Editing Interstate 83 (section)

==History==
===Pennsylvania===
[[File:I-83 NB-US 322 WB from Union Deposit Road overpass.jpeg|thumb|right|I-83 northbound/US 322 westbound at Union Deposit Road in Progress, Pennsylvania]]
I-83 was one of the first Interstate Highways built in Pennsylvania. Much of its routing through the state follows a freeway bypass of the since decommissioned [[U.S. Route 111|US&nbsp;111]]. The route received the I-83 designation in 1960. The first section built (opened 1954) runs from [[Pennsylvania Route 392|PA&nbsp;392]] in [[Newberry Township, Pennsylvania|Newberry Township]] north to [[Pennsylvania Route 114|PA&nbsp;114]] in [[Fairview Township, York County, Pennsylvania|Fairview Township]]. The entire highway was completed in 1971 with the massive Eisenhower Interchange in Harrisburg.<ref>{{cite web |last1=Kitsko |first1=Jeffrey J. |title=Veterans of Foreign Wars of the United States Memorial Highway |url=http://www.pahighways.com/interstates/I83.html |url-status=live |archive-url=https://web.archive.org/web/20190206171413/http://www.pahighways.com/interstates/I83.html |archive-date=February 6, 2019 |access-date=January 25, 2019 |website=Pennsylvania Highways}}</ref>

From 2012 to 2015, the I-83/PA&nbsp;581 interchange outside of Harrisburg, Pennsylvania, was modified. Formerly, I-83 was reduced to one lane going northbound through the interchange, resulting in frequent traffic jams during peak travel times. The northbound part of the highway was widened, one bridge was replaced, and several exits in the vicinity were reconfigured.<ref name=i83beltway>{{cite web|title=I-83/PA 581 Interchange Bottleneck Safety Project|url=http://www.i-83beltway.com/ess1/i83pa581.html|work=i83beltway.com|access-date=May 26, 2013|url-status=dead|archive-url=https://web.archive.org/web/20120731043940/http://www.i-83beltway.com/ess1/i83pa581.html|archive-date=July 31, 2012}}</ref> A second project started in 2016, with work to be completed from its northern terminus at I-81 to just past the Union Deposit Road interchange. The project, completed in 2022, reconstructed two interchanges and associated overpasses, as well as widened adjacent sections of the highway to six throughlanes.<ref>{{Cite news |last=Smith |first=Paul |date=May 2, 2016 |title=Bridge Construction along Interstate 83 Corridor to cause Delay |url=https://www.fox43.com/article/news/local/contests/bridge-construction-along-route-83-corridor-to-cause-delay/521-d6b84fc5-d48a-4af8-a68b-85292e3d71a9 |url-status=live |archive-url=https://web.archive.org/web/20161221021328/http://fox43.com/2016/05/02/bridge-construction-along-route-83-corridor-to-cause-delay/ |archive-date=December 21, 2016 |access-date=December 17, 2016 |work=[[WPMT]] |language=en}}</ref><ref>{{cite web|title=I-83 East Shore Section 1|publisher=Pennsylvania Department of Transportation|url=https://www.i-83beltway.com/projects/east-shore-section-1.php|access-date=March 11, 2024}}</ref>

The interchange with [[Pennsylvania Route 851|PA&nbsp;851]] near Shrewsbury was reconstructed into a [[diverging diamond interchange]], which opened to traffic on June 28, 2021.<ref>{{cite news |last=Boeckel |first=Teresa |date=June 28, 2021 |title=New diverging diamond at I-83 Exit 4 has opened, watch for new traffic pattern |url=https://www.ydr.com/story/news/2021/06/21/interstate-83-exit-4-new-diverging-diamond-opening-soon-route-851-closed-weekend/7736438002/ |accessdate=September 29, 2021 |work=[[York Daily Record]] |language=en |archive-date=September 29, 2021 |archive-url=https://web.archive.org/web/20210929194410/https://www.ydr.com/story/news/2021/06/21/interstate-83-exit-4-new-diverging-diamond-opening-soon-route-851-closed-weekend/7736438002/ |url-status=live }}</ref>

