285 around Atlanta and 495 around Washington DC are the most obvious examples. But why aren't other such "loops"/"beltways"/"perimeters" like 410 in San Antonio, 610 in Houston, and 635 in Dallas considered bypasses? :hmmm:
Quote from: msubulldog on May 09, 2018, 09:48:42 PM
285 around Atlanta and 495 around Washington DC are the most obvious examples. But why aren't other such "loops"/"beltways"/"perimeters" like 410 in San Antonio, 610 in Houston, and 635 in Dallas considered bypasses? :hmmm:
They are considered beltways.
One I would consider more of a bypass would be I-610 in New Orleans.
[Photo Credit: Doug Kern]
(https://i.imgur.com/Klpbgvo.jpg)
A fried of mine snapped this picture near the westbound beginning of I-10 in Jacksonville. He said there was no "BEGIN" sign. I've never been in this part of Florida, but I DO know that the I-295 beltway wasn't finished all that long ago.
Since an even first digit denotes a route through or around a city, then I guess that the route can be considered a bypass, even if it does not completely avoid the city it serves. A prime example is I-290, which starts in Chicago, but ends in the western suburbs, and vice versa.
I-490 in Rochester sure as heck isn't a bypass. It goes right through downtown.
I'm not of the belief that even-numbered 2dis should have to be signed as bypasses. It's more important that they fit more generally, into the category of having two junctions with the 2di of which they originated from. Similarly, it's not important that odd numbers are true spurs, just that they only have one junction with their associated 2di.
Take I-290 in Buffalo, for example. It's hard to say if it should be an even or an odd number, since it facilitates through traffic but doesn't connect to I-90 on both ends. Beltways (or other bypasses) should always be even numbers; spurs should always be odd numbers. But some 3dis don't fit neatly into either category.
Per Wikipedia
Quote
An odd hundreds digit means the route connects at only one end to the rest of the interstate system, known as a "spur route". An even hundreds digit means the route connects at both ends, which could be a loop route (which has two termini) or a radial route (known also as a beltway, beltline, or circumferential route).
Quote from: US71 on May 10, 2018, 10:07:15 AM
Per Wikipedia
Quote
An odd hundreds digit means the route connects at only one end to the rest of the interstate system, known as a "spur route". An even hundreds digit means the route connects at both ends, which could be a loop route (which has two termini) or a radial route (known also as a beltway, beltline, or circumferential route).
Quote from: webny99 on May 10, 2018, 09:33:48 AM
I'm not of the belief that even-numbered 2dis should have to be signed as bypasses. It's more important that they fit more generally, into the category of having two junctions with the 2di of which they originated from. Similarly, it's not important that odd numbers are true spurs, just that they only have one junction with their associated 2di.
Well, not bad for not using Wikipedia :-P
610(TX) is a beltway completely inside another beltway inside of another beltway being built. Hard to use the word bypass when you never bypass Houston on it.
I-290 in Massachusetts would beg to differ, but that is the exception more than the rule.
I would use a textbook example of a bypass to be I-475 around Macon, GA. I-75 goes into Macon and comes out, and I-475 bypasses the city, and actually is the shorter route to keep going south. Matter of fact, I can't remember the last time that I have gone through Macon going north or south.
I-495 (the LIE), I-278, and I-678 are hardly bypasses. I 295 and I-695 in NY, I-684 and I-691 are more of a connection between its parent and another interstate. I-291 in MA is a spur into downtown Springfield, and I-293 passes through downtown Manchester while its parent serves as a bypass. Once proposed I-484 would have met the same criteria as the others above.
Rand McNally's typically defines even 3DIs as routes that go through or around a city. Such notation is listed on their maps & atlases.
Quote from: SectorZ on May 10, 2018, 11:23:08 AM
I-290 in Massachusetts would beg to differ, but that is the exception more than the rule.
Is I-395 in CT & MA even a spur?
