Editing High-occupancy vehicle lane (section)

==History==
===United States===
[[File:VA 07 2012 I395 HOV 3854.JPG|thumb|The first HOV freeway, which opened in 1969, was on [[Shirley Highway]] in [[Northern Virginia]]; as of 2012, the [[Interstate 95 in Virginia|I-95]]/[[Interstate 395 (District of Columbia–Virginia)|I-395]] HOV facility operates as a two-lane barrier-separated [[reversible lane|reversible]] HOV 3+ facility (center lanes) with access through elevated on- and off-ramps.]] 
[[File:Interstate 405 Carpool Lane Sign.jpg|thumb|For 50 years, from 1970 to 2020, the [[California Department of Transportation]] preferred to use the term "carpool", as seen on [[Interstate 405 in California|I-405]] in [[Los Angeles]], as opposed to "HOV".]]
The introduction of HOV lanes in the United States progressed slowly during the 1970s and early 1980s. Major growth occurred from the mid-1980s to the late 1990s.<ref name=1stHOVs/> The first freeway HOV lane in the United States was implemented in the [[Henry G. Shirley Memorial Highway]] in [[Northern Virginia]], between Washington, DC, and the [[Capital Beltway]], and was opened in 1969 as a [[bus lane|bus-only lane]].<ref name=1stHOVs/><ref name=FHWA2>{{cite web|url=https://ops.fhwa.dot.gov/publications/fhwahop09029/sec2_operational.htm|title=Section 2: Operational Description of the Nation's HOV Lanes  |author= Federal Highway Administration|publisher=FHWA Tolling and Pricing Program|date=December 2008|access-date=2012-04-24|author-link=Federal Highway Administration }}</ref><ref name=Caltrans1>{{cite web|url=http://www.dot.ca.gov/hq/traffops/systemops/hov/|title=Managed Lane |author=[[California Department of Transportation]] (Caltrans)|publisher=Caltrans|year=2007|access-date=2012-04-26}}</ref> The busway was opened in December 1973 to [[carpool]]s with four or more occupants, becoming the first instance in which buses and carpools officially shared a HOV lane over a considerable distance.<ref name=HistUS1>{{cite web|url=http://ntl.bts.gov/DOCS/retk.html|title=Re-Thinking HOV – High Occupancy Vehicle Facilities and the Public Interest|author1=Christopher K. Leman|author2=Preston L. Schiller|author3=Kristin Pauly|publisher=[[National Transportation Library]]|access-date=2012-04-30|archive-date=2010-12-04|archive-url=https://web.archive.org/web/20101204025344/http://ntl.bts.gov/DOCS/retk.html|url-status=dead}} ''Research funded partly by the [[Chesapeake Bay Foundation]] and the [[Bullitt Foundation]], pp. 3–5.''</ref><ref name=HistUS2>{{cite web|url=http://ridesharechoices.scripts.mit.edu/home/histstats/|title=Selective History of Ridesharing – The 1970s Energy Crises|author=MIT "Real-Time" Rideshare Research|publisher=[[Massachusetts Institute of Technology]]|date=2009-01-24|access-date=2012-04-30}}</ref>

In 2005, the two lanes of this HOV 3+ facility carried during the morning peak hour (6:30 am to 9:30 am) a total of 31,700 people in 8,600 vehicles (3.7 persons/veh), while the three or four general-purpose lanes carried 23,500 people in 21,300 vehicles (1.1 persons/veh). Average travel time in the HOV facility was 29 minutes, and 64 minutes in the general traffic lanes.<ref>{{cite news|url=http://www.tollroadsnews.com/node/972|title=HOV lanes clogged with hybrids-complicate toll plan|author=Peter Samuel|work=Toll Roads News|date=2005-01-12|access-date=2012-04-25|url-status=dead|archive-url=https://archive.today/20120912170357/http://www.tollroadsnews.com/node/972|archive-date=2012-09-12}}</ref> As of 2012, the [[Interstate 95 in Virginia|I-95]]/I-395 HOV facility is {{Convert|30|mi|abbr=on}} long, extends from [[Washington, D.C.]], to [[Dumfries, Virginia]], and has two [[reversible lane|reversible]] lanes separated from the regular lanes by barriers, with access through elevated on- and off-ramps. Three or more people in a vehicle (HOV 3+) are required to travel on the facility during rush hours on weekdays.<ref name=VDOTHOV>{{cite web|url=http://www.virginiadot.org/travel/hov-novasched.asp|title=High Occupancy Vehicle (HOV) Systems|publisher =[[Virginia Department of Transportation]] (VDOT)|date=4 December 2017}}</ref>

