the United States. Engineers at the time rejected the conventional design to connect two freeways, the cloverleaf as too hazardous, instead initially preferring a rotary interchange. Such a design would only accommodate 3,000 vehicles per hour, far less than what the Michigan engineers anticipated, so the design was changed to a full interchange, with ramps on both the right and left sides of the roadways. This "right-to-go-right-left-to-go-left" design was considered progressive for its time. The interchange, which cost $15.3 million (equivalent to $ in ) to build and used 14 bridges to complete its connections, was heralded as an engineering marvel. The interchange opened in stages during 1955. At the time, The Detroit News reported that the rush of traffic created "a haze of concrete dust" as traffic passed through, but by the next day, the interchange was the site of traffic jams and head-on collisions because of bad design, according to the Detroit Free Press. The freeway was dedicated on November 7, 1957, and opened without any state trunkline designation between downtown and the Wyoming Curve. The section from the Edsel Ford Freeway (now I-94) into downtown Detroit was designated as US 12 by the middle of 1960. Between September 5 and December 5, 1961, the Lodge Freeway's partial interchange with Greenlawn Avenue was closed on a 90-day trial basis, due to concerns from local citizens over an exit leading directly into a residential area. When the trial basis expired, the Detroit Streets and Traffic Commission ruled to keep the ramps permanently closed. The freeway was then redesignated Business Spur I-696 (BS I-696) in 1962, and the next year the freeway was extended northwesterly along James Couzens Highway and Northwestern Highway into Southfield, connecting with the completed first phase of I-696 that opened in 1963-64. That designation remained until 1970 when US 10 was shifted off Woodward Avenue to follow the Lodge Freeway between downtown Detroit and Telegraph Road, replacing the BS I-696 designation. An extension to the Northwestern Highway was again proposed in 1966 to connect with the proposed I-275 extension. The I-275 project was then cancelled in 1977. The section of Northwestern Highway under state control between the West Bloomfield Township–Farmington Hills border into Southfield was numbered M-4 in 1979. The Michigan Department of Transportation (MDOT) petitioned the American Association of State Highway and Transportation Officials in the mid-1980s to truncate US 10 to Bay City. The