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Interstate 83
Interstate 83
Interstate 83
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Interstate 83 marker
Interstate 83
Map
I-83 highlighted in red; I-83 Bus. in blue
Route information
Maintained by Baltimore DOT, MDSHA, PennDOT
Length85.03 mi[1] (136.84 km)
Existed1959[2]–present
NHSEntire route
Major junctions
South endPresident Street / Fayette Street in Baltimore, MD
Major intersections
North end I-81 / US 322 near Progress, PA
Location
CountryUnited States
StatesMaryland, Pennsylvania
CountiesMD: City of Baltimore, Baltimore
PA: York, Cumberland, Dauphin
Highway system
← I-81MD→ MD 84
← PA 82PA→ PA 83

Interstate 83 (I-83) is an interstate highway located in the states of Maryland and Pennsylvania in the Eastern United States. Its southern terminus is at a signalized intersection with Fayette Street in Baltimore, Maryland; its northern terminus is at I-81 near Harrisburg, Pennsylvania. I-83 runs from Downtown Baltimore north to I-695 near the northern suburb of Timonium on the Jones Falls Expressway before forming a concurrency with I-695. After splitting from I-695, the route follows the Baltimore–Harrisburg Expressway north to the border between Maryland and Pennsylvania. Upon crossing the state line, I-83 becomes the Veterans of Foreign Wars of the United States Memorial Highway and continues north through York toward the Harrisburg area. The route runs along the southern and eastern portion of the Capital Beltway that encircles Harrisburg before reaching its northern terminus.

Most of the route south of Lemoyne, Pennsylvania, is a direct replacement of U.S. Route 111 (US 111), a former spur of US 11.

Route description

[edit]
Lengths
  mi[1] km
MD 34.50 55.52
PA 50.53 81.32
Total 85.03 136.84

Maryland

[edit]

Jones Falls Expressway

[edit]
I-83 seen from the US 40 (Orleans Street) bridge in Baltimore, Maryland

The Jones Falls Expressway (JFX) is a 10.2-mile-long (16.4 km) freeway that carries I-83 from downtown Baltimore to the northern suburbs. It is the area's true north–south artery because I-95 runs from southwest to northeast through the southern edge of the city. Its southern terminus is at Fayette Street, and its northern terminus is at Maryland Route 25 (MD 25), just north of the Baltimore Beltway (I-695). Inside Baltimore, the road is maintained not by the Maryland State Highway Administration (MDSHA), which controls most freeways in the state, but by the city's department of transportation.

The freeway begins at an at-grade, four-way intersection between the JFX, Fayette Street, and President Street, located in close proximity to the Phoenix Shot Tower. President Street continues south along the eastern edge of the central business district (CBD) to terminate at a traffic circle in Inner Harbor East. Fayette Street serves as an access route into the downtown area.

Passing beneath the Orleans Street Viaduct (US 40), the JFX runs north, passing near the Washington Monument. Between exits 3 and 4, there is a 90-degree turn that sometimes requires motorists to slow down just before entering it, with an advisory speed posted at 40 mph (64 km/h). The curve is located between the Guilford Avenue and Preston Street overpasses. Within the curve, the southbound JFX interchanges with MD 2, with an exit to St. Paul Street and an entrance from Charles Street (MD 139).

I-83 southbound on the JFX past Northern Parkway in Baltimore, Maryland

Having passed this curve, the JFX begins to parallel MD 25, going under the Howard Street Bridge and interchanging with Maryland Avenue and North Avenue (US 1/US 40 Truck) before continuing north past Druid Lake, forming the northeastern boundary of Druid Hill Park. Running northwest out of the city center, the JFX is paralleled by its namesake river, the Jones Falls, on one side, and the Maryland Transit Administration's Baltimore Light RailLink line on the other. Closer to downtown, the light rail line peels off in a different direction, while the falls flows directly underneath the elevated freeway.

After interchanging with Cold Spring Lane and Northern Parkway (between which lies Cylburn Arboretum), the JFX exits Baltimore, entering Baltimore County. Passing close to Mt. Washington Pediatric Hospital, the Mount Washington campus of the Johns Hopkins University, and Jones Falls Park, the route skirts the edge of Lake Roland before interchanging with Ruxton Road just south of I-695 (Baltimore Beltway).

At the beltway, I-83 leaves the JFX and joins I-695 for a distance of 1.4 miles (2.3 km), where it separates from the latter route to continue onward into northern Maryland. Meanwhile, the JFX continues for another 0.5 miles (0.80 km) in a four-lane divided format before terminating at an at-grade intersection with MD 25 (Falls Road). I-83 and I-695 split off at the southern terminus of the Baltimore–Harrisburg Expressway, and I-695 continues its eastward trek toward Towson and Parkville.

Baltimore–Harrisburg Expressway

[edit]
I-83 northbound at Warren Road in Cockeysville, Maryland

After separating from the beltway, I-83 is known as the Baltimore–Harrisburg Expressway. Running due north away from the beltway, the route parallels MD 45 (York Road), the former route of US 111. Passing to the west of Timonium and Cockeysville, I-83 leaves the suburban belt around Baltimore and enters rural Baltimore County just north of Hunt Valley at Shawan Road. I-83 and MD 45 continue to parallel one another through the northern portion of the county, with MD 45 crossing over I-83 once, at an interchange. This segment of I-83 has several sections with higher than usual gradients.

The only major settlement encountered by I-83 along this stretch is Monkton, reached via MD 137. To the west of I-83, MD 137 connects with the northern terminus of MD 25, I-83's former companion to the south.

The interstate eventually crosses the Mason–Dixon line into York County, Pennsylvania, 25 miles (40 km) north of Baltimore, mere feet from a partial interchange with Freeland Road and parallel with MD 45; the latter route becomes the Susquehanna Trail when it reaches Pennsylvania.

Baltimore–Harrisburg Expressway (I-83) dedication plaque

Pennsylvania

[edit]
See also: Capital Beltway (Harrisburg)
View north along I-83 entering Pennsylvania from Maryland
I-83 northbound approaching the interchange with I-283 and US 322 in Swatara Township, Pennsylvania

Throughout Pennsylvania, I-83 is named the Veterans of Foreign Wars of the United States Memorial Highway.[3] I-83 enters Pennsylvania, crossing the Mason–Dixon line and passing to the east of Shrewsbury as it runs due north toward York. The route bypasses the boroughs of Loganville and Jacobus before entering the city of York.