The second freeway HOV facility, which opened in 1970, was the [[contraflow lane|contraflow]] [[bus lane]] on the [[Lincoln Tunnel Approach and Helix]] in [[Hudson County, New Jersey]].<ref name=1stHOVs>{{cite web |url=http://www.hovworld.com/page6/page6.htm |title=History of HOV Facilities |author=Katherine F. Turnbull |publisher=[[Federal Highway Administration]] (FHWA) |access-date=2012-04-26 |archive-date=2012-03-14 |archive-url=https://web.archive.org/web/20120314224451/http://www.hovworld.com/page6/page6.htm |url-status=dead }} Complete account published in Katherine F. Turnbull (1992),  "''HOV Project Case Studies: History and Institutional Arrangements''"</ref>  According to the [[Federal Highway Administration]] (FHWA), the [[Lincoln Tunnel XBL]] is the country's HOV facility with the highest number of peak hour persons among HOV facilities with utilization data available, with 23,500 persons in the morning peak,<ref name=FHWA2/> and 62,000 passengers during the four-hour morning peak.<ref>{{cite web |url=http://www.apta.com/resources/reportsandpublications/Documents/APTABrochure_v28%20FINAL.pdf |title=Public Transportation: Moving America Forward |author=[[American Public Transit Association]] (APTA) |publisher=APTA |access-date=2012-04-25 |archive-url=https://web.archive.org/web/20130102221405/http://www.apta.com/resources/reportsandpublications/Documents/APTABrochure_v28%20FINAL.pdf |archive-date=2013-01-02 |url-status=dead }} ''See p. 6''</ref>

The first permanent HOV facility in [[California]] was the bypass lane at the [[San Francisco–Oakland Bay Bridge]] toll plaza, opened to the public in April 1970.<ref name=Caltrans1/> The [[El Monte Busway]] ([[Interstate 10 in California|I-10 / San Bernardino Freeway]]) in [[Los Angeles]] was initially only available for buses when it opened in 1973. Three-person carpools were allowed to use the bus lane for three months in 1974 due to a strike by bus operators, and then permanently at a 3+ HOV from 1976. It is one of the most efficient HOV facilities in North America<ref name=Texas2002>{{cite web|url=http://ntl.bts.gov/lib/jpodocs/repts_te/13679.html|title=Executive Report. Effects of Changing HOV Lane occupancy requirements: El Monte Busway Case Study|author=Texas Transportation Institute|publisher=[[Federal Highway Administration]]|date=September 2002|access-date=2012-04-27|author-link=Texas Transportation Institute|archive-date=2017-06-17|archive-url=https://web.archive.org/web/20170617121144/https://ntl.bts.gov/lib/jpodocs/repts_te/13679.html|url-status=dead}}</ref> and was converted into a [[high-occupancy toll lane]] operation in 2013 to allow low-occupancy vehicles to bid for excess capacity on the lane in the [[Metro ExpressLanes]] project.<ref>{{cite web|url=http://www.metro.net/projects/expresslanes/|title=Metro Express Lanes}}</ref>