Personally, I'd consider any 3di that connected a 2di, parent or not, to its continuation at the other side of a metro area to be a bypass -- at least functionally. A beltway could be considered to include a bypass function -- like I-270 around Columbus being a bypass for I-71 traffic wishing to avoid the city center; in that instance, the beltway would simply be two arcs with two common connections. Of course, there are "true", or dedicated bypasses; I-475 around Macon, GA would certainly qualify, as would I-840 around Nashville -- although one sticks close to the metro center, while the other gives it a very wide berth. I.e.: a beltway can also be a bypass, but a 2-point "actual" bypass isn't a beltway per se.
Of course, then there are the 3/4 circles such as Salt Lake City and the nascent 215 Vegas loop -- that sort of fit in between -- since their configuration allows them to function as a "double bypass" -- I-215/UT can function as a bypass for both I-15 and I-80. Actually, in practice it seems to come down to semantics -- the terms are like the English language -- consistent until an exception comes along -- such as I-635 around Dallas, which has one of its ends within the DFW airport grounds (which technically shouldn't happen with an even-prefixed 3di) -- or even I-495, which stub-ends out near the Hamptons (or the inverse, such as CA's I-780). Presently, it appears that those in officialdom who would serve as concept enforcement have elected to ignore deviations from the "norm" -- as long as the system seems to function reasonably well.
Quote from: txstateends on May 10, 2018, 05:21:49 AM
One I would consider more of a bypass would be I-610 in New Orleans.
Would you say the same for I-210 around Lake Charles, especially with what I have heard about the sub-standard bridge on I-10 across the lake?
Quote from: sparker on May 10, 2018, 04:40:50 PMlike I-270 around Columbus being a bypass for I-71 traffic wishing to avoid the city center
If I want to bypass downtown Columbus if traveling on I-71, or US 23 for that matter, I'm going to use OH 315, not I-270 all the way around.
Quote from: webny99 on May 10, 2018, 09:33:48 AM
I-490 in Rochester sure as heck isn't a bypass. It goes right through downtown.
I'm not of the belief that even-numbered 2dis should have to be signed as bypasses. It's more important that they fit more generally, into the category of having two junctions with the 2di of which they originated from. Similarly, it's not important that odd numbers are true spurs, just that they only have one junction with their associated 2di.
Take I-290 in Buffalo, for example. It's hard to say if it should be an even or an odd number, since it facilitates through traffic but doesn't connect to I-90 on both ends. Beltways (or other bypasses) should always be even numbers; spurs should always be odd numbers. But some 3dis don't fit neatly into either category.
The way I see it with I-490 in Rochester is that I-90 is the bypass and I-490 actually serves Rochester. It's like that here too I-675 serves downtown Saginaw but was really built to bypass the original Zilwaukee Bridge and I-75 bypasses the city, same with I-475 in Flint it goes right through the heart of the city of Flint and I-75 bypasses most of the city of Flint but not by much. I-496 goes through Lansing and I-96 bypasses it.
I-290 in Buffalo I think that's there as a route to bypass going through Buffalo to get to Canada, I-90 never actually enters the city of Buffalo either. I don't know what that one should be but it does end at I-190 and I never understood the need for I-990 really does there really need to be an Interstate highway there? I guess some of them it's hard to decide.
I-990 was supposed to go up to Lockport but never got finished.
Of course I-490 isn't meant as a bypass of Rochester itself, but it does connect to I-90 on both ends. So it is an alternate to I-90, and a fairly interesting one at that.
The function (and strategic importance) of I-290 was never in question. I-990, on the other hand, I could see how one might regard it as unimportant. Keep in mind it was meant to go to Lockport (EDIT: I see vdeane has noted this as well), and had it done so, it would have been much more effective as part of the interstate system. It's a shame that plan was cancelled; it would have been a nice addition to Buffalo's freeway network and perhaps have brought much needed economic stimulus to Niagara County.
Quote from: webny99 on May 10, 2018, 08:27:56 PM
The function (and strategic importance) of I-290 was never in question. I-990, on the other hand, I could see how one might regard it as unimportant. Keep in mind it was meant to go to Lockport (EDIT: I see vdeane has noted this as well), and had it done so, it would have been much more effective as part of the interstate system. It's a shame that plan was cancelled; it would have been a nice addition to Buffalo's freeway network and perhaps have brought much needed economic stimulus to Niagara County.