I-83 has a business route through downtown York, known as I-83 Business (I-83 Bus.). The business route follows the former path of US 111, while I-83 turns northeast and then north again to bypass the urban area. Near Pennsylvania Route 462 (PA 462), the Lincoln Highway, the interstate turns west for a short distance, then north again to an interchange with US 30. Beyond US 30, I-83 resumes its straight path, running due north out of York and passing to the west of Emigsville.

North of PA 297, I-83 is known as the Susquehanna Expressway.[citation needed] It maintains this name as it passes to the south and west of Valley Green, continuing north toward Harrisburg. South of Harrisburg, I-83 has an interchange with I-76 (Pennsylvania Turnpike). North of I-76, I-83 continues due north, passing through New Cumberland, before an interchange with the eastern terminus of PA 581 in Lemoyne.

After the interchange with PA 581, I-83 is known as the Capital Beltway. The highway turns due east and crosses the Susquehanna River over the John Harris Bridge, south of Downtown Harrisburg, passing south of Paxtang before encountering I-283 and US 322 at the Eisenhower Interchange. Within the interchange, I-83 exits from itself, with each direction of traffic following a one-lane ramp; facing east, I-83's former lanes become US 322, while, facing north, I-283's lanes become I-83. The interchanges includes ramps to local roads as well. From this point northbound to exit 51, traffic is often congested during daylight hours. I-83 and westbound US 322 continue north toward US 22 and I-81, I-283 goes due south toward the turnpike and PA 283's western terminus, and eastbound US 322 goes due east toward Hershey.

Beyond this interchange, I-83 and US 322 run due north through the eastern suburbs of Harrisburg, interchanging with US 22 northeast of the CBD in Colonial Park, before I-83 terminates at a three-way semidirectional interchange with I-81. From here, US 322 continues west along I-81 south.[4]

History

[edit]

Pennsylvania

[edit]
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 US 111. The route received the I-83 designation in 1960. The first section built (opened 1954) runs from PA 392 in Newberry Township north to PA 114 in Fairview Township. The entire highway was completed in 1971 with the massive Eisenhower Interchange in Harrisburg.[5]

From 2012 to 2015, the I-83/PA 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.[6] 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.[7][8]

The interchange with PA 851 near Shrewsbury was reconstructed into a diverging diamond interchange, which opened to traffic on June 28, 2021.[9]

In York, Pennsylvania, a reconstruction of the Mt. Rose Avenue (PA 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.[10][11][12]

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 PA 230 (Cameron Street) while the 13th Street interchange will be closed. Construction on both contracts is expected to be finished in 2028.[13]

I-83 (JFX) southbound in Baltimore, Maryland

Jones Falls Expressway

[edit]

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.[14] It was the first to be constructed due to community opposition to the other planned freeways within the city.[citation needed] The JFX follows the path of the 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 4.4 miles (7.1 km) to 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 0.75 miles (1.21 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[15] and Canton to a junction with the then-planned I-95, but opposition from residents of those neighborhoods successfully blocked that proposal.[16] As a result, I-83 became the first Maryland road in the interstate highway System.[2]

Planning

[edit]
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.[17] 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 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 area and continue to I-95.[18]

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 and O'Donnell streets.[19] 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

[edit]
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 4.4 miles (7.1 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 million in the early 1980s [equivalent to $2.12 billion in 2024[20]], and likely to reach $1 billion [equivalent to $3.48 billion in 2024[20]] 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.[21]

To make up for the loss of the I-83 segment, the Jones Falls Boulevard project substantially rebuilt approximately 0.5 miles (0.80 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.[21] 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?] include I-97, I-195, I-370, and the upgrade of a portion of the John Hanson Highway to I-595.

Future

[edit]
I-83 northbound in Lower Allen Township, Pennsylvania

As Congress worked toward reauthorization of the Surface Transportation and Uniform Relocation Assistance Act, the Greater Lynchburg Chamber of Commerce and other groups in Virginia wanted I-83 extended southward to provide bypasses for Charlottesville, Lynchburg, and Danville, and to link those cities to Greensboro, North Carolina. By June 1991, Robert LaLone, director of programs for the Lynchburg Chamber, admitted that an interstate was unlikely, but upgrading US 29, with bypasses included, is more likely.[22]

The possibility of extending I-83 (rather than I-99) north to Rochester, New York, was discussed at the October 2002 I-99 Task Force meeting. Part of the proposed route on US 11/US 15, however, has since been rebuilt as a four-lane surface road that does not meet interstate standards.[citation needed] Expensive additional reconstruction, including new interchanges, service roads, and realignments, would be necessary. The farthest north that I-83 could be extended currently would be Benvenue, Pennsylvania, on a bridge over the Susquehanna River, where a recently built freeway section of US 22/US 322 (Dauphin Bypass) downgrades to a divided four-lane surface road. Recently, however, the Central Susquehanna Valley Thruway, a 10-mile (16 km) freeway project along the proposed corridor near Shamokin Dam, Pennsylvania, has been approved and is under construction as of 2016,[23][24] with the first section opening in 2022.[25]

In 2005, Walter Sondheim, a prominent Baltimore city planner unveiled a proposal to tear down the elevated portion of the JFX that leads into downtown. In the JFX's place, President Street would be extended north to Eager Street, where the elevated section ends. City officials have since offered tentative support for the idea, though it is unlikely that any action will be taken until about 2020, when the current elevated structure will need an overhaul if it is to remain in use. If the downtown JFX were demolished, Baltimore would join San Francisco, Boston, and Milwaukee to become among the large U.S. cities that have removed some of their downtown elevated freeways. On May 17, 2009, The Baltimore Sun revealed a plan by Rummel, Klepper & Kahl LLP, to tear down a mile (1.6 km) of the JFX to create an urban boulevard that would help connect downtown to the east side of the city and the Johns Hopkins Hospital.[26]

Exit list

[edit]

Exit numbers in Pennsylvania were changed in April 2001 from sequence-based to distance-based.

