the western wye of the interchange closely hugging the railroad alignment on its western edge; various short tunnels would be constructed to carry the freeway across parking lots and under the railroad, where it would join the eastern leg of the wye and continue south as a six-lane freeway. One major characteristic of this alignment, as compared to previous alignments, is its close companionship with the railroad; the separate carriageways would cross under/over it repeatedly to avoid housing developments and other areas; in Takoma Park, the railroad would be flanked by I-70S's carriageways, while south of Van Burean Street the southbound carriageway would shift to the northern side of the railroad and meet the Northeast Freeway near Riggs Road and New Hampshire Avenue. The 1966 plan included separate ramp connections to and from both freeways and North Capitol Street, but deleted 'round-the-corner' connections to and from southbound I-70S and northbound I-95. South of the Northeast Freeway, the North Central Freeway would run to the east of the railroad, after passing through a tunnel in the Brookland area. At the point where the railroad curves to the southwest, the freeway would continue south and enter the site of the Union Station interchange, sparing 3 blocks near Jackson St. NE but removing 69 homes in the freeway's path. Also, the 196 plans for the North Central Freeway removed the reversible roadway that had been previously considered. The final length of the NCF would have been , cost approximately $193 million to build, and would have displaced 535 homes and 159 businesses. Ultimately, the plan was doomed by further opposition as a direct result of indecisiveness on the part of D.C. and Maryland transportation officials. 1968 Major Transportation Plan In 1968, the U.S. National Capital Planning Commission released an updated Major Transportation Plan for the D.C. area which deleted the North Central Freeway and Northeast Freeway from the city's freeway grid. Traffic that would have made use of these freeway corridors was expected to either use the local street grid or the Capital Beltway. I-70S would have terminated on the Capital Beltway (as I-270 does now), and I-95 would have followed New York Avenue to the Baltimore-Washington Parkway, then continued north to its original routing, possibly via the Capital Beltway. The justification used for this deletion, as recorded in the NCPC's "Red Book", was that traffic with destinations beyond the District should not