In York, Pennsylvania, a reconstruction of the Mt. Rose Avenue ([[Pennsylvania Route 124|PA&nbsp;124]]) interchange took place from 2015 to 2022 in anticipation of a future widening of I-83 around the east and north sides of the city. Also, studies are being done north of town to help ease traffic in a section heavily traveled by trucks.<ref>{{Cite news |last=Boeckel |first=Theresa |date=August 1, 2016 |title=I-83/Mt. Rose Ave. project: What you need to know |url=https://www.ydr.com/story/news/2016/08/01/i-83-mt-rose-ave-project-what-you-need-know/87357322/?from=global&sessionKey=&autologin= |access-date=January 14, 2024 |work=[[York Daily Record]] |language=en |archive-date=May 7, 2021 |archive-url=https://web.archive.org/web/20210507231808/https://www.ydr.com/story/news/2016/08/01/i-83-mt-rose-ave-project-what-you-need-know/87357322/?from=global&sessionKey=&autologin= |url-status=live }}</ref><ref>{{Cite news |last=Boeckel |first=Theresa |date=December 2, 2016 |title=Dangerous parts of I-83: What's being done? |url=https://www.ydr.com/story/news/2016/12/02/dangerous-parts--83-whats-being-done/94043040/ |access-date=December 17, 2016 |work=[[York Daily Record]] |language=en |archive-date=August 8, 2020 |archive-url=https://web.archive.org/web/20200808042959/https://www.ydr.com/story/news/2016/12/02/dangerous-parts--83-whats-being-done/94043040/ |url-status=live }}</ref><ref>{{cite news|last=Enright|first=Matt|title=The Mount Rose Avenue interchange is finally complete, right? Well ...|work=York Dispatch|date=February 18, 2022|url=https://www.yorkdispatch.com/story/news/local/2022/02/18/mount-rose-avenue-interchange-finally-complete-right-well/6800266001/|access-date=March 11, 2024}}</ref>

On October 23, 2023, work began on a project that will reconstruct the section of I-83 in Dauphin County, Pennsylvania, from the John Harris Bridge over the Susquehanna River to the Eisenhower Interchange with I-283 and US 322. The project will be split into two contracts, with the project widening and reconstructing I-83 and rebuilding interchanges. As part of this project, a new interchange will be built with [[Pennsylvania Route 230|PA 230]] (Cameron Street) while the 13th Street interchange will be closed. Construction on both contracts is expected to be finished in 2028.<ref>{{cite press release|title=Work to Begin on I-83 Reconstruction Project in Harrisburg Region in Dauphin County|publisher=Pennsylvania Department of Transportation|date=October 19, 2023|url=https://www.penndot.pa.gov/RegionalOffices/district-8/pages/details.aspx?newsid=2240|access-date=March 11, 2024}}</ref>

[[File:2019-07-16 12 42 25 View south along Interstate 83 (Jones Falls Expressway) from the overpass for U.S. Route 40 (Orleans Street) in Baltimore City, Maryland.jpg|right|thumb|I-83 (JFX) southbound in Baltimore, Maryland]]

