a HOV lane when one or more of the passengers it carries are not alive. I searched the article, but it mentions nothing about a whether hearses can use HOVs in this situation. -- 68.102.193.78 02:43, 7 August 2006 (UTC)
Per WP:COMMONNAME, HOV lane ( 312,000 Ghits) would be preferable to high-occupancy vehicle lane ( 51,300 Ghits). Let's have a survey below. -- JianLi 01:53, 12 January 2007 (UTC)
The article talks extensively about USA and Canada, has a link to Australian transit lanes; but otherwise only mentions an abandoned experiment in the Netherlands, and a camera trail on the on the Forth Road Bridge in the UK, which if you read the reference was for variable-tolls for multiple-occupancy vehicles, not separate lanes [2]. Do HOV lanes exist anywhere else in the world? TiffaF 11:16, 28 August 2007 (UTC)
California was building HOVs long before Ontario and has far more HOVs and direct HOV-to-HOV ramps. I could list all those freeways in this article and put in a bit of history as well but then that would make this article way too long.
The material about Ontario is interesting but should be shortened or transferred to another article. This article should maintain a worldwide view. -- Coolcaesar 17:48, 21 September 2007 (UTC)
What does this mean:
"In emergency situations, an HOV "cordon" is sometimes placed prohibiting all vehicles from crossing the cordon during specified times. The cordon is enforced through the use of police checkpoints. For example, Midtown and Lower Manhattan were placed under cordons during the morning peak hours in the aftermath of the September 11, 2001 attacks and during the 2005 New York City transit strike."
--
87.178.53.197 (
talk) 20:27, 15 March 2009 (UTC)
There is mo mention of this in the article on Interstate H-1. What is it supposed to mean?
"Honolulu uses a "zipper" barrier to create an additional HOV lane on the westbound side of Interstate H-1,..."
--
87.178.53.197 (
talk) 20:29, 15 March 2009 (UTC)
The following discussion is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.
Merging Transit lane into HOV Lane would improve both subjects, Australian transit lanes and Northern hemisphere HOV lanes, by encouraging comparison and contrast of common issues, such as similar goals and criticisms.-- Dbratland ( talk) 01:52, 26 May 2009 (UTC)
I have a major POV problem with the Theory and Practice segment, which seems heavily weighted in favor of the HOV lane concept. The function of a highway is to move vehicles - not passengers. How those vehicles are used by their owners is immaterial to the purpose of the highway.
The contention that 7% of vehicles having two or more occupants are more productive than the remaining 93% is simply wrong. If the comparison is based on HOV traffic moving 65 mph and SOV traffic moving 5 mph, the entire highway model is flawed. If productivity (in terms of passenger-miles per dollar or ton-miles per dollar) is the criterion for favoring segments of highway users, we should instead be setting aside separate lanes for big trucks, which are far more productive than automobiles. -- Virgil H. Soule ( talk) 11:43, 29 November 2009 (UTC)
I am surprised there is nothing about children qualifying people to drive in HOV lanes. Allowing a vehicle containing one adult and one or more children into the HOV lane does nothing to encourage fewer cars on the road. I wonder if this is allowed to encourage public support of the HOV lane concept, to capitalize on parents' self interest who would not otherwise qualify to use the lane, and that the lanes would seem wastefully empty without parent "carpoolers" in it. — Preceding unsigned comment added by Danregan ( talk • contribs) 19:47, 21 August 2011 (UTC)
This article has been manipulated to suggest that the purpose of HOV lanes is essentially to make overall journey times FASTER. This is a nonsense strawman argument that would just as soon be forwarded by a pro-car special interest as it would be by a misguided HOV supporter. The reality is that HOV lanes are intended to be traffic calming devices also - that is, to make (short-term) journey times SLOWER, and in so doing, to push people to alternate means of transport over the longer term. That this key aspect of HOV lanes is COMPLETELY missing from this article is nothing short of emabrassing. I have added a bit of theory about this, but surely this needs to beexpanded upon. I find it almost tragic how space has been given to the legalistic strawmen "rights" arguments (my tax money paid for aircraft carrier runways too - doesnt mean i get to drive my car on them) while completely ignoring THE main argument for HOV lanes which is to over time make single car driving less appealing. — Preceding unsigned comment added by 86.26.12.110 ( talk) 11:40, 16 March 2012 (UTC)
There are a number of comments above about the creation of HOV/HOT lanes being politically. Of course there is loads of politics involved, but it will always be political where the allocation of money raised by taxation is concerned and there is nothing 'non-political' about providing road space and parking for free at the point-of-use whilst requiring bus and train users to buy tickets every time.
If the aim of HOV lanes is to slow down single-occupancy vehicles, and there are reliable references for that, then we should say so. If not them we shouldn't. The job of any Wikipedia article however is, after all, only to reflect the notable, reliable views in a balanced way. We need to express the political arguments as played out by the media, advocacy groups and policy makers in a fair, reasoned balanced way and relate it to the wider political social and environmental changes.
I am reworking the article at present and will aim to bring more of that out, but it will take a few weeks. In particular I am looking to explore in the history section why HOV lanes were created (I think it was the 1970s oil-shock), and also the academic theory behind them and the evolution in HOT tolling. There also seems to be a story to tell in relation to bus lanes. The Harbor Transitway seems a good example of where a bus only system was used by only a very small number of vehicles and is currently in the process of being converted to a HOT system. Not an expert on this, but reading about it at the moment. The M4 bus lane in the UK was very efficient at moving buses, but was perceived as a wasted resource by motorists and was removed recently.
