TIME FOR EMOTIONS; THOUGHTS OF SEPARATED BIKE LANES

the Thoughts of Separated Bike Lanes on a City Street,

Brings out the Emotions of Motorists and Cyclists

The Dialogue; Proposal for separated bike lanes (SBL) on 7th St. SW, Calgary AB

Image courtesy of the City of Calgary

Reaction to Proposals for Separated Bike Lanes (SBL)

It is interesting to observe the dialogue from city politicians, staff, the public (both motorists and cyclists), and from the media when there is any movement to propose installation of separated bike lanes.

The Motorists

Motorists tend to express their desire towards where the status quo is the best policy.  After all, they pay directly for the investment in roadways and their maintenance, not the pedestrians nor the cyclists.  The fact that these motorists may live in other suburban communities and drive to work on the candidate streets for separated bike lanes do not distract them from coming forth with strong objections.  Desire for having a vibrant, liveable, sustainable and green city where air pollution from cars is reduced seems to leave their thinking process and emotions takes over.  More on this later.

The Cyclists

Now, cyclists are not a homogenous group and come out quite vocal, as well as motorists, for their favourite solutions.  In the dialogue, the best solutions for growing cycling traffic seem to leave their thinking process, as well.  Considerations do not seem to come into the debate for what it will take in infrastructure designs to persuade motorists that they should leave their cars at home and cycle instead.  Considerations do not come into their dialogue for what will it take in cycling infrastructure designs to persuade parents with children of ages of preschool, primary school, or young teenagers to let these children cycle with or without their parents, as is the case.

The Media

To frequently, the media seems to be too interested in firing up some debate to sell papers, airtime, or ad space.  So, if they sense that a controversy can be started, they are too willing to go for it.

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Montreal QC, Berri St
Separated Bike Lanes
Curb and Post Separation
©Photograph by H-JEH Becker, 2013

Vancouver, Hornby St
Separated Bike Lanes
©Photograph by H-JEH Becker, 2013

Vancouver, Carrall Greenway
Separated Bike Lanes
Sections of Cycle Tracks
and Bike Paths on Road Shoulder
©Photograph by H-JEH Becker, 2013

©H-JEH Becker, Velo.Urbanism, Third Wave Cycling Group Inc., 2013

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Comments from the Latest CycloTouring Trip – Cyclists’ Passage Through Intersections

©Photograph by H-JEH Becker, 2012

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Some more comments from the recently completed 72 day, 4,100 kilometres cycling touring trip through the States of Montana, Idaho, Washington, Oregon, and California with the southern terminus being Santa Barbara.

 

Bend OR, Traffic priority sign, Motorists yield to cyclists
©Photograph by H-JEH Becker, 2012

Especially in intersections, trip time, visibility to motorists, separation of cyclists from motorists, and awareness (to both motorists and cyclists) of where one should cycle and where one could expect cyclists are some of the key factors to attract people to cycle rather than to drive. Completeness of a cycling network, and opportunities for combined mobility trips are the others.

These are some of the factors that active cycling cities in Europe with high cycling mode share have incorporated into their cycling infrastructure and networks.

 

Cyclists’ visibility to motorists; separation of cyclists and motorists especially in intersections and supporting trip time

Research has shown trip time as an important factor that will influence people to use bicycles for trips or to use other transportation options instead, such as driving a car.  Current emerging technology has the capacity to reduce green phases of traffic signals to length of time that is just sufficient for the crossing of an intersection by traffic, including cyclists and pedestrians.  This trip highlighted the rapid rollout of this technology.

This technology could also be installed at intersections of neighbourhood cycling streets (bike routes or as Portlanders like to call them – bike boulevards) and either collector or arterial roads providing reduced trip times for commuters enjoying these quieter streets.  Vancouver BC has shown the effect on cycling traffic growths on neighbourhood cycling streets with cyclists-activated traffic signals.  Now this technology can reduce the waiting time for signals to turn green for cyclists.

 

Traffic Signal Timing

The type of traffic signal monitoring system used and its efficiency in changing signals when there is no traffic on cross streets has a great effect on cycling trip time.  As an example, if one needs to pass through 10 signalized intersections in a 30-minute trip and timing sequence is such that 30 seconds are wasted at each intersection, then the trip time is lengthened by 5 minutes or by 17%.  The constant need for stopping at signalized intersections on the red phase and needlessly waiting when there is no cross-traffic is enough to question ones dedication to making trips by bicycle.