StateCountyLocationmi[27][28][29]kmOld exit[30]New exit[30]DestinationsNotes
MarylandBaltimore City0.000.00President Street / Fayette Street eastSouthern terminus; at-grade intersection; access to Johns Hopkins Medical Campus and Shot Tower–Market Place station
1Fayette Street westSouthbound exit only
Gay StreetNorthbound entrance only
0.300.48—Pleasant StreetSouthbound exit only
0.901.453Chase StreetNorthbound exit only
Guilford AvenueSouthbound exit and northbound entrance
1.292.084
 MD 2 south (Saint Paul Street)		Southbound exit and northbound entrance; access to Penn Station
1.512.435Maryland AvenueSouthbound exit only
1.852.986
 US 1 / US 40 Truck (North Avenue) / Mount Royal Avenue		Access to North Avenue Light Rail station and MICA
2.423.89728th Street / Druid Park Lake DriveSigned as exits 7A (Druid Park Lake) and 7B (28th Street) northbound
3.024.868
 MD 25 north (Falls Road)		Northbound exit and southbound entrance
4.747.639Cold Spring LaneSigned as exits 9A (east) and 9B (west) northbound; access to Cold Spring Lane Light Rail station and Loyola University Maryland
5.869.4310Northern ParkwaySigned as exits 10A (east) and 10B (west) northbound; access to Pimlico Race Course and Sinai Hospital
BaltimoreRuxton8.9714.4412
 Ruxton Road to MD 133 (Old Court Road)		Northbound exit and southbound entrance
Brooklandville9.7415.6823

 I-695 west to MD 25 (Falls Road) – Pikesville, Washington		Signed as exits 23B (MD 25) and 23A (I-695) southbound; south end of I-695 overlap; exit number not signed northbound
Lutherville11.2618.1224
 I-695 east – Towson, New York		North end of I-695 overlap; New York not signed southbound; exit number not signed southbound
Timonium12.5920.2616Timonium RoadSigned as exits 16A (east) and 16B (west) northbound; access to Fairgrounds station
14.0222.5617Padonia Road
Cockeysville15.4424.8518Warren Road (MD 943 east) – CockeysvilleNorthbound exit and southbound entrance; access to Warren Road Light Rail station
17.1827.6520Shawan Road – CockeysvilleSigned as exits 20A (east) and 20B (west); access to Oregon Ridge Park and Hunt Valley station
Sparks20.9733.7524Belfast Road – Butler, Sparks
Hereford24.2639.0427 MD 137 (Mount Carmel Road) – Hereford
Parkton27.6144.4331Middletown Road – Parkton
29.6347.6833 MD 45 – Parkton
Maryland Line33.2253.4636 MD 439 – Maryland Line, Bel Air
34.3555.2837Freeland RoadSouthbound exit and northbound entrance
Mason–Dixon line34.50
0.000		55.52
0.000		Maryland–Pennsylvania state line
PennsylvaniaYorkShrewsbury Township3.5295.67914 PA 851 – ShrewsburyDiverging diamond interchange
Springfield Township7.52912.11728 PA 216 – Glen Rock
10.34016.641310
 To PA 214 – Loganville		Access via North Street
Spring Garden Township13.65721.979414 PA 182 – Leader Heights
14.23022.901515
 I-83 BL north (South George Street)		Directional T interchange; access to York College of Pennsylvania
15.49724.940616 PA 74 (Queen Street)Signed as exits 16A (south) and 16B (north); access to Penn State York
17.60028.324718 PA 124 (Mount Rose Avenue)Signed as exits 18A (east) and 18B (west) southbound
Springettsbury Township18.74630.169819 PA 462 (Market Street)Signed as exits 19A (east) and 19B (west) southbound
Manchester Township21.07133.910921 US 30 (Arsenal Road) – Lancaster, GettysburgSigned as exits 21A (east) and 21B (west) northbound; no southbound access to US 30 west
21.64834.8391022


 I-83 BL south / PA 181 (North George Street) to US 30 west		I-83 BL/US 30 not signed northbound
23.71638.1671124 PA 238 – Emigsville
28.15245.3061228 PA 297 – Zions View, Strinestown
Newberry Township31.93251.3901332 PA 382 – NewberrytownAccess to Gifford Pinchot State Park and Roundtop Mountain Resort
33.37453.7101433 PA 392 – Yocumtown
Fairview Township33.87454.51514A34Valley GreenNorthbound exit and entrance
34.99156.3131535 PA 177 – LewisberryAccess to Gifford Pinchot State Park and Roundtop Mountain Resort
35.90457.7821636 PA 262 – Fishing Creek
37.89360.9831738Reesers SummitAccess via Evergreen Road/Pleasant View Road
38.77562.4021839A PA 114 (Lewisberry Road)
39.05562.85339B
 I-76 Toll / Penna Turnpike – Philadelphia, Pittsburgh		I-76 / Turnpike exit 242
39.24663.16018A40ALimekiln Road
CumberlandLower Allen Township40.49965.1771940BNew CumberlandAccess via Carlisle Road
Lemoyne41.19366.29421-2041


 PA 581 west to I-81 south – Camp Hill, Gettysburg, Lemoyne		Signed as exits 41B (Lemoyne) and 41A (PA 581) northbound; no southbound access to Lemoyne; I-81 not signed southbound
41.43866.6882241BLemoyneSouthbound exit and northbound entrance; access via Lowther Street
DauphinHarrisburg42.006–
42.636		67.602–
68.616		John Harris Bridge over the Susquehanna River
42.67168.67223432nd Street – CapitolDirectional T interchange; access to Harrisburg Transportation Center
43.14969.4422444A
 13th Street to PA 230
43.45069.9262544B17th StreetSouthbound exit and entrance
43.65370.25319th StreetNorthbound exit and entrance
44.65871.8702645To Paxton StreetNorthbound exit and entrance; access via 32nd Street
45.51273.244Paxton Street / Bass Pro DriveSouthbound exit and entrance
Swatara Township45.92773.9122746A



 I-283 south to I-76 Toll / Penna Turnpike – Harrisburg International Airport, Lancaster		Eisenhower Interchange; northern terminus and exits 3A-B on I-283
46.85275.4012846B (NB)
47 (SB)
 US 322 east / Eisenhower Boulevard – Hershey		South end of US 322 overlap; Eisenhower Blvd. not signed northbound
Lower Paxton Township47.94077.1522948Union Deposit Road
49.22079.2123050 US 22 (Jonestown Road)
50.68881.57451


 I-81 / US 322 west to I-78 east – Carlisle, State College, Hazleton, Allentown		Northern terminus; signed as exits 51B (north) and 51A (south); north end of US 322 overlap; I-81 exit 70
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Auxiliary routes

[edit]

I-83 has one auxiliary route: I-283, a connector from I-83 south to I-76 (Pennsylvania Turnpike) and PA 283 southeast of Harrisburg.