But would the unbuilt portion of the Lockport Expressway have been I-990?
I didn't think that was proposed.
I-10 starts about 4 miles east of 295 at the junction with i95. 295 was a partial beltway around the west side of Jacksonville connecting to i95 on both ends. The west beltway was fully completed ~1977.
The east bestways first part was the NE quadrant. And the most expensive and biggest engineering portionwas the Dames Point Bridge opening around 1990. The beltway was functionally completed sometime in the early 2000s but it was not up to interstate standards until several years ago.. it was signed SR 9A, the secret designation of the entire beltway. 295 signed went up circa 2012
Z981
Quote from: Beltway on May 11, 2018, 12:15:51 AM
Quote from: webny99 on May 10, 2018, 08:27:56 PM
The function (and strategic importance) of I-290 was never in question. I-990, on the other hand, I could see how one might regard it as unimportant. Keep in mind it was meant to go to Lockport (EDIT: I see vdeane has noted this as well), and had it done so, it would have been much more effective as part of the interstate system. It's a shame that plan was cancelled; it would have been a nice addition to Buffalo's freeway network and perhaps have brought much needed economic stimulus to Niagara County.
But would the unbuilt portion of the Lockport Expressway have been I-990?
I didn't think that was proposed.
I always thought so. Considering the potential routings, I can't imagine what other number it would've used. But those that have been around for longer could confirm ;-)
Quote from: webny99 on May 11, 2018, 08:09:43 AM
Quote from: Beltway on May 11, 2018, 12:15:51 AM
But would the unbuilt portion of the Lockport Expressway have been I-990? I didn't think that was proposed.
I always thought so. Considering the potential routings, I can't imagine what other number it would've used. But those that have been around for longer could confirm ;-)
But it would have been a dedesignation from the Interstate system. And I don't recall seeing anything about that being done.
It could have been similar to I-795 in Maryland, where one section (I-695 to west of Owings Mills Blvd.) was funded as an Interstate highway and the other section (to west of Reisterstown, Md.) was funded as a primary highway, but after it was all completed all of it was designated as I-795.
Is there an agreed-upon definition of what is considered to be a bypass? To me a bypass is a road the use of which is beneficial compared with use of the business route, or parent Interstate, for driving from one side of town to the other. A US highway freeway, which may also be partly or entirely Interstate, is a bypass of the old route even if it still goes through downtown, or goes around town and is significantly longer, because it's better than going through the traffic signals on the business route.
A three-digit Interstate, by my definition, is a bypass only if using it to get from one side of town to the other is beneficial (at least some of the time) compared with driving straight through on the parent route, or at least one other Interstate through route. If it's useful mainly for local traffic, or for getting from one spoke route to another without going further into town, I don't consider that to be a bypass. To me, that's more of a cut-through.
Using the example of Atlanta. I'd consider I-285 to be a bypass if it's a better way to get across town than I-85, or at least another Interstate, such as I-20 or I-75. If it's useful to get from south on I-85 to east on I-20 without going further into town, I wouldn't consider that to mean it's a bypass.
Quote from: wxfree on May 11, 2018, 09:25:40 AM
Is there an agreed-upon definition of what is considered to be a bypass?
The US-29 freeway functions as a traffic bypass at Danville, VA, but most of the length is within the City of Danville, as the city has more extensive area than most cities of its population, and that portion is named the Danville Expressway because Danville Bypass would be technically incorrect.
It clearly is a bypass of the Danville urbanized area, but the argument would be whether it actually bypasses the City of Danville, geographically it does not.
Regarding the "expressway" portion of the name, the name dates back to the 1960s when it was first added to regional thoroughfare plans, and back then the FHWA distinction between "freeway" and "expressway" was not yet very widely known and practiced around the country.
Quote from: Beltway on May 11, 2018, 10:53:56 AM
Quote from: wxfree on May 11, 2018, 09:25:40 AM
Is there an agreed-upon definition of what is considered to be a bypass?
The US-29 freeway functions as a traffic bypass at Danville, VA, but most of the length is within the City of Danville, as the city has more extensive area than most cities of its population, and that portion is named the Danville Expressway because Danville Bypass would be technically incorrect.