Vancouver BC, Intersection of local street with arterial street, Cyclist-activated traffic signal ©Photograph by H-JEH Becker, 2012

Vancouver BC, Push button on curb of local road at intersection with an arterial road for cyclist-activated traffic signal ©Photograph by H-JEH Becker, 2012

 

Of course, the same is true if routes are on local streets and stop-signed intersections are frequently located along the way.  Vancouver BC has shown the effect of growth of local neighbourhood cycling routes when cyclist-activated traffic signals are present at arterial and collector road crossings.  Now, how much more efficient would trip time be if these signals were controlled by video camera or other technology sensors that track traffic movement and only change the light phase to allow traffic to cross.  Car traffic trip time would decrease while street carrying capacity would also increase.  Drivers’ and cyclists’ frustration levels at intersections would go down.

In 2006, a colleague and I cycled from Vancouver BC to Chicago stopping in Madison WI for the Pro Walk Pro Bike Conference.  Along the way we passed through a mid-west town with 10 traffic lights along the main route through it.  I was able to pass through all the signalized intersections without needing to stop and put my foot on the pavement.

Vacaville, Ca, Video cameras detecting oncoming traffic, including bicycles ©Photograph by H-JEH Becker, 2012

Vacaville, Ca, Video cameras detecting oncoming traffic, including bicycles©Photograph by H-JEH Becker, 2012

As I was approaching the first light, there was a car stopped at the intersection on the crossroad.  Just as I was approaching the stop line, the lights changed allowing the car to proceed through.  For some reason I decided to hesitate on the bicycle before putting my foot down.  The hesitation was only for a few seconds, maybe two or three.  The car had cleared the intersection.  Before the left foot went out of the pedal’s foot strap, the light turned to green and I continued to cycle.  This happened over and over again as I cycled through town.  At one intersection there were two cars backed up on the crossroad.  The green phase stayed on long enough for the two cars to clear the intersection and then the light turned green in my direction.  The length of the green light phase depended on the number of vehicles backed up.

A very efficient system it was.  Cars and trucks were only held up long enough for vehicles on the cross street to clear the intersection.  There was no dead time in any signal phase.  The amount of gasoline wasted by cars at intersections was limited to the minimum.  So was the production of greenhouse gas and the amount of car produced gases that drivers inhaled.  The lights turned only when there was a need.  The monitoring mechanisms of the signal systems, which looked like video cameras, picked me up as I cycled to intersections.

On the cyclotouring trip is year I encountered these efficient traffic control systems in many towns and cities in the mid-west.  The technology is spreading quickly.

Bike Lanes Approaching Intersections.  Continuing through intersections???

In this trip it was still evident that the old design approach of “stopping a bike lane when the road design becomes difficult” is still very much in vogue despites the learning from European cities success in growing their cycling mode share significantly.

Visibility to motorists especially in intersections, separation of cyclists and motorists, and awareness (to both motorists and cyclists) of where one should cycle and where one could expect cyclists are some of the key factors to attract people to cycle rather than to drive. 

There were encounters of intersections where cycling lanes led up to signalized intersections and with very few encounters of cycling lanes marked through intersections.

Bend OR, Bike lane ends at intersection, Continues on other side, No bike lane or sparrows in intersection ©Photograph by H-JEH Becker, 2012

Bend OR, Coloured bike lane ends at intersection, no bike lane or sparrows in intersection ©Photograph by H-JEH Becker, 2012

Coast Village CA, Bike lane ends at intersection, no bike lane or sparrows in intersection, Shop at the farmers market from your bike on the lane ©Photograph by H-JEH Becker, 2012

Santa Barbara CA, Bike lane ends at intersection, Continues on other side, No bike lanes or sharrow in intersection no bike lane or sparrows in intersection ©Photograph by H-JEH Becker, 2012

Santa Barbara CA, Bike lane ends at intersection, Continues on other side of intersection, Coloured intersection crossing, No bike lane or sparrows in intersection ©Photograph by H-JEH Becker, 2012

Some cities have started to be more progressive in intersection designs that would appeal enough to non-cyclists, such as motorists, to try cycling instead.