Business route

[edit]
Interstate 83 Business marker
Interstate 83 Business
LocationYork, Pennsylvania
Length5.43 mi (8.74 km)
Existed1961–present
I-83 Bus. northbound entering York

Interstate 83 Business (I-83 Bus.) is a short business loop in York, Pennsylvania. It begins at a semidirectional T interchange with I-83 south of York, continuing north as a freeway for two miles (3.2 km) before the freeway ends at a partial interchange with South George Street, with a southbound exit and northbound entrance. The route continues north along George Street through downtown York, intersecting PA 74/PA 462 before leaving the city and intersecting US 30. Here, PA 181 begins and runs north concurrent with I-83 Bus. for a short distance before I-83 Bus. ends at an interchange with I-83. PA 181 continues north past the northern terminus of I-83 Bus.

From its designation in 1961 until the designation of I-376 Bus. in 2009, I-83 Bus. was the only business route of an interstate highway in Pennsylvania.

Major intersections

[edit]

The entire route is in York County.

LocationmikmDestinationsNotes
York Township0.000.00 I-83 – Harrisburg, BaltimoreSouthern terminus; I-83 exit 15
York1.862.99South George StreetSouthbound exit and northbound entrance
Northern end of freeway section
3.34–
3.44		5.38–
5.54		 PA 74 / PA 462 (Market Street / Philadelphia Street)
Manchester Township4.877.84

 US 30 (Arsenal Road) to I-83 south – Gettysburg, Lancaster

 PA 181 begins		South end of concurrency with PA 181
5.438.74
 I-83 / PA 181 north (North George Street) – Harrisburg, Baltimore, Emigsville		Northern terminus; I-83 exit 22
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Interstate 83

View on Grokipedia
from Grokipedia
Interstate 83 (I-83) is a north–south Interstate Highway in the Mid-Atlantic United States that spans 85.03 miles (136.84 km) from an at-grade intersection with Fayette Street in Baltimore, Maryland, to a junction with Interstate 81 (I-81) near Colonial Park, a suburb of Harrisburg, Pennsylvania. The route primarily follows the corridor of the former U.S. Route 111, serving as a key link between the Baltimore metropolitan area and the Susquehanna Valley region, and passing through urban, suburban, and rural landscapes in Baltimore County, Maryland, and York and Dauphin counties, Pennsylvania. Of its total length, approximately 34.50 miles (55.54 km) lie in Maryland and 50.53 miles (81.32 km) in Pennsylvania. In Maryland, I-83 begins in downtown Baltimore as the Jones Falls Expressway, a freeway that follows the Jones Falls valley northward through the city and into Baltimore County, where it transitions to the Baltimore–Harrisburg Expressway. It briefly overlaps with Interstate 695 (I-695, the Baltimore Beltway) near Timonium before continuing north to the Pennsylvania state line near the community of Maryland Line. In , the highway enters York County and passes through the before reaching the state capital area, crossing the via the John Harris Memorial Bridge (South Bridge) south of downtown Harrisburg and ending at the Eisenhower Interchange with I-81, which provides connections to broader Interstate routes like I-76 () and I-78. Major junctions along the route include I-695 in and U.S. Route 30 () and Pennsylvania Route 581 ( Expressway) in , facilitating regional commuting and freight movement. Construction of I-83 largely occurred between the and as part of the early Interstate System development, with the Jones Falls Expressway section in opening in segments starting in 1957 and the full route to Harrisburg completed by 1971. The highway replaced alignments of U.S. Route 111, which had been decommissioned in 1963, and incorporated upgraded expressway sections built by the (PennDOT) and Maryland State Highway Administration (MDOT SHA). In urban areas like , portions remain locally maintained, while state agencies oversee maintenance elsewhere. Today, I-83 supports high traffic volumes, with average annual daily traffic exceeding 49,000 vehicles on key segments, and is subject to ongoing improvements to address congestion and aging . Notable projects include the I-83 South Bridge Replacement in Harrisburg, funded by a 2024 Bridge Investment Program grant to modernize a 1960s-era structure over the , and widening efforts in to add lanes and enhance safety between exits 19 and 22. These initiatives are part of broader corridor planning, such as the I-83 Master Plan, aimed at improving mobility around Harrisburg.

Route description

Maryland portion

Interstate 83 (I-83) in spans 34.50 miles from its southern terminus in to the state line near . The route is designated as the Jones Falls Expressway (JFX) for its initial 10.2-mile urban segment through , transitioning to the Baltimore-Harrisburg Expressway as it proceeds northeast into Baltimore County's suburbs. This highway serves as a vital north-south corridor, facilitating commuter traffic between and northern suburbs while experiencing significant congestion in its densely populated southern stretches. The southern terminus of I-83 is at a signalized at-grade with Fayette Street in , adjacent to President Street, which provides connections to local streets and the area. From there, the Jones Falls Expressway heads north, paralleling the Jones Falls stream through the city's west side, passing near landmarks such as via Exit 7 (28th Street/Druid Park Lake Drive). Key interchanges along this segment include Exit 8 for MD 25 (Falls Road) and the major junction with I-695 (Baltimore Beltway) at Exits 11–14, where the route briefly concurs with the beltway before splitting off. The JFX features tight curves and elevated sections characteristic of its pre-Interstate origins, contributing to its role as a high-volume urban freeway prone to delays during peak hours. North of I-695, I-83 continues as the Baltimore-Harrisburg Expressway, curving northeast through Towson and Parkville while providing access to suburban areas via sparse interchanges. Notable features include Exit 20A/B for I-83's interchange with Shawan Road in Hunt Valley and the crossing of on bridges such as the Warren Road overpass near the northern extent of the waterway. Further north, Exit 33 for MD 45 (York Road) serves local in the area before the route ascends gently through wooded terrain to reach the state line at milepost 34.50, approximately 2 miles south of . Throughout this suburban-to-rural transition, the highway functions primarily as a commuter , with daily volumes exceeding 100,000 vehicles in the Towson vicinity and easing northward.