It clearly is a bypass of the Danville urbanized area, but the argument would be whether it actually bypasses the City of Danville, geographically it does not.
Regarding the "expressway" portion of the name, the name dates back to the 1960s when it was first added to regional thoroughfare plans, and back then the FHWA distinction between "freeway" and "expressway" was not yet very widely known and practiced around the country.
I'm not familiar with that road, but looking at a map it seems like what I would call a bypass, because it looks like the freeway is a better way to get from north of town to south of town than the business route. That's what defines a bypass to me, whether another road, generally the old route or parent route, is bypassed by a better route between two places where they meet. Whether it's rural or serves the same city doesn't enter into my consideration, because I just look at the two points where the routes intersect and which way is the better way to get between those points.
Quote from: Beltway on May 11, 2018, 08:46:13 AM
Quote from: webny99 on May 11, 2018, 08:09:43 AM
Quote from: Beltway on May 11, 2018, 12:15:51 AM
But would the unbuilt portion of the Lockport Expressway have been I-990? I didn't think that was proposed.
I always thought so. Considering the potential routings, I can't imagine what other number it would've used. But those that have been around for longer could confirm ;-)
But it would have been a dedesignation from the Interstate system. And I don't recall seeing anything about that being done.
It could have been similar to I-795 in Maryland, where one section (I-695 to west of Owings Mills Blvd.) was funded as an Interstate highway and the other section (to west of Reisterstown, Md.) was funded as a primary highway, but after it was all completed all of it was designated as I-795.
I've never heard of it being anything other than I-990. No idea how it would have been funded, not that anyone outside of roadgeeks and DOTs cares beyond it having a red, white, and blue shield or not, and I-990 is relatively new (compared to just about everything else in NY), so it was probably
never eligible for the full 90% interstate funding.
Extensions north of the original end at French Road never got off the ground, so it probably never got to the level of AASHTO or FHWA. Even the extension to NY 263 was only done to relive traffic using French Road as a connector when it became clear that the full concept wouldn't be built in the foreseeable future.
There are lots of 3dis with even first digits which are not bypasses. Of course I grew up in the San Francisco Bay Area, which there's only one 2di and there have been (at various times) nine different 3di children of it, none of which really functions as a bypass for the metro area.
The interstate convention is really just that the even first digit 3dis meet another interstate at both ends, and even that convention gets broken a lot.
Quote from: kkt on May 18, 2018, 02:38:19 PM
There are lots of 3dis with even first digits which are not bypasses. Of course I grew up in the San Francisco Bay Area, which there's only one 2di and there have been (at various times) nine different 3di children of it, none of which really functions as a bypass for the metro area.
280 and 680 are bypasses to some extent, but NOT of the parent route. IIRC, the original 1950s-1968 routing of 280 that included the unbuilt freeway paralleling 19th Avenue/Junipero Serra Boulevard north of Brotherhood Way iN SF, that would have had both termini at US 101 as an effective bypass of downtown San Francisco and the Peninsula - though 280 as it ended up in San Jose goes through the south edge of downtown. (I've seen some 1950s planning maps on that one Flickr page - Eric Fischer's page I think - that incorporated today's Route 85 south of Cupertino as part of the proposed Junipero Serra/280 corridor of the time)
680 was more of a belt route when it incorporated today's 780 from the 1950s to 1976, but with the addition of the northernmost part of former Route 21 then, 680 does seem to be a bypass of Vallejo and Oakland for travelers heading to San Jose from points north like Napa and Sacramento. Had the 238 freeway along Mission Boulevard been constructed, 680 and the MacArthur Freeway portion of 580 would have combined with it to provide an parallel alternate route to the Nimitz Freeway between San Jose and Oakland.
Quote from: kkt on May 18, 2018, 02:38:19 PM
The interstate convention is really just that the even first digit 3dis meet another interstate at both ends, and even that convention gets broken a lot.
What about Interstate 3di that junction at least 2 other Interstates but then continue to an open end? There are at least 15 of them.