Beginning in the 1970s, the [[Urban Mass Transportation Administration]] recognized the advantages of exclusive bus lanes and encouraged their funding. In the 1970s the FHWA began to allow state highway agencies to spend federal funds on HOV lanes.<ref name=HistUS1/> As a result of the [[1973 oil crisis|1973 Arab Oil Embargo]], interest in [[Carpool|ridesharing]] picked up, and states began experimenting with HOV lanes. In order to reduce [[crude oil]] consumption, the 1974 [[Emergency Highway Energy Conservation Act]] mandated maximum speed limits of {{convert|55|mph|abbr=on}} on public highways and became the first instance when the U.S. federal government provided funding for ridesharing and states were allowed to spend their highway funds on rideshare demonstration projects. The 1978 Surface Transportation Assistance Act made funding for rideshare initiatives permanent.<ref name=HistUS2/>

Also during the early 1970s, ridesharing was recommended for the first time as a tool to mitigate air quality problems. The 1970 [[Clean Air Act Amendments]] established the [[National Ambient Air Quality Standards]] and gave the [[Environmental Protection Agency]] (EPA) substantial authority to regulate air quality attainment. A final control plan for the [[Los Angeles Basin]] was issued in 1973, and one of its main provisions was a two-phase conversion of {{convert|184|mi|abbr=on}} of freeway and arterial roadway lanes to bus/carpool lanes and the development of a regional computerized carpool matching system. However, it took until 1985 before any HOV project was constructed in [[Los Angeles County]], and by 1993 there were only {{convert|58|mi|abbr=on}} of HOV lanes countywide.<ref name=HistUS2/>

A significant policy shift took place in October 1990, when a memorandum from the FHWA administrator stated that "''FHWA strongly supports the objective of HOV preferential facilities and encourages the proper application of HOV technology.''" Regional administrators were directed to promote HOV lanes and related facilities.<ref name=HistUS1/> Also in the early 1990s, two laws reinforced the U.S. commitment to HOV lane construction. The [[Clean Air Act Amendments of 1990]] included HOV lanes as one of the transportation control measures that could be included in state implementation plans to attain federal air quality standards. The 1990 amendments also deny the administrator of the EPA the authority to block FHWA from funding 24-hour HOV lanes as part of the sanctions for a state's failure to comply with the Clean Air Act, if the secretary of transportation wishes to approve the FHWA funds.<ref name=HistUS1/>

On the other hand, the [[Intermodal Surface Transportation Efficiency Act]] (ISTEA) of 1991 encouraged the construction of HOV lanes, which were made eligible for Congestion Mitigation and Air Quality (CMAQ) funds in regions not attaining federal air quality standards. CMAQ funds may be spent on new HOV lane construction, even if the HOV designation holds only at peak travel times or in the peak direction. ISTEA also provided that under the Interstate Maintenance Program, only HOV projects would receive the 90% federal matching ratio formerly available for the addition of general purpose lanes. ISTEA, in addition, permitted state authorities to define a high occupancy vehicle as having a minimum of two occupants (HOV 2+).<ref name=HistUS1/>

As of 2009, California was the state with the most HOV facilities in the country, with 88, followed by [[Minnesota]] with 83 facilities, [[Washington (state)|Washington]] 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 persons per hour during peak hours, substantially more people than the congested general-traffic lanes.<ref name=DefCAN/>[[File:HOT Capital Beltway Panorama 5.jpg|thumb|337x337px|left|The [[Interstate 495 (Capital Beltway)|I-495 Capital Beltway]] in the [[Washington D.C. Metropolitan Area]]. The facility is located in the [[Central reservation|median]], has two HOV lanes in each direction with elevated on/off ramp access with a total of {{cvt|224|mi}} of lanes.]]

As of October 2016, the longest continuous HOV facility in the U.S. is on [[Interstate 15 in Utah|I-15]] in [[Utah]], extending approximately {{cvt|72|mi}} from [[Layton, Utah|Layton]] to [[Spanish Fork, Utah|Spanish Fork]] with a single HOV lane in each direction for a total of {{cvt|144|mi}} of HOV lanes.<ref>{{Cite web|url=http://blog.udot.utah.gov/2016/10/udot-and-uhp-launch-express-lane-education-and-enforcement-blitz/|title=UDOT and UHP launch Express Lane education and enforcement blitz – Transportation Blog|website=blog.udot.utah.gov|language=en-US|access-date=2017-12-31|archive-date=2017-12-27|archive-url=https://web.archive.org/web/20171227232726/http://blog.udot.utah.gov/2016/10/udot-and-uhp-launch-express-lane-education-and-enforcement-blitz/|url-status=dead}}</ref>  While the Utah facility is the longest, the I-495 Capital Beltway in the [[Washington D.C. Metropolitan Area|Washington, D.C., Metropolitan Area]] extends {{cvt|56|mi}} but has two HOV lanes in each direction for a total of {{cvt|224|mi}} of HOV lanes.<ref name="FHWA2" />