Coeur d’Alene Trail ID, Awareness of cyclists, Marked bike lane through intersection ©Photograph by H-JEH Becker, 2012

Portland OR, Bike lane coloured through intersection© Photograph by H-JEH Becker, 2012

Missoula MT, Bike Path at sidewalk level entering intersection, Coloured transition through intersection ©Photograph by H-JEH Becker, 2012

Portland OR, Sections of bike lane coloured to highlight where cyclists will be approaching and passing through the intersection ©Photograph by H-JEH Becker, 2012 ©Photograph by H-JEH Becker, 2012

Seattle WA, by a bicycle store, Coloured bike lane through a right turn lane improving awareness of cyclists being present ©Photograph by H-JEH Becker, 2012

Portland is one example.  Now, a few coloured bike boxes have been installed to facilitate left turns and to give cyclists a bit of a priority to clear intersections before car movement.

Portland OR, Coloured bike box for facilitating left turns, Drivers will know where you will be ©Photograph by H-JEH Becker, 2012

Portland OR, Left turn bike box ©Photograph by H-JEH Becker, 2012

Portland OR, Left turn bike box, A sign by curb advising motorists to stop before the green bike box ©Photograph by H-JEH Becker

Separation of Cyclists and Motorists

Separation is one of the quickest ways to grow cycling traffic yet it is still infrequently used in North America, especially in intersections.  Unfortunately some efforts at separation in intersections with roundabouts has increased cycling trip time and reduced safety as cyclists’ road vision and cyclists’ priority to other modes has been reduced.

We have all experienced cycling traffic growth on bike trails along waterfront or on operating and abandoned rail lines.  Separated bike lanes are an implementation of bringing almost the same cycling experience onto streets with the same result, significant cycling traffic growth.

Eugene OR, Coloured cycle track leaving the intersection from road level ©Photograph by H-JEH Becker, 2012

Yakima WA, Serious barrier for separating cyclists and motorists ©Photograph by H-JEH Becker, 2012

Separated bike lanes were infrequently encountered on this trip.  In Eugene, one of the suburbs had a separated bike lane of the Danish cycle track design for several blocks before degrading to bike lanes.  The issue of how wide should a cycle track be came forth considering weather factors throughout the year.  A cycle track with the width of a normal bike lane was installed under deciduous trees that were carpeting the track with leaves during wet autumn weather.  As I was travelling over it there was some concern if the tires would slide out and I would plunge over the curb into the street with its oncoming traffic.  Certainly, wider cycle track would make less determined people give cycling a try.

Roundabouts or Smaller Traffic Circles

Eugene OR, Illegal left turns at traffic circles are prevented with curb extensions separating traffic ©Photograph by H-JEH Becker, 2012

Portland OR, Traffic circle with sharrows highlighting where motorists may encounter cyclists ©Photograph by H-JEH Becker, 2012

Coming from a city that has eliminated stops signs at many intersections by installing traffic circles at 200 or 300 intersections, disappointedly not many were seen on this trip.  Eugene OR had an interesting design which addressed the perpetual issue of motorists shortcutting the traffic circle and ending up in the direction of oncoming motorists and cyclists.  Portland OR enhanced a larger traffic circle through highlighting where cyclists may be through use of sharrows.

City of Davis CA, A traffic circle designed for cyclists use only ©Photograph by H-JEH Becker, 2012

On a previous trip from Vancouver to Chicago back in 2006, I stopped in the City of Davis CA on the way back.  There I encountered a traffic circle for cyclists only at the intersection of two bike paths.  Cycling efficiency was addressed in the similar manner as the Eugene traffic circle.  Obstacles were placed in the way of cyclists to reduce shortcutting in the traffic circle.  Forward thinking is the design.

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Comments from the Last Cycling Touring Trip – CycloTouring in California

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CycloTouring in California

 

For promoting cycling touring, information on closed sections of interstate and state highways needs to be easily accessible on the Internet.  Adventure Cycling maps do provide routes through the state and are useful, if you are going in the direction set out and if you have the time and energy for the defined routes.

