Managed (HOV/HOT) Lanes

Introduction

Managed lanes are lanes that provide special access to vehicles based on a set of rules, usually occupancy and pricing rules.

Managed lanes provide flexibility to users by allowing them to choose the best method for taking a trip. This choice reduces congestion by taking advantage of existing roadway space more efficiently. If flow can be maintained by pricing, eligibility, or access, more vehicles can get through the corridor.

The term “managed lanes” is generally used by transportation professionals to describe the broad category of special-use lanes. However, many agencies choose more user-friendly names, such as “express lanes.”

Managed lane facilities are also called:

• High-occupancy vehicle (HOV) lanes.
• High-occupancy toll (HOT) lanes.
• Express toll lanes.
• Truck-only lanes.
• Bus-only lanes.

Executive Summary

HOV Lanes
HOV lanes allow vehicles with two, three, or more passengers to use special lanes separated from the main traffic lanes. Only HOVs are allowed in the lane. HOV lanes typically provide travel time savings (less time spent) and trip reliability (the same time spent every time), offering an incentive for ridesharing.

HOT Lanes
HOT lanes allow single-occupant and sometimes lower-occupancy cars access to HOV lanes in exchange for paying a toll. Drivers traveling in the HOT lanes are assured of a high-speed trip and reliable travel time. In a few cases, the toll charge changes to better manage the flow of traffic. HOT lanes offer an alternative to congestion and generate revenue that can offset a portion of the costs.

Express Toll Lanes
Express toll lanes also charge a toll for access, but these lanes typically charge all users, including HOVs, regardless of occupancy.

Truck-Only Lanes
Truck-only lanes restrict access to trucks or other slow-moving vehicles. A truck-specific lane typically separates the slower, less-agile vehicles from the main lanes and allows higher speeds in the adjacent lanes for passenger cars.

Bus-Only Lanes
Bus-only lanes restrict access to transit vehicles. These lanes provide an added travel time benefit for using transit. Passenger cars are restricted from these lanes, reducing the effects of congestion felt by buses and decreasing wait time for passengers.

• Areas where larger roadway improvements are not feasible. Because of construction and right-of-way costs, environmental concerns, or community issues, it may not be possible to expand a freeway to offer congestion-free travel at all times of the day. Managed lanes can provide a congestion “relief valve” to offer faster trips during peak periods.
• Areas with heavily congested corridors with few travel options. Managed lanes can provide travel time savings for buses, vanpools, and carpools. This creates an incentive to shift from single-occupant vehicles to ridesharing.

• Roadways with funding issues and the potential to generate income. As traditional transportation funding declines, agencies are looking at managed lanes as a way to make freeway improvements while covering all or part of the costs.
• Roads where specific vehicle types should be separated from other traffic. To promote safety in corridors with heavy truck volumes, an operating agency may want to separate large trucks from other vehicles using managed lanes.

No single set of guidelines can apply to all types of managed lanes since no two facilities are the same. However, several planning, design, and operational factors should be considered when starting these types of projects.

The type of managed lane should support the regional long-range plan and the goals and objectives for the specific corridor. More and more, agencies are considering networks of managed lanes that connect different corridors to provide smooth service. Other operational tools, such as dynamic lane control and variable speed limits, have been considered in combination with managed lanes.

Design and operational features can influence the development of managed lanes. The location and layout of access to the managed lanes are key factors. Priced managed lanes need to use tolling systems that charge travelers for use of the facility.

Managed lanes can promote efficiency. Lane management strategies should be constantly monitored and evaluated so that operations can be adjusted as conditions change. A monitoring program can make sure the facility performs as expected.

Agencies may combine project objectives for managed lanes in a particular corridor. Designing a flexible system allows for operation changes in response to shifting travel patterns and community goals.

Issues

Public resistance to managed lanes is common. This is especially true when a facility increases an occupancy requirement or charges tolls for the first time. Surveys and usage statistics from Houston, Minneapolis, and San Diego show that drivers from all income levels use managed lanes.

To ensure success with managed lanes, broad communication involving planners, public officials, decision makers, affected parties, and the public should exist. Special projects may require including certain groups and targeting specific audiences. Marketing and outreach efforts typically combine strategies to reveal the impacts and benefits of managed lanes, as well as the challenges. Project supporters are also key for success.

Cost

The project cost depends on the type of facility being constructed or adapted. Costs can range from $60–$70 million to equip an existing HOV lane with tolling technology to billions of dollars to construct additional lanes. Right-of-way requirements may greatly increase the cost.

Additional maintenance and operational costs should also be expected. One example of an additional cost is the need to provide a traffic management center with the equipment and personnel necessary to monitor conditions.

Finally, tolling can increase the cost of operations, but the cost may be less if tolling infrastructure is already used in the area.

Who Is Responsible?

State departments of transportation, tolling authorities, and transit agencies are typically responsible for managed lane projects. Historically, HOV lanes in Dallas/Fort Worth and Houston were implemented and operated jointly between the local Texas Department of Transportation (TxDOT) district office and regional transit agency.

For priced facilities, TxDOT has partnered with private companies to help obtain financing and to build and operate managed lane facilities. Managed lane projects tend to involve more partners with a variety of interests.

Project Time Frame

The length of time required to implement a managed lane depends on whether a new lane is needed or a current section can be used to create the managed lane. Building a new lane requires more time and expense than converting a shoulder. Also, toll lanes may require new infrastructure. Tolling components include overhead signs and tolling and monitoring systems.