On October 24, 2023, [[Michigan]] opened its first-ever HOV lanes on a portion of [[Interstate 75 in Michigan|I-75]] in [[Oakland County, Michigan|Oakland County]] from South Boulevard in [[Bloomfield Township, Oakland County, Michigan|Bloomfield Township]] to 12 Mile Road in [[Madison Heights, Michigan|Madison Heights]] as part of a freeway modernization project. One lane in both directions is restricted to 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 freely use the lanes outside of those hours.<ref>{{cite web |url = https://www.modernize75.com|title=I-75 Modernization Project}}</ref> 
<ref>{{cite web |url = https://www.modernize75.com/HOV|title=Project Highlights - HOV Edition}}</ref><ref>{{cite news |last = Braddock |first = Tiara |date = October 25, 2023 |title = Carpool lanes now open along I-75 in Oakland County; here's when they're active |url = https://www.wxyz.com/news/carpool-lanes-now-open-along-i-75-in-oakland-county-heres-when-theyre-active |access-date = October 25, 2023 |location = Southfield, Michigan |publisher = [[WXYZ-TV]] |language = en-US }}</ref>

===Canada===
[[File:404HOV lane.png|thumb|The HOV lanes on [[Ontario Highway 404]] in [[Southern Ontario]] are separated by a striped buffer zone that breaks occasionally to allow vehicles to enter and exit the HOV lane.]]

The first HOV facilities in Canada were opened in [[Greater Vancouver]] and [[Toronto]] in the early 1990s, followed shortly by facilities in [[Ottawa]], [[Gatineau]], [[Montreal]], and later [[Calgary]]. As of 2010 there were about {{Convert|150|km|abbr=on}} of highway HOV lanes in 11 locations in [[British Columbia]], [[Ontario]], and [[Quebec]], and over {{Convert|130|km|abbr=on}} of arterial HOV lanes in 24 locations in Greater Vancouver, Calgary, Toronto, Ottawa, and Gatineau.<ref name="DefCAN" /> The [[Ontario Ministry of Transportation]] (MTO) in 2006 estimated that commuters in Toronto using the HOV facilities on [[Ontario Highway 403|Highways 403]] and [[Ontario Highway 404|404]] were saving 14–17 minutes per trip compared to their travel time before the HOV lanes opened. The MTO also estimated that almost 40% of commuters were carpooling on Highway 403 eastbound in the morning peak hour, compared to 14% in 2003, and 37% of commuters were carpooling on Highway 403 westbound in the afternoon peak hour, compared to 22% in 2003. The average rush hour speed on the HOV lanes is {{Convert|100|kph|abbr=on}}, compared to {{Convert|60|kph|abbr=on}} in general-traffic lanes on Highway 403.<ref name=DefCAN/>
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]].

===Europe===
{{see also|Bus lane}}
As of 2012, there are a few HOV lanes in operation in Europe. The main reason for this is that, in general, European cities have better [[public transport]] services and fewer high-capacity multi-lane urban motorways than do the U.S. and Canada.{{Cn|date=July 2024}} However, at around 1.3 persons per vehicle, average car occupancy is relatively low in most European cities.<ref name=HOVUK>{{cite web|url=http://www.etcproceedings.org/paper/britain-s-first-high-occupancy-vehicle-lane-the-a647-leeds|title=Britain's first high occupancy vehicle lane – the A647, Leeds|vauthors=Quinn DJ, Gilson DR, Dixon MT|publisher=ETC Proceedings|year=1998|access-date=2012-04-27|archive-url=https://web.archive.org/web/20121016173615/http://etcproceedings.org/paper/britain-s-first-high-occupancy-vehicle-lane-the-a647-leeds|archive-date=2012-10-16|url-status=dead}}</ref> The emphasis in Europe has been on providing bus lanes and on-street bus priority measures.<ref name=HOVEurope/>