CycloTouring in California, at this time, tends to be more for long distance cyclists who are either confident in cycling in fast moving traffic, are competent cyclists, or lean towards risk-taking. Cycling of families with children, as is frequently seen in Europe, would, most likely, be more restricted to some regions in the state that have good cycling infrastructure and multi-kilometres of bike trails. CycloTouring as a combined mobility trip with the Californian and Amtrak train systems is simple and provides opportunities for regional touring. Just take a train to a designation and start the trip from there and then take the train back. Train one way and return by cycling provides another opportunity to extend the trip in different parts of the state. With the trains providing bike space without the need for boxing bikes expands the opportunities for cyclotouring. The only exception is Amtrak’s Coastal Starlight train, which still requires boxing of bicycles. Hope this changes in the near future. How Amtrak’s bus system fits into this type of touring is uncertain to me as I have received different information when the question was asked. Also, it seems uncertain if a bike would be taken when you show up for a bus. Would suggest that bike racks on front and on the back of these buses, i.e. the Swiss method, would increase cyclotourists using these buses. (Combined mobility cyclotouring trips will be the subject of a future blog article)

Realistically, the only provincial / state entity in North America that has comparable European style cyclotouring capacity, which appeals to families and children is the Province of Quebec with its famous La Route Verté network and the province’s capacity for combined mobility with the intercity transportation providers (trains, buses).

California is a frustrating state to cycle in.  Actually, there was enough frustration during the trip where I did not want to cycle to another city and just wanted to get out of the state.  Discouraging was the number of occurrences where interstate and other highways were closed to cyclists along my desired route path.   This did not happen in other western states.

Yes, one could go way out of the desired direction to find highways to cycle on.  Many times these highway routings were not direct to the desired target city for that night.  It would have taken much longer to reach my final destination this way.

Replacing maps with GPS-based cycling computer.
Garmin Edge 800
©Photograph by H-JEH Becker, 2012

Trip planning for the next day, setting up the day course on my Garmin BaseCamp computer mapping software, and then downloading the information onto the Garmin 800 GPS took much longer than it did in other states.  Sometimes it took an extra hour.

The lack of readily availability of information on which section of interstate and state highways were closed to cyclists caused trip planning to be time consuming.

 

The dreaded sign on interstate and state highways. Time to get off. The highway not designed for cycling as a mode of transportation.
Redding CA.
©Photograph by H-JEH Becker, 2012

On one day, an unexpected cycling prohibited sign on a state highway forced rerouting and change of destination for the night half way through that day’s trip when uncancellable motel reservations were already made in another city 30 kilometres farther away.  This happened on a Saturday of a busy weekend, which drew many tourists to this area.  Hotels and motels were filled up.  Finally, an accommodation was found late in the day at the edge of that city.  As it turned out, it was the last room available in the motel.  A bit of luck, at least.

 

There was no advance warning signs that this would occur.  There were no cycling bypass route or signs.  The only alternative was to cycle 20 kilometres north and then another 20 kilometres west to meet up with a highway that would take me to my intended destination.  Now, the question became “Is the highway to the motel open for cycling?”  Not wanting to take that risk, the decision was to stay in the city with the prohibition sign and do a major reroute of the trip bypassing some places that I really wanted to cycle through.

A few days later I was cycling on a state highway when that highway split into two highways.  There was one of those cycling prohibited signs for the highway that I wanted to take.  Joyfully, I noticed a bike route sign leading to the other highway.  So I took it expecting that at some point I wild be directed back to the highway that I wanted to take.  After an hour of cycling I realized that would not happen.  Fortunately, a person at a service station could direct me back to the highway that I wanted to be on by using some local roads.  Confidence was now lost that I could depend on highways to be open for cycling along my intended route.

So, this is cycling in California!

 
 

Trip Planning, Finding Information on Highway Cycling

 

The Internet was a frustrating place to find the needed information.  Maps to identify open roads for cycling did not seem to exist.  There was conflicting and sometimes incorrect information on blogs.

CDOT District 2 Cycling Guide providing information on interstate and state highways open and closed to cyclists.
State of California

There was an exception and that was District 2 of the Californian Department of Transportation, a northern district. 

 
 
 
 
 
 
 
 
 
 
 

This district had produced a very effective and informative document for cycling there (http://www.dot.ca.gov/dist2/pdf/bikeguide.pdf).  Open and closed highways to cyclists were identified on maps.  For closed sections, alternate routings were mapped out.  Other useful information was provided.   Internet search did not reveal the existence of such a document for the other districts in California.  It certainly is needed.

 

Bike Routes Parallel to Highways.

