Non-motorized access on freeways

Despite the autoroutes of France normally banning non-motorized traffic,[1] a warning sign cautions motorists as an exception on the Pont de Normandie.

In the countries of Western and Northern Europe with relatively high bicycle share like the Netherlands, Denmark, Belgium and Germany, cycling on motorways is not a topic for debate: cycling is not allowed on official motorways, and is generally forbidden with road signs on all similar roads.

In those countries it has no practical use, and effort is put in building an independent cycling network, crossing no entrance and exit ramps of arterial roads and expressways. Some sections of the cycle networks of these countries are adjacent to (but separated from) a motorway, but those are exceptions.

In countries such as the United Kingdom and Germany, the difference between a normal road and a freeway-class road (motorway or autobahn) is the restriction of low-speed traffic. Many roads are built to freeway standards but are not legally freeway-class roads for this reason. Indeed, some freeway-class roads are downgraded for short stretches where no alternative exists, to allow low-speed traffic; examples in the UK include the Dartford Crossing[note 1] (the furthest downstream public crossing of the Thames), and the former Cumberland Gap, as well as sections of the A1 not yet designated A1(M), various lengths of the A5, and the entirety of other important and near-motorway-standard links such as the A14, A34, A38, A42, A50, and A55 road, long stretches of which carry 70 miles per hour (110 km/h) speed limits. The reasons for such designation vary—physical lack of space (A55), restricted budget (e.g. A42; a full-standard motorway would have been more expensive than an A-road; a motorway with additional service roads further still), or because of legislative or political wrangling (easier to have A-road construction or upgrade authorised and accepted than a more emotionally charged "motorway scheme", and does not require issuing of Special Road orders).

In some US jurisdictions, especially where freeways replace existing roads, non-motorized access on freeways is the rule. Different states of the United States have different laws. Cycling on freeways in Arizona may be prohibited only where there is an alternative route judged equal or better for cycling.[3] Wyoming, the least populated state, allows cycling on all freeways. Oregon allows bicycles except on specific urban freeways in Portland and Medford.[4]

Freeway travel eliminates most collision points that are caused by turning or crossing at intersections, save at entrance and exit ramps. An analysis of crashes in Arizona showed no safety problems with cycling on freeways. Fewer than one motor vehicle-bicycle crash a year was recorded in the 1990s on nearly 2,000 shoulder miles (3,200 km) open to cyclists in Arizona. The study did not attempt to establish how common cyclists are on Arizona freeways or whether they are aware that they can legally cycle on some freeway stretches; accidents were also noted on stretches where cycling was forbidden.[5]

U.S. states permitting bicycle use on interstate highways

A warning sign advising motorists to share the road with bicyclists on I-5 in California.

Most U.S. States with low population densities commonly permit bicycle use on interstate freeways outside urban areas. Additionally, some states permit bicycle use on at least some interstate routes specially designated to accommodate bikes.

State	Regulation[6]
Alabama	Prohibited (possible exceptions)
Alaska	Allowed if no suitable alternative
Arizona	Allowed if no suitable alternative
Arkansas	Prohibited (possible exceptions)
California	Allowed if no suitable alternative
Colorado	Allowed if no suitable alternative
Connecticut	Prohibited (possible exceptions)
Delaware	Prohibited (possible exceptions)
District of Columbia	Discouraged, but not prohibited
Florida	Prohibited (possible exceptions)
Georgia	Prohibited (possible exceptions)
Hawaii	Prohibited (possible exceptions)
Idaho	Allowed on all interstates
Illinois	Prohibited (possible exceptions)
Indiana	Prohibited (possible exceptions)
Iowa	Prohibited (possible exceptions)
Kansas	Prohibited (possible exceptions)
Kentucky	Prohibited (possible exceptions)
Louisiana	Prohibited (possible exceptions)
Maine	Prohibited (possible exceptions)
Maryland	Prohibited (possible exceptions)[7]
Massachusetts	Prohibited (possible exceptions)
Michigan	Prohibited (possible exceptions)
Minnesota	Prohibited (possible exceptions)
Mississippi	Prohibited (possible exceptions)
Missouri	Discouraged, but not prohibited
Montana	Allowed on all interstates
Nebraska	Prohibited (possible exceptions)
Nevada	Allowed if no suitable alternative[8]
New Hampshire	Prohibited (possible exceptions)
New Jersey	Allowed with permit[9]
New Mexico	Allowed if no suitable alternative[10]
New York	Prohibited (possible exceptions)[11]
North Carolina	Prohibited (possible exceptions)
North Dakota	Allowed on all interstates
Ohio	Prohibited (possible exceptions)
Oklahoma	Discouraged, but not prohibited
Oregon	Allowed unless prohibited[12]
Pennsylvania	Allowed if no suitable alternative[13]
Rhode Island	Prohibited (possible exceptions)
South Carolina	Prohibited (possible exceptions)
South Dakota	Allowed on all interstates
Tennessee	Prohibited (possible exceptions)
Texas	Discouraged, but not prohibited[14]
Utah	Allowed if no suitable alternative[15]
Vermont	Prohibited (possible exceptions)
Virginia	Prohibited (possible exceptions)[16]
Washington	Allowed unless prohibited[17]
West Virginia	Prohibited (possible exceptions)
Wisconsin	Prohibited (possible exceptions)
Wyoming	Allowed on all interstates

Bike freeways (also known as cycling highways) are direct, long-distance cycle tracks separated from motorized traffic and with almost no big intersections or delays, intended for utility cycling. In countries like the Netherlands and Belgium (Flanders), they are built connecting city and town centers, e.g. adjacent to railroads.

• Cycling infrastructure
• Restrictions on motorcycle use on freeways