The first HOV lane in Europe was opened in the [[Netherlands]] in October 1993 and operated until August 1994. Its facility was a {{Convert|7|km|abbr=on}} barrier-separated HOV 3+ on the [[A1 motorway (Netherlands)|A1]] near [[Amsterdam]]. The facility did not attract enough users to overcome public criticism and was converted to a reversible lane open to general traffic after the judge in a [[test case (law)|legal test case]] ruled that Dutch traffic law lacked the concept of a [[car pool]] and thus that the principle of equality was violated.<ref name="HOVEurope">{{cite web|url=http://www.mccormickrankin.com/pdf/UrbanTrans2006.pdf|title=High Occupancy Vehicle Lanes – Worldwide Lessons for European Practitioners|author=S. Schijns|publisher=McCormick Rankin Corp|year=2006|access-date=2012-04-25|url-status=dead|archive-url=https://web.archive.org/web/20100613133750/http://www.mccormickrankin.com/pdf/UrbanTrans2006.pdf|archive-date=2010-06-13}} ''See Section 3.1''</ref><ref>{{cite web|url=http://www.statengeneraaldigitaal.nl/thema_carpoolstrook.html |title=Dutch parliamentary record on the carpooling lanes experiment (archived) |language=nl |publisher=Statengeneraaldigitaal.nl |access-date=2012-04-25 |url-status=dead |archive-url=https://web.archive.org/web/20110724170748/http://www.statengeneraaldigitaal.nl/thema_carpoolstrook.html |archive-date=July 24, 2011 }}</ref>

[[Spain]] was the next European country to introduce HOV lanes ({{langx|es|Vehículos de Alta Ocupación, VAO}}), when median reversible Bus-VAO lanes were opened in [[Madrid]]'s [[A-6 motorway (Spain)|A-6]] in 1995. This facility is Europe's oldest HOV facility that is still in operation.<ref name="HOVEurope" />

The first HOV facility in the [[United Kingdom]] opened in [[Leeds]] in 1998. The facility was implemented on [[A647 road]] near Leeds as an experimental scheme, but it became permanent. The HOV facility is {{Convert|1.5|km|abbr=on}} long and operates as a HOV 2+ facility.<ref name="HOVUK" /><ref name="HOVEurope" /><ref>{{cite web|url=http://www.konsult.leeds.ac.uk/private/level2/instruments/instrument029/l2_029c.htm|title=Experience in Europe: Leeds, UK|author=Institute for Transport Studies, [[University of Leeds]]|publisher=Konsult Leeds|access-date=2012-04-27|url-status=dead|archive-url=https://web.archive.org/web/20120222144319/http://www.konsult.leeds.ac.uk/private/level2/instruments/instrument029/l2_029c.htm|archive-date=2012-02-22}}</ref>

A {{convert|2.8|km|abbr=on}} HOV 3+ facility opened in [[Linz]], [[Austria]], in 1999.

The first HOV lane in [[Norway]] was implemented in May 2001 as an HOV 3+ on Elgeseter Street, an undivided four-lane [[arterial road]] in [[Trondheim]]. This facility was followed by HOV lanes in [[Oslo]] and [[Kristiansand]].<ref name="HOVEurope" /><ref>{{cite web|url=http://www.etcproceedings.org/paper/evaluation-of-hov-lanes-in-norway|title=Evaluation of Hov-lanes in Norway|author=T Haugen|publisher=ETC Proceedings|year=2004|access-date=2012-04-27|archive-url=https://web.archive.org/web/20121017062256/http://etcproceedings.org/paper/evaluation-of-hov-lanes-in-norway|archive-date=2012-10-17|url-status=dead}}</ref>