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
Quote from: Pink Jazz on May 18, 2018, 02:58:53 PM
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
It might have something to do with I-264 being planned as an Interstate through downtown Norfolk. Norfolk is actually the principal city in that metro area even though Virginia Beach is now more populated. Norfolk use to be more populated until sometime in the 1980's.
They should be considered the universal definition of "loops". Beltways and By-Passes fit under that word IMO.
Is it fair to say that beltway is simply a subset of bypass?
People don't call them a bypass because they use a more specific term.
Quote from: Flint1979 on May 18, 2018, 04:14:00 PM
Quote from: Pink Jazz on May 18, 2018, 02:58:53 PM
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
It might have something to do with I-264 being planned as an Interstate through downtown Norfolk. Norfolk is actually the principal city in that metro area even though Virginia Beach is now more populated. Norfolk use to be more populated until sometime in the 1980's.
Still, that doesn't make it a bypass considering it goes right through the core of the principal city.
Keep in mind that the original number of the eastern portion of I-264 was VA 44. It was later given an interstate number, and I guess it made sense to extend I-264 instead of giving it another number.
Quote from: kphoger on May 18, 2018, 05:40:43 PM
Is it fair to say that beltway is simply a subset of bypass?
People don't call them a bypass because they use a more specific term.
Sounds reasonable, considering beltways can, by nature, be used as bypasses, but not vice versa.
I-271, I-280(OH), and I-290(MA) are among many good examples of 3DIs with even first digits that act as connectors between members of different 2DI families (I-71/I-90, I-80&90/I-75, and I-90/I-495 respectively) that have the even first digit because they have both ends at an Interstate, even though not the same 2DI or even a member of the same 2DI family. Not that far away in Mass., there is the interesting situation of I-195 ending at I-495 and vice versa, which wasn't always the original plan but has been the case for a long time. 195 ends at an Interstate at both ends but it's more trouble than it's worth to renumber. It is conceivable that one or the other of 495 or 195 could best be extended as far down MA 25 as possible if Mass really wanted to, but while it seems sensible to extend 495 as it's already the longer one, the numbering convention would say to extend 195 because its end would not be at another Interstate.
So, there seem to be general trends but plenty of exceptions. But generally 3DIs with even first digits tend to be bypasses, especially if a beltway is considered as a subset of bypasses. (The craziest one in my mind is probably I-287 having both ends at I-95 while it multiplexes with its parent for miles in between. Crazy!)
Quote from: Pink Jazz on May 18, 2018, 06:20:59 PM
Quote from: Flint1979 on May 18, 2018, 04:14:00 PM
Quote from: Pink Jazz on May 18, 2018, 02:58:53 PM
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
It might have something to do with I-264 being planned as an Interstate through downtown Norfolk. Norfolk is actually the principal city in that metro area even though Virginia Beach is now more populated. Norfolk use to be more populated until sometime in the 1980's.
Still, that doesn't make it a bypass considering it goes right through the core of the principal city.
A 3-di doesn't always have to be the bypass. Like in Michigan, I-475 goes through downtown Flint rather than bypassing it as I-75 does the bypassing. I-496 goes through downtown Lansing while I-96 bypasses it. I-675 goes through downtown Saginaw with I-75 bypassing it but I-675's actual purpose was to bypass the original Zilwaukee Bridge which was a drawbridge that caused delays for multiple miles but the high level Zilwaukee Bridge replaced it about 30 years ago meaning the original purpose of I-675 was no longer needed but it does serve as a through route for I-75 at times when the Zilwaukee Bridge is closed and serves downtown Saginaw. My point here is that all these even 3-di's travel through the downtown's of the principal cities rather than bypass them, the parent route is the bypass in this case.
One of my favorite bypasses is I-475 in Georgia bypassing Macon now that is a true bypass right there. It shaves off about 5 or 6 miles.
Chicago and I-290 is not much of a bypass, but it does connect to I-90 on both ends. Granted, there has been chatter on the Fictional board to have the Chicago I-290 designation go away...