-- PeterEastern ( talk) 07:31, 24 April 2012 (UTC)
It's great that this article is getting some love and attention at present.
Regarding the recent changes to images, I have a few observations:
You can take a look a more images here.-- Mariordo ( talk) 06:09, 27 April 2012 (UTC)
-- PeterEastern ( talk) 07:47, 24 April 2012 (UTC)
Great progress on the history section! A couple of observations/suggestions:
Regarding the traffic counts for the HOV lanes in New York, it says " with 23,500 persons in the morning peak,[6] and 62,000 passengers during the 4-hour morning peak.[12]". What is the difference between the two numbers? — Preceding unsigned comment added by 198.24.31.70 ( talk) 17:31, 5 November 2012 (UTC)
i have always known this as "H-O-V lane"; nicki minaj reading it as "hove" is the first i'd ever heard it that way.
urbandict does not back her up on this. is she just playing with the term? or are the lanes, in fact, being called "hove" in slang already?
are utes likewise reading SUV as "soove" these days? 209.172.25.134 ( talk) 19:46, 6 August 2013 (UTC)
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The link [50] points out that motorcycles in Ontario have no restrictions on using any HOV lanes in Ontario, however the article states the opposite, I rekkon the info on article is outdated. Игорь Ивашев ( talk) 17:08, 6 January 2020 (UTC)
I think we should just delete this. No information to it and, regardless, it seems kind of silly to have a section just listing all the accidents that happened on/as-a-result-of carpool lanes. Agree? Test123Bug ( talk) 07:30, 23 March 2020 (UTC)
1. "A high-occupancy vehicle lane (also known as an HOV lane, carpool lane, diamond lane, 2+ lane, and transit lane or T2 or T3 lanes) is a restricted traffic lane reserved for the exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools, and transit buses."
I think the introduction should be expanded to say "A high-occupancy vehicle lane (also known as an HOV lane, carpool lane, diamond lane, 2+ lane, and transit lane or T2 or T3 lanes) is a restricted traffic lane originally intended and reserved for the exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools, and transit buses."
The definition is certainly more accurate and appropriate, especially in the U.S.A. where now carpool lanes are used by people on motorcycles, electric vehicles and people who routinely break the rules by driving alone in the lane.
2. "As of 2012, there are some 126 HOV facilities on freeways in 27 metropolitan areas in the United States, which includes over 1,000 corridor miles (1,600 km)."
This is old data from 8 years ago that needs to be updated.
3. "Temporary HOV lanes were added to selections of 400-series highways in the Greater Toronto Area for the 2015 Pan American Games and 2015 Parapan American Games."
"400-series" certainly does not make a lot of sense to me since I do not live in Canada. An clarification would be appropriate.
4. "As of 2012, there are a few HOV lanes in operation in Europe."
This is also old data from 8 years ago that needs to be updated.
5. "A fine of CNY100 (about USD15) will be enforced for first violators."
This statement is useless information if not in context with an average monthly pay or something similar. I'm sure $15 have different meanings in U.S.A. and China.
6. The "Qualifying vehicles" section includes 7 bullets/categories. The original intention of carpool lanes was never to allow categories 2, 3, 4 and 7. This should be clear and noted. Category 7 is preposterous. I have not seen a single highway around the world that allowed bicycle which, at the same time, I find it a recklessly stupid and dangerous idea.
7. "In 2009 and 2010 it was found that non-compliance rates on HOV lanes in Brisbane, Australia, were approaching 90%."
The "non-compliance rate" mentioned above is meaningless to me - it could make sense to somebody from Brisbane, Australia but certainly not to someone from Brisbane, California, U.S.A.
8. "For the same reason, further criticism was made during the 2009 recession in the decision to build an HOV flyover exit to and from Summerlin Parkway, a freeway that lacked HOV lanes until 2017."
I have no clue what an "HOV flyover exit" is. It certainly is not jargon from the U.S.A. This should be clarified.
9. "The situations have caused social problems in Indonesia, where some people become "car jockey", people who make their living by offering drivers to fill their car in order to meet the occupancy limit. Reportedly, the situation caused people stay in unemployment for doing so, increased congestion and let parents profit from their babies."
Please rephrase this so it's clearer.
10. "California HOV sticker for hybrid electric vehicles (the benefit for non-plug-in hybrids expired on 1 July 2011)."
What is the meaning and connotation of the word "benefit" in this context? Is it aimed at saying "right/ability to drive"?
11. The "Criticism" section of this article should also include the argument around bikes and electric vehicles in carpool lanes, especially for California. HOV lanes were never intended for less than 2 people, whether you drive a bike or an electric vehicle. Those modes of transportation should not define your ability to drive in a carpool lane. It's the number of people per vehicle that matters and that was and should be the point of inventing HOV lanes: reduce the number of vehicles on highways and reduce pollution.
12. I will conclude by saying that accidents are caused by poor/distracted driving, lack of signaling, disregard of basic rules and reduced safety distance. I think this article lacks an analysis around this fact. Anybody who has been in a carpool lane, particularly in California, knows that HOV lanes are safe as long as people using them drive safely. Sights of people driving with cellphones, suddenly merging into the carpool lane without signaling, crossing over solid lines and staying too close to people at high speed are common sights. This article had a small and useless section called "Incidents" that was fairly pointless in the form I saw it. I think it should be brought back and used for the purpose of talking about carpool lanes and accidents with related reasons.