Avenue, following it for in a depressed roadway configuration, before burrowing beneath it to join and parallel the B&O railroad corridor. The median of this route was planned as a transit right-of-way; the transit line was later built as the WMATA Green Line. The study described this routing as superior to previous routings, especially in terms of cost and complexity of construction. The study concluded that the route as proposed, between the Union Station interchange and the College Park Interchange (thus including the connecting segment of the North Central Freeway), would have been in length, cost only $176 million to construct, and would have displaced a maximum of 59 homes in the District and 110 in Maryland, with most of the displacements a result of expansive interchange design. 1973 Pepco Route In 1973, this routing was adopted by the Maryland State Highway Administration for official study. However, this routing was modified somewhat from the 1971 plan; the Northeast Freeway segment was narrowed to six lanes, in a 2-2-2 configuration with a center reversible roadway. It would have crossed Northwest Branch Park in a cut-and-cover tunnel, and the burrowed crossing of New Hampshire Avenue in Maryland next to the southern end of the Pepco route linking the Northeast Freeway with the North Central Freeway was replaced with an elevated, sharply curved crossing with a design speed (the remainder of the route would be 70 mph), necessitated by the challenging topography of the area and the need to avoid rebuilding the Pepco substation. The segment along New Hampshire Avenue would have been depressed, with no apparent consideration for a cut and cover segment either in Maryland for new retail development, nor in Washington, D.C., such as for preserving the dignity of the Eastern Star Masonic Home property. This version of the Northeast Freeway would have had only three interchanges at Adelphi Road, University Boulevard (MD 193) and East–West Highway (MD 410). The routing as proposed by MDOT SHA would have been in length, avoided the wholesale destruction of portions of Northwest Branch Park, and displaced a significantly fewer number of homes — only 25 in D.C., and zero in Maryland, mainly due to less expansive interchange designs. However, the 2-2-2 configuration would have resulted in a minimum 25% capacity reduction compared to a 4-4 configuration, though been virtually as wide owing to the extra shoulders from the median carriageway. See also Interstate