Pennsylvania portion

Interstate 83 enters from approximately four miles south of in County, where it continues northward as a four-lane divided freeway designated as the of the throughout its entire length in the state. This segment spans 50.53 miles and serves as the primary north-south corridor linking the area in southern to Harrisburg, featuring a mix of rural stretches interspersed with urban approaches to and Harrisburg. From the state line, I-83 heads north through southern York County, passing near small communities such as Railroad and before reaching key interchanges that facilitate local access and regional travel. Notable connections in this area include Exit 4 for PA 851 in , Exit 8 for PA 216 near Glen Rock, and Exit 10 leading to PA 214 in Loganville. Further north, the freeway approaches Dover at Exit 16 (PA 74), providing access to the west side of , and intersects US 30 at Exit 21, a major east-west arterial serving the metropolitan area. Entering the , I-83 curves slightly eastward to bypass the urban core, with Exit 19 providing access to PA 462 (Market Street) for downtown connections and Exit 22 linking to PA 181 (North George Street). Beyond , the route transitions through more suburban and rural terrain in northern York County, crossing Manchester Township and interchanging with PA 297 at Exit 28 near Strinestown and PA 177 at Exit 35 near Lewisberry. An additional local connection occurs at Exit 39A for PA 114 (Lewisberry Road). As I-83 enters Cumberland County briefly near the Yellow Breeches Creek, it interchanges with the (I-76) at Exit 46A near Newberrytown, offering critical east-west connectivity to and . The freeway then crosses into Dauphin County, where it proceeds northwest through the Harrisburg suburbs, paralleling the 's eastern bank. The northernmost segment features the John Harris Bridge, a multi-span structure carrying I-83 across the into the borough of Lemoyne, directly linking the east shore to downtown Harrisburg. Immediately after the bridge, I-83 reaches its northern terminus at a directional interchange with I-81 near (I-81 Exit 70), where northbound traffic can continue toward Wilkes-Barre and southbound toward Carlisle. This endpoint integrates I-83 into the Harrisburg system, enhancing regional mobility.
Key InterchangeExit NumberConnected RouteLocation
PA 7416Dover/YorkYork County
US 3021York/Arsenal RoadYork
PA 46219Market StreetYork
PA 17735LewisberryYork County
I-76 (PA Turnpike)46ANewberrytown/Cumberland County
I-8151A/B (I-81 Exit 70)/HarrisburgDauphin County

History

Planning and early development

The planning for Interstate 83 (I-83) originated in as an upgrade to the existing U.S. Route 111 (US 111) expressway, with initial proposals emerging in 1950 to improve north-south connectivity between Harrisburg and the border. The Department of Highways identified the need for a limited-access highway along this corridor to handle growing traffic volumes, emphasizing an alignment that would pass through while initially avoiding dense urban centers to minimize disruptions. This route selection was influenced by studies highlighting the corridor's role in linking central to broader interstate networks, particularly future connections to (I-81) near Harrisburg. In , early 1950s planning centered on extending the route southward into as the Jones Falls Expressway, proposed to connect northward along the Jones Falls valley to alleviate congestion on local roads. These proposals gained traction amid opposition to alternative Inner Harbor Tunnel routes, which faced environmental and community concerns over disrupting Baltimore's waterfront and historic areas. By , officials secured approval for detailed planning of the Jones Falls Expressway, incorporating focused on mitigating impacts to the Jones Falls waterway and surrounding neighborhoods while improving regional access. Community input emphasized the need for the highway to serve as a for through-traffic, reducing pressure on Baltimore's radial road system. The Interstate Highway System's establishment in 1956 formalized I-83's designation in 1957, designating it as a key north-south artery from to Harrisburg, spanning approximately 85 miles across both states. Federal planning integrated Pennsylvania's US 111 upgrade with Maryland's Jones Falls project, prioritizing seamless cross-state continuity. In 1958, the Federal-Aid Highway Act allocated initial funding for preparatory studies, including traffic projections and right-of-way acquisitions, underscoring I-83's strategic importance in the national defense and commerce network. Pennsylvania's Department of Highways led alignment refinements through , balancing engineering feasibility with early land-use considerations to facilitate future growth.

Construction and completion

The construction of Interstate 83 in began with the Jones Falls Expressway in the mid-1950s, addressing urban traffic needs in . Groundbreaking occurred on October 2, 1956, following approval by the in 1955 and inclusion in the federal for funding support. The expressway was built in phases along the Jones Falls valley, elevated to minimize disruption to existing industrial and residential areas. The first three-mile segment from Charles Street to Falls Road opened on December 16, 1961, allowing travel at 50 mph. Extensions followed, with an additional segment to Biddle Street opening in spring 1962 and a 5.5-mile link from downtown to the completed on November 2, 1962, marking substantial progress by late 1963. North of the city, the Baltimore-Harrisburg Expressway portion advanced concurrently from to 1967, connecting the Beltway to the state line. A one-mile link from Timonium Road (Exit 16) south to I-695 opened in , featuring a directional-Y interchange. In 1959, a four-mile stretch from Parkton ( 45, Exit 33) north to the state border became operational. The following year, a six-mile section between Road ( 137, Exit 27) and Parkton opened, with dualization of a prior super-2 highway between Cockeysville and . By 1967, the full segment to the line was complete and integrated into I-83, facilitating direct access to the north. In , construction proceeded in stages during the and , upgrading the former U.S. Route 111 corridor. The southern section from the state line to opened on October 28, 1959, including a dedicated nine-mile stretch from to Strinestown that connected key rural and suburban areas. Progress continued northward, with the York-to-Harrisburg segment built out through the ; the John Harris Memorial Bridge over the , linking east and west shores, opened on January 22, 1960. The route reached near Harrisburg by the late , culminating in the final link to via the Eisenhower Interchange in 1971. Urban land acquisition in posed significant challenges for the Jones Falls Expressway, constraining right-of-way expansion and resulting in tighter curves unsuitable for higher interstate speeds due to dense industrial zoning and neighborhood opposition. In Pennsylvania's rural stretches, bridging streams and valleys required extensive engineering, though specific delays were minimal compared to urban hurdles. The entire 85-mile route became fully operational by 1971, supplanting U.S. 111 as the primary Baltimore-to-Harrisburg corridor and enabling seamless interstate travel.

Design changes and truncations

The original plans for Interstate 83 envisioned an extension southward through to connect with Interstate 95 near Fells Point, forming part of a larger east-west expressway system along the waterfront. However, this extension was canceled in the amid strong community opposition from residents concerned about the destruction of historic neighborhoods and environmental impacts on the waterfront area. As a result of the truncation, the southern terminus was officially set at Fayette Street in , with the designation formalized in 1987 upon completion of the final segment to Fayette Street. This change shortened the route by approximately 3 miles from its planned length of about 88 miles to its current 85 miles, concentrating its role on the Baltimore-to-Harrisburg corridor. In , the route underwent a redesignation in the early from its predecessor U.S. Route 111, which had been upgraded to freeway standards in the and , with U.S. 111 fully decommissioned on August 8, 1962, but the interstate numbering solidified upon the highway's completion in 1971. Minor widenings occurred in the area during the to accommodate growing traffic volumes. Adjustments to the Jones Falls Expressway segment of I-83 in the 1980s and 1990s included minor realignments aimed at enhancing safety, such as improved ramps and barriers. A more ambitious 2005 proposal sought to demolish the elevated portion from the Guilford Avenue exit to Fayette Street and replace it with an at-grade boulevard to reconnect the divided neighborhoods and reduce urban blight, but the plan faced funding challenges and was not implemented as of 2025.