===Jones Falls Expressway===
The first Interstate to be built in Baltimore was the JFX; the [[Greater Baltimore Committee]] pushed to enact legislation from the [[Baltimore City Council]] in 1955.<ref>{{cite news |date=January 6, 1956 |title=First Birthday Of The Greater Baltimore Committee |newspaper=[[The Baltimore Sun]] |language=en |issn=1930-8965 |oclc=244481759}}</ref> It was the first to be constructed due to community opposition to the other planned freeways within the city.{{citation needed|date= August 2011}} The JFX follows the path of the [[Jones Falls|Jones Falls River]], a natural corridor that divided the city into eastern and western segments. By the early 1960s, the JFX was completed as far as [[Guilford Avenue]], within the city limits. It was completed as far as Pleasant Street in the downtown area by 1983, but the remaining {{convert|4.4|mi|km}} to [[Interstate 95 in Maryland|I-95]] were canceled in September 1982. To compensate for the loss of the remainder of the JFX, the portion in situ was extended to Fayette Street by 1987, and the Jones Falls Boulevard project substantially rebuilt {{Convert|0.75|mi|km}} of President Street, across from the JFX at Fayette Street, to allow the traffic to and from the Interstate to be collected and distributed from the surrounding city streets. By 1990, the project was completed.

Due to community opposition to the other freeway plans being produced by city officials, the JFX was the very first limited-access highway to be completed within the city of Baltimore and remained so for several years. Originally, the JFX was to continue through the Southeast Baltimore neighborhoods of [[Fell's Point, Baltimore|Fell's Point]]<ref>{{cite news |date=December 20, 1970 |title=Fells Point Case |newspaper=[[The Baltimore Sun]] |page=K-4 |language=en |issn=1930-8965 |oclc=244481759 |id={{ProQuest|541176557}}}}</ref> and [[Canton, Baltimore|Canton]] to a junction with the then-planned I-95, but opposition from residents of those neighborhoods successfully blocked that proposal.<ref>{{cite news |date=March 18, 1993 |title=The End of I-83 |newspaper=[[The Baltimore Sun]] |page=A-20 |language=en |issn=1930-8965 |oclc=244481759 |id={{ProQuest|537830627}}}}</ref> As a result, I-83 became the first Maryland road in the [[Interstate Highway System]].<ref name="I83 First" />

====Planning====
[[File:2016-07-12 16 16 50 View north along Interstate 83 (Jones Falls Expressway) just north of Old Pimlico Road in Towson, Baltimore County, Maryland.jpg|thumb|right|I-83 northbound on the JFX in Towson, Maryland]]
As part of the planning for an east–west route through Baltimore, the alignment of the JFX underwent various modifications. Under the original plan for freeways in Baltimore, the 1962 ''Baltimore 10-D Interstate System'', the JFX would have junctioned I-70N (which became I-70 in 1975) and I-95, which were planned to follow an east–west route through the southern edge of the CBD, near the southeastern edge of the CBD. The JFX would end at roughly the same location where it currently does.<ref name="kozel1">{{Cite web |last=Kozel |first=Scott M. |date=October 24, 1998 |title=Baltimore Early Expressway Planning |url=http://www.roadstothefuture.com/Balt_Early_Expwy_Plan.html |url-status=live |archive-url=https://web.archive.org/web/20110101061921/http://www.roadstothefuture.com/Balt_Early_Expwy_Plan.html |archive-date=January 1, 2011 |access-date=February 13, 2007 |website=Roads to the Future}}</ref> As a result of community opposition to other portions of the 10-D System, the 1969 ''Baltimore 3-A Interstate and Boulevard System'' was adopted by the city. In this plan, the JFX would continue south along its present alignment then turn east and pass through the [[Fell's Point, Baltimore|Fell's Point]] neighborhood on a six-lane elevated viaduct, before continuing east along Boston Street to junction I-95 (which was also rerouted to its current alignment) north of the [[Fort McHenry Tunnel]]. In the mid-1970s, this plan was modified due to fears that the viaduct would result in destruction of the Fell's Point area, which contains many historic properties. Under the modification, I-83 would continue south and descend into a six-lane underwater tunnel beneath the [[Inner Harbor]], then turn east under the harbor, pass to the south of Fell's Point, return to the surface in the [[Canton, Baltimore|Canton]] area and continue to I-95.<ref name="kozel2">{{Cite web |last=Kozel |first=Scott M. |date=August 14, 1997 |title=Baltimore City Interstates |url=http://www.roadstothefuture.com/Balt_City_Interstates.html |url-status=live |archive-url=https://web.archive.org/web/20160304001903/http://www.roadstothefuture.com/Balt_City_Interstates.html |archive-date=March 4, 2016 |access-date=February 13, 2007 |website=Roads to the Future}}</ref>

