The Northeast Freeway was a planned freeway in Prince George's County, Maryland that would have run from the North Central Freeway in the District of Columbia northeast to the College Park Interchange on the Capital Beltway (I-495). The route would have carried Interstate 95 from the Capital Beltway into the District of Columbia. The entire route was canceled in 1977 after the government of the District of Columbia canceled the North Central Freeway, cutting off the southern end of the Northeast Freeway from the D.C. freeway network. The cancellation of the route led to the truncation of Interstate 95 at the College Park Interchange and its subsequent rerouting onto the eastern half of the Capital Beltway. The completed portion of I-95 that ran from downtown Washington to the Springfield Interchange in Virginia is now designated as I-395. The stub end of I-95 south of the College Park Interchange in Maryland was converted into a Park & Ride lot in 1986, and a new flyover ramp was constructed for the southbound direction to allow a seamless merge with eastbound I-495. Route description As proposed in the 1971 D.C. Interstate System program, the Northeast Freeway, eight lanes wide, would have separated from the North Central Freeway south of Takoma Park, Washington, D.C., running northeast out of the District in the vicinity of New Hampshire Avenue. Exiting the District, it would have merged with the Pepco power line corridor and run straight northeast, crossing Northwest Branch Park in the outer suburban area. (A portion of the current I-95 route parallels the Pepco power line corridor from I-495 to the Old Gunpowder Road overpass, just past Exit 29.) The route would have merged with the College Park Interchange on the Capital Beltway, joining the segment of I-95 completed in 1971, continuing it northeast to Baltimore, Maryland. History 1963-64 North Central Freeway Study In a series of proposals published in 1963 and 1964, the subsequent study of the North Central Freeway and Northeast Freeway indirectly ignored the earlier suggestions regarding the use of the B&O railroad corridor; instead, no less than 17 separate alignments were proposed, many of which did not make much use of the railroad alignment. One important aspect of the study was the consideration of a consolidated route, where the North Central Freeway and Northeast Freeway would join together into a single freeway that would then run south to the Inner Loop.