Improvements and future plans

Recent and ongoing projects

In , a major widening project along Interstate 83's northern section began in 2016 near the northern terminus at I-81 and extended south to just past the Union Deposit Road interchange (Exit 29), involving reconstruction, lane additions, and bridge replacements to address congestion and safety issues. This effort included the replacement of three bridges over local roads as part of a $34 million initiative, with work focusing on improving in the Harrisburg area. Further widening in the area from Exit 19 (PA 181) to Exit 22 (near Eisenhower Boulevard) expanded the highway to six lanes total, incorporating interchange upgrades at Exit 21 (PA 441) and Exit 22 to enhance queuing and safety performance projected through 2042, though high-occupancy vehicle (HOV) lanes were not implemented. A comprehensive reconstruction in Dauphin County commenced on October 23, 2023, targeting northbound I-83 from the John Harris Memorial Bridge over the to the Eisenhower Interchange (with I-81) at Exit 29. The $154.6 million project, awarded to New Enterprise Stone & Lime Co., Inc., encompasses full pavement widening and replacement, repairs to overhead bridges at 29th Street and 19th Street, construction of a new Cameron Street interchange, removal of the 13th Street interchange, and corridor improvements along Cameron Street, 19th Street, and 29th Street. On November 16, 2025, the 19th Street Bridge was demolished as part of the project, with I-83 temporarily closed; the new bridge is expected to open in late 2026. Completion is anticipated by October 12, 2027, with ongoing phases including traffic shifts and lane restrictions to minimize disruptions. The I-83 South Bridge Replacement project, awarded funding in 2024 through the FHWA Bridge Investment Program, will replace the John Harris Memorial (South) Bridge over the , with construction anticipated to begin in 2026 to address structural deficiencies and enhance . In , maintenance on the Jones Falls Expressway portion of I-83 during the 2010s included resurfacing and rehabilitation efforts to address high crash rates, which exceeded 38 incidents per mile between 2010 and 2014—more than double the state average—through , patching, and structural upgrades. enhancements at the I-695 (Baltimore Beltway) interchange are part of a broader $350 million I-695 reconstruction initiative that began in 2020, featuring lane additions, shoulder use for peak-hour capacity, and intelligent transportation systems to reduce congestion and improve merge/diverge areas near I-83's northern end; the project is ongoing with full completion expected by late summer 2028. These upgrades, including overnight milling and patching between I-83 interchanges, aim to cut peak-hour delays and enhance reliability. The 2003 I-83 Master Plan, developed by the (PennDOT) in collaboration with the Harrisburg Area Transportation Study, serves as a foundational guide for capacity enhancements along the 11-mile Harrisburg corridor from I-81 to New Cumberland (Exit 7). It recommends reconstructing the mainline to three through lanes per direction at a 60 mph design speed, reconfiguring interchanges, and adding auxiliary lanes between ramps to meet modern interstate standards and mitigate environmental impacts. This plan has directly influenced projects from 2016 to 2025, including auxiliary lane additions near Harrisburg to alleviate bottlenecks and support long-term traffic growth. Pennsylvania's recent I-83 initiatives, particularly the expansions, have exceeded $200 million in total costs for key segments, with individual contracts like the $132.7 million East Shore Section 3 award in contributing to broader modernization. These efforts have yielded measurable impacts, such as a 70% reduction in crashes at reconstructed interchanges like US 22/PA 322 following the East Shore Section 1 completion. While specific congestion reductions vary by segment, widened areas have improved traffic flow by up to 20% during peak periods through added capacity and optimized ramps. Significant milestones include the 2016 launch of northern terminus improvements near I-81, which set the stage for subsequent beltway reconstructions. In fall 2025, PennDOT initiated an eight-year modernization phase through 2033 under East Shore Section 3, widening I-83 to three lanes per direction from Cameron Street to 29th Street, adding collector-distributor lanes, reconstructing two bridges, and upgrading the 17th Street interchange to further reduce delays in the Harrisburg core.

Proposed extensions and modifications

In the late 1990s, discussions emerged regarding a potential northern extension of I-83 along the US 15 corridor toward , and possibly further north, as part of broader efforts to upgrade regional connectivity. However, these plans were deemed unlikely due to ongoing expressway reconstruction of US 15 by PennDOT and insufficient justification for interstate designation. By the early , alternative routing considerations, including a possible continuation to , were raised during I-99 meetings, but no formal advancement occurred owing to low projected traffic volumes and high construction costs. Early planning for I-83's southern terminus in the 1950s and 1960s envisioned an extension of the Jones Falls Expressway (JFX) southward through Baltimore's Fells Point and Canton neighborhoods to connect directly with I-95 near Boston Street. This alignment included elevated viaducts and interchanges, but faced significant community opposition in the over urban disruption and environmental concerns, leading to its cancellation; remnants such as ghost ramps on I-95 persist as evidence of the unbuilt link. Proposals in the and explored integrating Baltimore's Red Line with I-83 infrastructure, particularly at crossings along the JFX, to enhance multimodal transit in underserved east-west corridors; however, the $2.9 billion project was canceled in 2015 by Governor amid funding disputes and shifted priorities toward highway improvements, though it was relaunched in 2023 without direct I-83 modifications. The 2003 I-83 Master Plan for the Harrisburg section proposed conceptual enhancements to form a more efficient loop integrating I-83 with I-81 and PA 581 (part of the broader beltway system), including new interchanges like a at Union Deposit Road and directional ramps at the Eisenhower Interchange to improve flow toward I-283 and US 322. These under-study modifications aim to address congestion without extending the route northward or westward to I-76, focusing instead on widening to three lanes per direction and bridge upgrades over the . Studies from 2005 to 2020 examined partial demolition of the JFX in for conversion to an urban boulevard, aiming to reduce its barrier effect on neighborhoods, restore Jones Falls visibility, and promote ; however, as of 2025, no funding has been secured, with prioritizing seismic retrofits, pavement repairs, and congestion relief over reconfiguration. Key challenges to these proposals include environmental impacts such as wetland disturbances, floodplain encroachments, and effects on cultural resources like the Harrisburg ; urban disruptions involving 9 to 70 residential and 12 to 34 business displacements; and funding shortages, with total estimated costs exceeding $986 million for Harrisburg-area modifications alone, leading to phased implementation reliant on federal and state allocations. As of 2023 PennDOT reports, all major extensions remain inactive, with agency resources redirected toward maintenance and reconstruction of the existing 85-mile route, including ongoing widening projects in Dauphin County to enhance safety and capacity without new alignments.

