and the disruption that the route would engender if sent through it. However, it did not reject out-of-hand the concept of separate routings for the North Central Freeway and the Northeast Freeway due to concerns that the former would not be able to handle the traffic levels of both routes combined. Twelve of the alternate routes considered by the study had this separated route approach, with the North Central Freeway routed via Georgia Avenue and Sherman Avenue; the other 5 advocated the consolidated alignment. Many of the alignments proposed for the North Central Freeway north of I-95 would have resulted in wholesale neighborhood demolition, with hundreds of homes completely removed to make space for the freeway and the expansive interchanges planned for it. The study itself recommended the construction of a consolidated alignment, with the North Central Freeway following the B&O all the way through the District and outside it, within the Capital Beltway, before turning to follow 16th St. to the Beltway, which it would meet, and continue north of, near Sligo Park. Surprisingly, the study stated that the North Central Freeway north of the Beltway would not carry an Interstate designation throughout. 1966 Supplementary Study The enormous opposition to the 1964 and 1965 alignments for the North Central Freeway led to a supplementary study being conducted in 1966 that more closely examined routings that paralleled the existing B&O railroad corridor. Most of the alternatives created during this study retained a six-lane configuration for the northern I-70S segment and an eight-lane configuration for the southern I-95 segment. Three major options were considered: a high-level option, with the freeway elevated over the railroad, allowing most of the industrial properties to remain in situ a low-level option, with the freeway directly adjacent to the railroad or slightly below it a below-grade option, with the railroad and Metro facilities suspended over the freeway a concealed-railroad option, with the railroad and Metro buried beneath the freeway alignment The option chosen was the low-level option. Tunnels would be constructed in the vicinity of Montgomery College, and the freeway would be depressed in the Brookland area. However, in the Takoma Park, Washington, D.C. the freeway would be slightly elevated, yet the crossing of Georgia Avenue would be depressed instead of elevated in the 1964 proposal. The low-level option relocated the I-70S/I-495 wye interchange to a point 3/4 mile west of Georgia Avenue (MD 97), with