The North Central Freeway was a planned freeway in the District of Columbia that would have run from the Inner Loop in D.C. to the Capital Beltway (I-495) at Silver Spring. The entire route was canceled in 1977 amid vitriolic protest from Washington D.C. and Takoma Park residents, angered at earlier proposed alignments for the route through the northern suburbs. 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, and the truncation of Interstate 70S (now I-270) at its current terminus at Bethesda. (At the same time, Interstate 70N, later I-70, was planned to terminate in Baltimore, Maryland, but it too was truncated due to the cancellation of its own segments within that city.) Route description In the final plans published in the 1971 D.C. Interstate System program, the North Central Freeway, ten lanes wide, would have begun at the Union Station interchange (where the East Leg Freeway (I-295), North Leg Freeway (I-66/I-95) and New York Avenue (US 50) would meet) and run north, paralleling the B&O railroad corridor as far as the Brookland area, where it would have entered a 3/4-mile tunnel south of Rhode Island Ave., emerging to the north of Michigan Avenue. Running north it would have continued along the railroad corridor to Fort Totten, Washington, D.C., where it would have junctioned the eight-lane Northeast Freeway. I-95 would have joined the North Central Freeway from the North Leg Freeway and followed it to Fort Totten, where it would have turned east onto the Northeast Freeway and exited the District, eventually junctioning I-495 at the College Park Interchange and continuing on its current alignment towards Baltimore. The remainder of the North Central Freeway, now part of I-70S and six lanes wide, would have continued along the B&O railroad corridor, passing beneath Takoma, Washington, D.C. in a 1/2-mile tunnel, and terminated at a large wye junction with I-495. I-70S would have begun at the southern terminus of the Northeast Expressway and followed the North Central Freeway all the way to I-495, with I-70S following the western leg of the wye and a short section of the Beltway to its existing wye junction in Bethesda. Development 1959 North Central Freeway In 1959, the Mass Transportation Plan outlined a North Central Freeway routing that would parallel Georgia Avenue through northern D.C.