Auxiliary routes

Interstate 283 (I-283) is the sole auxiliary route of Interstate 83 (I-83), serving as a 2.91-mile (4.68 km) spur in Dauphin County, Pennsylvania, that connects the Harrisburg East interchange of the Pennsylvania Turnpike (Interstate 76 or I-76) and U.S. Route 322 (US 322) to I-83 near its northern terminus in the Harrisburg area. The route functions primarily as a bypass around the original Harrisburg East Interchange configuration, providing a direct, limited-access link that replaced the earlier alignment of Pennsylvania Route 283 (PA 283, known as Eisenhower Boulevard) between the Turnpike and I-83. The highway's key role is to facilitate efficient access to —reached via PA 283 from I-283—and the for regional travelers and freight, while also supporting connectivity to nearby industrial parks in Lower Swatara and Swatara townships. It carries an average annual daily (AADT) of 49,007 vehicles as of 2023, underscoring its importance as a vital corridor for airport-bound , commercial shipments, and commuters avoiding local congestion in the Harrisburg suburbs. I-283 was officially designated as an Interstate auxiliary route in 1969, two years before its full completion, to integrate it into the national highway system as a child route of I-83. Along its short length, I-283 features interchanges with PA 441 (Hershey Road) near its midpoint and PA 283 (Eisenhower Boulevard) shortly before its southern terminus at I-83; it also crosses Swatara Creek via a multi-span bridge structure accommodating six lanes of traffic. Note that PA 283 is not related to I-283 beyond this connection, as the state route designation was adjusted to State Route 0300 to avoid numbering conflicts. The route's design emphasizes high-capacity flow without at-grade intersections, enhancing safety and speed for users heading to or from and Turnpike. Construction of I-283 began in 1968, focusing initially on the northern section between the Turnpike interchange and what is now Exit 3 (PA 283), including the relocation of a PA 441 segment to accommodate the new alignment. The highway opened in phases between 1970 and 1971, fully replacing the prior Eisenhower Boulevard connection that had directly linked the Turnpike to local roads. Since its completion, I-283 has undergone no major structural changes or expansions, maintaining its original configuration as a reliable short connector in the Interstate system.

Business routes

Interstate 83 Business is a 5.28-mile (8.50 km) business loop serving and in , connecting the mainline Interstate 83 south of the city to the mainline north of the city while providing direct access through downtown . It follows the former alignment of U.S. Route 111, which was decommissioned in 1963 after the Interstate's designation. The route begins at Exit 15 on I-83 (Pennsylvania Route 3075), approximately 2 miles south of , where it enters via an interchange near Pennsylvania Route 74 (Queen Street). It proceeds north along South George Street through the city's historic districts, passing key intersections including Pennsylvania Route 74 (Queen Street) and a concurrency with and Pennsylvania Route 181 along Market Street. The route continues onto North George Street, traversing urban areas of and , before terminating at Exit 22 on I-83 (Pennsylvania Route 181) near Pennsylvania Route 462 (Arsenal Road), about 0.5 miles north of . Designated and signed as Business I-83 in 1961 upon completion of the I-83 bypass around , the loop was created to accommodate local traffic and commercial access, avoiding the limited-access freeway for those needing city-center connectivity. It was fully realigned to George Street as a two-way route in 2003, coinciding with a major rehabilitation project from May 2003 to December 2006 that included widening, resurfacing, and interchange upgrades at a cost of $58 million, prompted by the widening of the parallel mainline I-83. Maintained by the (PennDOT), Interstate 83 Business is part of the National Highway System but lacks auxiliary route designation. It primarily serves urban commuters, historic sites, and businesses in , offering an alternative to the freeway for short trips through the city.

Exit list

Maryland exits

The Maryland portion of Interstate 83 (I-83), spanning approximately 34.5 miles from to the state line, features 22 numbered exits that increase in number heading northbound. Mileposts begin at 0.00 at the southern terminus in . The following table lists all exits from south to north, including destinations and local connections; some interchanges serve both directions, while others are directional.
ExitMileDestinationsLocations/Notes
10.0Fayette Street; southern terminus of I-83
20.3Pleasant Street, US 40 (Orleans Street)Baltimore City streets
30.9Chase StreetBaltimore City
41.3MD 2 (St. Paul Street)To Annapolis
51.5Maryland AvenueBaltimore City
61.9US 1 (North Avenue)Baltimore City
61.9US 40 Truck RouteBaltimore City
72.428th–29th StreetsBaltimore City
83.0MD 25 (Falls Road)To Towson
94.7Cold Spring LaneBaltimore City
105.9Northern ParkwayBaltimore City/County line area
129.0Ruxton RoadTo Greenspring Valley; local access
139.7I-695 east (Baltimore Beltway)Exit 23 on I-695; to Towson (signed as exit 13 northbound)
1411.3I-695 west (Baltimore Beltway)Exit 24 on I-695; to Reisterstown (signed as exit 14 northbound)
1612.6Timonium RoadTo Timonium; local commercial access
1714.0Padonia RoadTo Cockeysville; local access
1815.4MD 943 (McCormick Road)To Hunt Valley; access
2017.2Shawan RoadTo Hunt Valley and Sparks; local access
2421.0Belfast RoadTo Cockeysville; local rural access
2724.3MD 137 (Mount Carmel Road)To Cockeysville and Sparks
3127.6Middletown RoadLocal access near Parkton
3329.6MD 45 (York Road)To Parkton; near state line
3633.2MD 439 (Old York Road)To Line; local access
3734.4Freeland RoadLocal access; final exit before state line
—34.5Pennsylvania state lineContinuation into as I-83 northbound