I-471 in Cincy isn't much of a bypass, either. It does connect two interstates together (275 and 71), but on a map and in function, works more like a Spur of Downtown I-71, giving a freeway to the Beltway to the SE as opposed to the mainline 71/75 to the SW. I would have given it an (odd)3di...371 sounds good
Then you have I-355 in Suburban Chicago, which probably does function more like a Bypass, especially if the IL 53 Lake County Extension is ever built, yet ISTHA wanted an (odd)3di, and got one
Sometimes I think the Even/Bypass vs Odd/Spur idea is more Guidelines than a hard rule
Quote from: Flint1979 on May 18, 2018, 10:34:49 PM
Quote from: Pink Jazz on May 18, 2018, 06:20:59 PM
Quote from: Flint1979 on May 18, 2018, 04:14:00 PM
Quote from: Pink Jazz on May 18, 2018, 02:58:53 PM
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
It might have something to do with I-264 being planned as an Interstate through downtown Norfolk. Norfolk is actually the principal city in that metro area even though Virginia Beach is now more populated. Norfolk use to be more populated until sometime in the 1980's.
Still, that doesn't make it a bypass considering it goes right through the core of the principal city.
A 3-di doesn't always have to be the bypass. Like in Michigan, I-475 goes through downtown Flint rather than bypassing it as I-75 does the bypassing. I-496 goes through downtown Lansing while I-96 bypasses it. I-675 goes through downtown Saginaw with I-75 bypassing it but I-675's actual purpose was to bypass the original Zilwaukee Bridge which was a drawbridge that caused delays for multiple miles but the high level Zilwaukee Bridge replaced it about 30 years ago meaning the original purpose of I-675 was no longer needed but it does serve as a through route for I-75 at times when the Zilwaukee Bridge is closed and serves downtown Saginaw. My point here is that all these even 3-di's travel through the downtown's of the principal cities rather than bypass them, the parent route is the bypass in this case.
Throw in the unsigned I-296 which isn't even a bypass, but is a connector from I-96 (which bypasses Grand Rapids) to I-196 (which runs on the north end of downtown Grand Rapids). The only part that's not concurrent with US-131 is a pair of LONG slip roads from EB I-96 to SB US-131 and NB US-131 to WB I-96.
Quote from: ftballfan on May 19, 2018, 01:51:47 PM
Quote from: Flint1979 on May 18, 2018, 10:34:49 PM
Quote from: Pink Jazz on May 18, 2018, 06:20:59 PM
Quote from: Flint1979 on May 18, 2018, 04:14:00 PM
Quote from: Pink Jazz on May 18, 2018, 02:58:53 PM
I-264 in the Hampton Roads area of Virginia seems to be the opposite of a bypass - it is the main route through Virginia Beach as well as the route through Downtown Norfolk. I-64 on the other hand barely enters Virginia Beach and goes around Downtown Norfolk via Chesapeake.
It might have something to do with I-264 being planned as an Interstate through downtown Norfolk. Norfolk is actually the principal city in that metro area even though Virginia Beach is now more populated. Norfolk use to be more populated until sometime in the 1980's.
Still, that doesn't make it a bypass considering it goes right through the core of the principal city.
A 3-di doesn't always have to be the bypass. Like in Michigan, I-475 goes through downtown Flint rather than bypassing it as I-75 does the bypassing. I-496 goes through downtown Lansing while I-96 bypasses it. I-675 goes through downtown Saginaw with I-75 bypassing it but I-675's actual purpose was to bypass the original Zilwaukee Bridge which was a drawbridge that caused delays for multiple miles but the high level Zilwaukee Bridge replaced it about 30 years ago meaning the original purpose of I-675 was no longer needed but it does serve as a through route for I-75 at times when the Zilwaukee Bridge is closed and serves downtown Saginaw. My point here is that all these even 3-di's travel through the downtown's of the principal cities rather than bypass them, the parent route is the bypass in this case.
Throw in the unsigned I-296 which isn't even a bypass, but is a connector from I-96 (which bypasses Grand Rapids) to I-196 (which runs on the north end of downtown Grand Rapids). The only part that's not concurrent with US-131 is a pair of LONG slip roads from EB I-96 to SB US-131 and NB US-131 to WB I-96.
It's like that in all Michigan cities except Detroit I guess.