===New Zealand and Australia===

The first HOV lane (known as a Transit Lane T2 or T3<ref>{{cite web |url=http://www.rms.nsw.gov.au/trafficinformation/trafficfacilities/trafficsigns/r7/r7-223.html |title=TRANSIT LANE T2 (24hrs) |access-date=2015-01-21 |url-status=dead |archive-url=https://archive.today/20150121231519/http://www.rms.nsw.gov.au/trafficinformation/trafficfacilities/trafficsigns/r7/r7-223.html |archive-date=2015-01-21 }}</ref>) in [[Australia]] opened in February 1992, located on the [[Eastern Freeway, Melbourne|Eastern Freeway]] in [[Melbourne]] travelling inbound.<ref name="OECD02">{{Cite book|author=Organisation for Economic Co-operation and Development|title = Road Travel Demand – Meeting the Challenge |url=https://books.google.com/books?id=AZNrNqqcB6sC&q=san+francisco+hov+lane+1973&pg=PA133|year=2002|publisher=[[OECD Publishing]]|isbn = 978-92-64-17551-8|pages=134|author-link = Organisation for Economic Co-operation and Development }}</ref> In May 2005, T2 Transit lanes were opened on [[Hoddle Highway|Hoddle Street]] in Melbourne.<ref>{{Cite web|url=https://www.theage.com.au/news/National/New-lane-to-ease-Hoddle-Street-blues/2005/05/16/1116095905932.html|title=New lane to ease Hoddle Street blues - National - theage.com.au|website=[[The Age]]|language=en|access-date=2018-06-11|date=2005-05-17}}</ref> As of 2012, there were also T2 and T3 facilities in [[Canberra]], [[Sydney]] and [[Brisbane]].

In [[Auckland]], [[New Zealand]], there are several short HOV 2+ and 3+ lanes throughout the region, commonly known as T2 and T3 lanes.<ref>{{cite web
 |url=http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Pages/Transit-Guides.aspx 
 |title=Transit Guides 
 |publisher=Auckland Transport 
 |access-date=2010-05-06 
 |date=2011-10-28 
 |url-status=dead 
 |archive-url=https://web.archive.org/web/20111125112141/http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Pages/Transit-Guides.aspx 
 |archive-date=2011-11-25 
}}</ref>  There is a T2 transit lane in [[Tamaki Drive]], in a short stretch between [[Tamaki Drive#Okahu Bay Reserve|Okahu Bay Reserve]] and downtown Auckland.<ref name=AuckandT2>{{cite web|url=http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Documents/Priority_Lanes_for_Carpooling-print.pdf |title=Priority lanes for carpooling |author=Auckland Transport |publisher=Auckland Transport |access-date=2012-05-06 |url-status=dead |archive-url=https://web.archive.org/web/20130209104855/http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Documents/Priority_Lanes_for_Carpooling-print.pdf |archive-date=2013-02-09 }}</ref> There are also T2 priority lanes on Auckland's [[Auckland Northern Motorway|Northern]], [[Auckland Southern Motorway|Southern]], [[Northwestern Motorway|Northwestern]], and [[New Zealand State Highway 20|Southwestern Motorway]]s. These priority lanes are left-side on-ramp lanes heading towards the motorway, where vehicles with two or more people can bypass the [[ramp meter]] signal. Priority lanes can also be used by trucks, buses, and motorcycles, and the priority lanes can be used by carpoolers at any time.<ref name=AuckandT2/> Eleven lanes were opened to electric vehicles in a one-year trial from September 2017.<ref>{{cite web|url=https://www.drivingtests.co.nz/resources/what-is-an-ev-lane/|access-date=2017-09-27|title=What is an EV lane |date=2017-09-18}}</ref> There are also several short T2 and T3 facilities in [[North Shore City]] operating during rush hours.<ref>{{cite web|url=http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Documents/North_Shore_Transit_Lanes-print.pdf |title=North Shore transit lanes |author=Auckland Transport |publisher=Auckland Transport |access-date=2012-05-06 |url-status=dead |archive-url=https://web.archive.org/web/20130203182059/http://www.aucklandtransport.govt.nz/moving-around/bus-and-transit-lanes/WhereAreTheBusAndTransitLanes/Documents/North_Shore_Transit_Lanes-print.pdf |archive-date=2013-02-03 }}</ref>