 

Sometimes by chance, parallel bike trails were come upon through Internet searches, by chance, or avoiding restricted sections of highways.   Some of these trails were well marked with direction and destination signs.  Others were not.  Sometimes these routes used local and rural roads.  Some sections would have bike lanes and paved cycleable shoulders.  Some of the roads were shared roads, usually with a low amount of motorized traffic.  For the most part, bike lanes or cycleable paved shoulders were available on these roads.

Pacific Coast Bike Trail between Santa Cruz and Monterey CA. The well signed trail travels along county roads with sections of bike lanes, paved cycleable shoulders, and trails.
©Photograph by H-JEH Becker, 2012

Pacific Coast Bike Trail between Santa Cruz and Monterey CA. The well signed trail travels along county roads with sections of bike lanes, paved cycleable shoulders, and trails.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 

Bike paths next to a highway were frequently encountered as an entry to cities, while some started before city limits, up to 20 and 30 kilometres.  Some examples included Monterey with a path starting 30 kilometres before the city limit and Santa Cruz with a bike path starting at city limit.

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Santa Barbara CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Santa Maria CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Monterey CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Monterey CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable with bike trails branching off state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Leaving Fairfield CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Cycling Facilities in Urban and Rural Environment

 

As mentioned in a previous blog, the positive effects can be continuously seen while cycling in California of federal road programs which requires cycling facilities as part of the funding for new and rebuilt roads.  One continuously comes on these facilities in municipalities from the smallest to larger cities as well as on rural roads from county roads to state highways.  It is rare to cycle in any municipality that is without any bike lanes or trails.

Rural California, cycling made more pleasant with bike lanes or cycle able paved shoulders.
Half Moon Bay CA.
©Photograph by H-JEH Becker, 2012

Rural California, cycling made more pleasant with bike lanes or cycle able paved shoulders.
Corning CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Cities with a Network of Cycling Facilities

 

Cycling cities. Separated bike lanes in downtown waterfront area supporting retail.
San Francisco CA.
©Photograph by H-JEH Becker, 2012

When discussion turns to cycling cities in the US, normally Portland, as a US large cycling city leader, Seattle (3.5%), and San Francisco (3.5%) as an upcoming cycling city, are mentioned.  Sometimes the City of Davis is mentioned with its 22% cycling mode share. There the discussion tends to end.

 
 
 
 
 
 
 
 
 
 
 

On this trip there were other medium size cities that should be recognized for their work towards building of a cycling network and for developing a sizeable cycling mode share. Municipalities passed through that have made an effort towards providing cycling facilities include Fairfield (0.2%), Vallejo (0.2%), Monterey, Avila Beach, and Santa Maria (0.5%).

Special mention goes to the efforts put out by the following cities: Santa Cruz (cycling mode share 9%, many innovative cycling features), San Luis Obispo (7%), and Santa Barbara (6.4%).

Cycling cities. Separated bike lanes making the commute more pleasant.
Santa Cruz CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Downtown bike parking on streets. Cyclists are good customers for retailers.
Santa Cruz CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Mass bicycle parking contributing to attainability of higher education. An indicator of the attraction of cycling for transportation when the environment is supportive.
Santa Barbara CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Cyclists are good customers for retailers.
San Luis Obispo CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Cyclists are good customers for retailers.
San Luis Obispo CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 

Source of cycling mode share to work: League of American Cyclists, 2010 data on bicycle commute mode share (based on the US Census American Community Survey with data on 375 cities over 60,000 population).

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Comment from the Latest Cycling Touring Trip – Cycling on Interstate Highways

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Some more comments from a recently completed 72 day, 4,100 kilometres cycling touring trip through the States of Montana, Idaho, Washington, Oregon, and California with the southern terminus being Santa Barbara.

Cycling on Interstate Highways

Questions frequently asked: “You cycle on interstate highways? Why would you want to cycle on interstate highways?  Why would you not use frontage roads beside interstate highways instead?”

Cycling on Interstate Highways.
I-90, Ritzville, WA
©Photograph by H-JEH Becker, 2012

Well, I do and enjoy the opportunity to do so in the mid-western states where there are very few access limitations to cyclists.

Cycling on Interstate Highways with trucks, buses, motorcycles, and other vehicles.
I-90. Missoula, MT
©Photograph by H-JEH Becker, 2012

There are many reasons for this.  One does have to accept the noise of trucks, cars, and motorcycles passing continuously by. 

