Extend Clean Pass for now, but reimagine its use

When the Clean Pass program launched in 2006, federal and state officials hoped it would encourage drivers to use energy-efficient vehicles, incentivizing them by allowing those with the prized sticker to use the prized high-occupancy lanes.

Now, after almost two decades in place, the Clean Pass program is scheduled to expire as of Oct. 1. While that deadline has been set for a while, few drivers knew until the state Department of Transportation updated its website, followed by a letter from Gov. Kathy Hochul to Clean Pass holders that blamed the program’s end on Congress and the Trump administration. Clean Pass is a federal program.

If it expires, drivers in 14 states will be barred from the express lane unless they have multiple passengers. Here in New York, there’ve been significant efforts to promote hybrid and electric vehicles’ use, and the policy change is expected to hit many more drivers. To address drivers’ immediate concerns, Long Island’s House members first should secure a temporary Clean Pass extension, perhaps for about two years. Republican Reps. Nick LaLota and Andrew Garbarino support an extension; they should push to get it done. That’ll give existing Clean Pass holders a necessary reprieve. But state and federal transportation officials must also reimagine the future of the program and the HOV lane more broadly. The Long Island Expressway’s HOV lane began more than 30 years ago and hasn’t changed much since. But driver behavior — and work patterns — have shifted considerably. It’s time to take a fresh look.

That starts with an extensive federal and state data-driven analysis. We need to know who uses the HOV lanes — whether carpoolers, families or single driver Clean Pass holders, and how often. We need to understand how often the HOV lanes are clogged, and how close they are to the requirement of maintaining a 45 miles per hour minimum average speed 90% of the time over 180 days at rush hour. Best practices in other states are worth a look, too.

If the goal is to take cars off the road, we need to find the best way to get there. The end result could look a lot different. Perhaps a version of Clean Pass remains, but in a more focused and incentive-based way. Perhaps the data shows Clean Pass should indeed expire and drivers can have fair warning. Should the HOV lane usage change as well, to result in fewer entrances and exits or a lane limited more to buses, public transit and those with at least three or four passengers? Perhaps a more permanent division between the lane and the rest of the highway would prevent drivers from weaving in and out as they routinely do now.

But first, we need to understand the issues, data, pitfalls, and solutions. Extend the Clean Pass practice — for now. Then, with a full analysis in hand, take steps to rethink what comes next.