Pennsylvania exits

The Pennsylvania section of Interstate 83 utilizes mile-based exit numbering, beginning at milepost 0.00 at the Maryland state line and extending approximately 51 miles northward to the northern terminus at Interstate 81. This segment features around 30 exits (including splits), integrating connections to the I-83 Business Loop through York at several points, with no changes to numbering from recent projects as of 2025, though some ramps are currently closed for reconstruction. The table below details all exits, including mileposts, applicable directions (northbound/southbound where differing), and primary destinations; split exits (e.g., A/B) provide directional access to east/west routes.
ExitMilepostDirectionsDestinations
44.00N/SPA 851 – Shrewsbury, New Freedom
88.00N/SPA 216 – Glen Rock
1010.00N/SPA 214 – Loganville
1414.00N/SPA 182 – Leader Heights, York
1515.00N/SI-83 BL – South George Street, York
16A16.00N/SPA 74 south – South Queen Street, York
16B16.00N/SPA 74 north – Queen Street, York
1818.00N/SPA 124 – Mount Rose Avenue, York
1919.00N/SPA 462 – Market Street, York
21A21.00N/SUS 30 east – Arsenal Road, York
21B21.00N/SUS 30 west – Arsenal Road, York
2222.00N/SPA 181 north – North George Street, I-83 BL, York
2424.00N/SPA 238 – Emigsville, Manchester
2828.00N/SPA 297 – Zions View, Strinestown
3232.00N/SPA 382 – Newberrytown, York Haven
3333.00N/SPA 392 – Yocumtown, Etters
3434.00N/SValley Green Road – Etters
3535.00N/SPA 177 – Lewisberry
3636.00N/SPA 262 – Fishing Creek
3838.00N/SReesers Summit Road – New Cumberland
39A39.00N/SPA 114 – Lewisberry Road, New Cumberland
39B39.00N/SPA Turnpike connector to I-76 – Capital City Airport
40A40.00N/SLimekiln Road – New Cumberland
40B40.00N/SNew Cumberland, Camp Hill
41A41.00N/SPA 581 west to I-81 south – Lemoyne
41B41.00N/SLowther Street, Maple Street – Lemoyne
4343.00N/S2nd Street – Pennsylvania State Capitol, Harrisburg
44A44.00N/SPA 230 – 13th Street, Harrisburg
44B44.00Northbound: 19th Street
Southbound: 17th Street		Harrisburg; ramps closed for reconstruction (November 2025 – spring 2027)
4545.00N/SPaxton Street – Harrisburg
46A46.00N/SI-283 south / I-76 (PA Turnpike) – Harrisburg International Airport
46B46.00N/SUS 322 east – Harrisburg
4747.00N/SUS 322 east – Eisenhower Boulevard, Harrisburg
4848.00N/SUnion Deposit Road – Harrisburg
5050.00N/SUS 22 – Jonestown Road, Colonial Park
51A51.00N/SI-81 south / US 322 west – Harrisburg
51B51.00N/SI-81 north / I-78 – Harrisburg

References

  1. https://www.interstate-guide.com/i-083/
  2. http://www.mdroads.com/routes/is083.html
  3. https://www.pahighways.com/interstates/I83.html
  4. https://www.fhwa.dot.gov/pressroom/fhwa0414.cfm
  5. https://www.pa.gov/agencies/penndot/projects-near-you/district-8-projects/i-83-capital-beltway-master-plan
  6. https://gis.penndot.pa.gov/BPR_PDF_FILES/Documents/Traffic/Highway_Statistics/Annual_Report/2024/2023_Pub_600.pdf
  7. https://www.fhwa.dot.gov/bridge/bip/largebridgegrants2024/
  8. https://wiki.aaroads.com/wiki/Interstate_83
  9. http://www.dcroads.net/roads/jones-falls/
  10. https://roads.maryland.gov/OPPEN/2023_Maryland_State_Highway_Mobility_Report.pdf
  11. https://www.aaroads.com/guides/i-083-north-baltimore-md
  12. https://www.pahighways.com/exits/I83exits.html
  13. https://www.baltimoresun.com/2019/02/26/how-the-jones-falls-expressways-history-explains-why-baltimores-first-highway-is-so-prone-to-crashes/
  14. http://www.dcroads.net/roads/baltimore-harrisburg/
  15. https://yorkblog.com/yorkspast/memories-leading-up-to-i-83-opening-exactly-54-years-ago-on-october-28th-1959/
  16. https://www.ydr.com/story/news/history/blogs/york-town-square/2005/10/05/missing-link-plugged/31756293/
  17. https://www.pahighways.com/us/decommissioned/US111.html
  18. https://www.washingtontimes.com/news/2005/mar/9/20050309-110349-1794r/
  19. https://www.pennlive.com/news/2018/03/heres_what_to_expect_from_capi.html
  20. https://www.i83northyork.com/
  21. https://www.pa.gov/agencies/penndot/news-and-media/newsroom/district-8/2023/work-to-begin-on-i-83-reconstruction-project-in-harrisburg-region-in-dauphin-county
  22. https://www.pa.gov/agencies/penndot/news-and-media/newsroom/district-8/2025/i-83-open-to-traffic
  23. https://www.pa.gov/agencies/penndot/projects-near-you/district-8-projects/i-83-south-bridge-project
  24. https://www.cbsnews.com/baltimore/news/crash-rate-on-i-83-more-than-double-other-md-state-highways-study-finds/
  25. https://www.cbsnews.com/baltimore/news/second-phase-baltimore-beltway-project-begins/
  26. https://roads.maryland.gov/mdotsha/pages/pressreleasedetails.aspx?newsId=4055&PageId=818
  27. https://www.i-83beltway.com/projects/i-83-master-plan.php
  28. https://www.pa.gov/agencies/penndot/news-and-media/newsroom/district-8/2025/i-83-capital-beltway-contract-awarded
  29. https://www.mccormicktaylor.com/our-work/i-83-east-shore-section-1
  30. http://www.roadstothefuture.com/Balt_Early_Expwy_Plan.html
  31. https://marylandmatters.org/2023/06/15/moore-launches-red-line-revival/
  32. https://www.washingtonpost.com/local/trafficandcommuting/five-years-later-many-across-baltimore-bitterly-lament-gov-hogans-decision-to-kill-the-red-line-light-rail/2020/09/12/600f9b44-f529-11ea-bc45-e5d48ab44b9f_story.html
  33. https://www.pa.gov/content/dam/copapwp-pagov/en/penndot/documents/projects-near-you/District-8-Projects/i-83-capital-beltway-master-plan/i83-master-plan-booklet.pdf
  34. https://roads.maryland.gov/OPPEN/Expressway_Construction_web.pdf
  35. https://www.youtube.com/watch?v=TQeLZLbVigI
  36. https://www.environment.fhwa.dot.gov/env_initiatives/pel/peer_exch_corridors_i83.aspx
  37. https://www.interstate-guide.com/i-283-pa/
  38. https://www.aaroads.com/guides/i-283-pa
  39. https://www.pahighways.com/interstates/I283.html
  40. https://www.pahighways.com/interstates/IBUS83.html
  41. https://www.interstate-guide.com/business/ir-083/
  42. https://www.iexitapp.com/exits/Pennsylvania/I-83/North/213
  43. https://www.iexitapp.com/exits/Pennsylvania/I-83/South/213
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