Rethreaded tire litter on Interstate Highway shoulders.
I-90, Washington State
©Photograph by H-JEH
Becker, 2012

Somes steel removed from the front tire of the touring bicycle. It was difficult to get out. Fortunately, no flat tire.
Interstate Highway I-5, Williams CA
©Photograph by H-JEH Becker, 2012

One has to put up with unmaintained highway shoulders littered with junks of rethreaded tires cast dangerously out on road shoulders by fast speeding trucks.  One has to put up with risks of tire flats from the steel sticking out from these junks of rethread tires or broken off steel pieces deposited on highway shoulders.  Flats can happen at the most undesirable time late in the day, during rain downpours, on steep hills, when time is getting late to reach the night’s destination, when energy has been burned up, and so on. On has to be continuously aware of other garbage thrown out of cars and trucks that could cause problems for cyclists.  Ah, nothing like cycling on the shoulders of interstate highways after a cleaning.

Wide shoulders on interstate highways with rumble strip separation of motor traffic and cyclists.
I-90, Missoula, MT
©Photograph by H-JEH Becker, 2012

Noise from passing trucks and wind effect on cyclists.
I-5, Weed, CA
©Photograph by H-JEH Becker, 2012

Interstate shoulders provide a cyclist with the comfort of exclusively cycling on a surface with a width of a traffic lane while separated from motorized traffic usually by rumble strips.  There is the glory of cycling on such a wide shoulder where passing traffic does not require attention.  The noise is the nuisance not the behaviours of motorists.  Wind effects of passing trucks and buses are usually nullified, except for very strong crosswinds.

Interstate highways tend to have hills with less grade than frontage roads.
I-5 Chehalis, WA
©Photograph by H-JEH Becker, 2012

Frequently there are frontage roads next to interstate highways. How far do these roads go? Are there intersections at the end of these roads to cycle onto the interstate highways?
I-90 Moses Lake, WA
©Photograph by H-JEH Becker, 2012

When time is a consideration, interstate highways provide a cycling surface with the least amount of grades in the most direct way to that day’s destination.  Frontage roads tend to have steeper grades and more wind, and seem to attract drivers’ speed and drift through curbs using the full road width.

One is never certain how long there will be a frontage road and how to continue the trip without doubling back to the last intersection or lifting a bicycle and its panniers over a fence onto an interstate highway.

Oh yes, one might actually come upon a convenience stop once a day on interstate highways.

Rest stops along interstate highways. At least one for each cycling day.
I-90, Washington State
©Photograph by H-JEH Becker, 2012

Rest stops along interstate highways. At least one for each cycling day.
I-90, Moses Lake, WA
©Photograph by H-JEH Becker, 2012

Rest stops along interstate highways. Windmill powered electricity for the rest stop.
I-90, Washington State
©Photograph by H-JEH Becker, 2012

When sections of highways restricted for cyclists use are reached, some states provide signed alternate routes until they are allowed back onto the interstate again (I-90 Bike Trail, for example).

The sign that cyclists hate to see when on a trip.
©Photograph by H-JEH Becker, 2012

Cycling on interstate highway is restricted. Alternate cycling route is signed.
I-5, Spokane, WA
©Photograph by H-JEH Becker, 2012

An alternate cycling routing along a bike trail parallel to an interstate highway.
The Coeur d’Alene Trail parallel to the I-90.
From Mullen to Harrison, ID
©Photograph by H-JEH Becker, 2012

An alternate cycling routing along a bike trail parallel to an interstate highway.
©Photograph by H-JEH Becker, 2012

So, when there are no alternative roads readily available, interstate and other restricted-access highways provide more direct routes for cyclists.  When the scenery is the same for all parallel roads, then interstate highways provide less demanding hills for cyclists.

Interstate highways with wide, paved shoulders, with wide shoulders or bike paths on bridges, with rumble strips providing separation between motor vehicles and cyclists, with maintenance programs calling for frequent removal of debris from highway shoulders, with convenience stops comfortably spaced apart for senior-aged cyclists, with signed, alternate cycling routes for section of highways restricted to cycling, with underpasses at high-traffic intersections, then these highways provide a pleasant alternative for cyclists who can handle the noise. Government banning of rethreaded tires would also take away the concern of flats on trips, especially for those cyclists that are not adept at changing flat tires or would not make a trip by bicycle because of fear of flats.
 

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