Under this plan, I-83 was expected to act mostly as a northerly spur to and from the CBD and as an easterly spur to and from the CBD; through traffic was expected to be a small proportion of the total amount making use of the route. I-83's terminus at I-95 would have been a full three-way freeway-to-freeway interchange, with a full complement of ramps provided for access to and from [[Boston Street (Baltimore)|Boston]] and [[O'Donnell Street|O'Donnell]] streets.<ref name="kozel4">{{Cite web |url=http://www.roadstothefuture.com/I83-I95-Int.jpg |title=Scale diagram of I-83/I-95 interchange in Baltimore City |access-date=March 8, 2011 |archive-url=https://web.archive.org/web/20110628182234/http://www.roadstothefuture.com/I83-I95-Int.jpg |archive-date=June 28, 2011 |url-status=dead }}</ref> When construction began on I-95 through East Baltimore in the mid-1970s, a short six-lane section was built within the vicinity of the planned I-83 interchange. This was done in anticipation of I-83 connecting the CBD to I-95, the rest of which carries at least eight lanes of traffic throughout the city.

====Truncation====
[[File:DOWNTOWN BMORE 1.jpg|right|thumb|Long-distance view of intersection of Fayette Street, President Street, and I-83 in Baltimore, Maryland]]
By 1963, the JFX was completed as far south as Guilford Avenue and, by the mid-1970s, was extended to Monument Street. By 1983, the route extended all the way to Pleasant Street, with a dead-end bridge stub indicating plans to continue south along the 3-A alignment to I-95.

In September 1982, however, the segment of the JFX between Pleasant Street and I-95, a distance of {{convert|4.4|mi|km}}, was officially withdrawn from the [[Interstate Highway System]]. Robert Douglas, then the chief of the Interstate Division for Baltimore City (IDBC), stated at the time that the very high financial costs of the I-83 extension (estimated at $609&nbsp;million in the early 1980s [equivalent to ${{Formatprice|{{Inflation|US-GDP|609000000|1979}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}], and likely to reach $1&nbsp;billion [equivalent to ${{Formatprice|{{Inflation|US-GDP|1000000000|1979}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}] with inflation taken into account) led to the cancelation of the segment. As a result, the JFX was truncated at Fayette Street, ending at an at-grade intersection.<ref name="kozel3">{{Cite web |last=Kozel |first=Scott M. |date=June 13, 2003 |title=Baltimore Interstate Highway Cancellation Details |url=https://groups.google.com/g/misc.transport.road/c/X-AgKTL962Y/m/XHT4Z5k-HTYJ?pli=1 |url-status=live |archive-url=https://web.archive.org/web/20121110051641/http://groups.google.com/group/misc.transport.road/msg/361d3e9967f8745c?dmode=source |archive-date=November 10, 2012 |access-date=January 14, 2024 |website=[[Google Groups]]}}</ref>

To make up for the loss of the I-83 segment, the Jones Falls Boulevard project substantially rebuilt approximately {{Convert|0.5|mi|km}} of President Street between I-83 and the downtown area to provide the capacity to absorb traffic to and from the Interstate; the project was completed by 1987. Other roadways in the canceled I-83 corridor also benefited from major reconstruction and rehabilitation.<ref name="kozel3"/> The federal funding planned to be used for the I-83 extension was instead cross-transferred to other highway projects; routes that may have benefited{{Original research inline|date=August 2009}} include [[Interstate 97|I-97]], [[Interstate 195 (Maryland)|I-195]], [[Interstate 370|I-370]], and the upgrade of a portion of the [[John Hanson Highway]] to [[Interstate 595 (Maryland)|I-595]].