===Indonesia===
[[File:3 in 1-sudirman.jpg|thumb|A large green signage indicates the HOV 3+ (Three in One) implementation zone in [[Jakarta]], [[Indonesia]].]]
In Jakarta, HOV 3+ is known as "Three in One" (''Tiga dalam satu'') and was first implemented by governor [[Sutiyoso]]. HOV 3+ is implemented on weekdays in existing roads of Sisingamangaraja Road (fast and slow lane), [[Jalan Jenderal Sudirman]] (fast and slow lane), [[Jalan M.H. Thamrin]] (fast and slow lane), Medan Merdeka Barat Road, Majapahit Road, and sections of [[Jalan Jenderal Gatot Subroto]]. The policy was originally implemented only between 7:00 am and 10:00 am. Since the introduction of [[TransJakarta|Jakarta's bus rapid transit]] in December 2003, the policy was extended to 7:00 am – 10:00 am and 4:00 pm – 7:00 pm. In September 2004, the evening time was changed to 4:30 pm – 7:00 pm.<ref>{{Citation |title=SEHARI JELANG PERESMIAN TRANS JAKARTA | date=13 September 2022 |url=https://www.youtube.com/watch?v=TlgENdWDWLc |language=en |access-date=2022-10-17}}</ref> [[Car jockey]]s are paid by drivers to ride on vehicles, so that those vehicles would bypass the three in one restriction.<ref>[http://www.thejakartaglobe.com/jakarta/jockeys-and-ojeks-more-of-a-problem-than-a-solution/516499 Jockeys and Ojeks: More of a Problem Than a Solution | The Jakarta Globe<!-- Bot generated title -->] {{webarchive |url=https://web.archive.org/web/20130318023620/http://www.thejakartaglobe.com/jakarta/jockeys-and-ojeks-more-of-a-problem-than-a-solution/516499 |date=March 18, 2013 }}</ref><ref>[http://mg.co.za/article/2006-03-06-car-jockeys-cash-in-on-jakartas-traffic-snarl 'Car jockeys' cash in on Jakarta's traffic snarl | News | Mail & Guardian<!-- Bot generated title -->]</ref> On August 30, 2016, an [[odd–even rationing]] (''ganjil-genap'') system began to replace "3-in-1" rule, after a successful trial. Odd plate numbers can enter former "3-in-1" areas on odd days and even plate numbers on even ones.<ref name="antaranews.com">{{cite web |url=http://www.antaranews.com/berita/581613/pemberlakuan-ganjil-genap-pukul-1600-kawasan-sudirman-tersendat |title=Pemberlakuan ganjil-genap pukul 16.00, kawasan Sudirman tersendat |date=August 30, 2016}}</ref>

===China===
In [[Shenzhen]], HOV 2+ has been implemented on Binhai Avenue since 25 April 2016. The policy was then extended to 7:30 am – 9:30 am and 5:30 pm – 9:30 pm.

In [[Chengdu]], from January 23, 2017, HOV 2+ has been implemented on Kehua Road South, Kehua Road Middle, and Tianfu Avenue Section 1 and 2, during 7:00 am-9: 00 am and 5:00 pm-7: 00 pm.

In [[Dalian]], an expressway (Northeast Expressway, or Dongbei Expressway) linking old town and new town had one lane in both outbound and inbound directions set to HOV 2+. Starting from September 20, 2017, commuters can opt to drive in HOV lane on Northeast Expressway during the morning peak hours of 06:30-08:30, and evening peak hours of 16:30-19:00. A fine of  CNY100 (about USD15) will be enforced for first violators. For a second violation, the fine will double.