If the original concept for the routing of the new interstate highways in the Albert Lea area would have become a reality back in 1959, then the traffic patterns around the city would have evolved in a different way. However, the present motto used by the Albert Lea-Freeborn County Chamber of Commerce, “Crossroads of the Upper Midwest,” would still be very appropriate.

In the late 1950s a new system of what were called defense super highways began to evolve. These highways would allow vehicular traffic, especially military equipment, to move faster from place to place. These highways would be four-lane “double-ribbon, limited-access roads,” according to the March 1959 issue of The Community Magazine. And the bonus factors would be going around towns and cities to avoid traffic lights and local congestion problems on he main streets.

In this same issue of The Community Magazine was a map showing the proposed way the new Interstates 35 ad 90 would change the traffic patterns around Albert Lea.

In 1959 the city was already a crossroads community. This status had evolved in pioneer times with the stagecoach routes and then with the railroads. As the horselees vehicles developed, the highways gradually improved and became paved. Thus, by 1959, Albert Lea was the place where the east-west route of U.S. Highway 16, and north-south route of U.S. Highway 65 met at the corner of Broadway Avenue and Main Street and part of the city known as “Gasoline Alley” (East Main Street) gradually emerged. As an added north-south route, Albert Lea was either the start or end (depending on the direction of travel) of State Highway 13 and U.S. Highway 69.

In the March 1959 issue of The Community Magazine was a map showing the proposed routing for I-35 and I-90 around Albert Lea. This rough drawing had only one real reference point, the then new Minnesota Department of Transportation Truck Station building on what’s now Freeborn County Road 45 (770th Avenue) which is now 50 years old.

The proposed routing shown on this map indicated I-35 would be closer to this building and go further south to a T-intersection with I-35, fairly close to the present corner of Sorenson and Hammer Roads. Then the two interstates would go west for several miles, across Bancroft Bay and the upper part of Edgewater Bay. Northwest of the city in the Itasca area the joint freeways would turn south a mile or so to another T-intersection. At this point, I-90 would go west to South Dakota and I-35 would go further south to Iowa.

What evolved from this original proposal was a local controversy over what became known as the north and south routes. The south route would somewhat separate the Hammer Addition and the city airport from the major part of the city. The other route would be north of the airport. A petition drive by local residents and further consideration by the highway planners and local officials resulted in the present north route.

Also, by 1963, the decision was made for the two interstate highways to have their one crossing northeast of the city. From here, I-35 would go south to Albert Lea Lake, cross the narrowest part of the lake on a double bridge and proceed on to Iowa.

Five decades ago the most direct route from Minneapolis to Des Moines, Iowa, was through Albert Lea on U.S. Highway 65. From Albert Lea to Des Moines there were two choices. Both were almost equal in mileages, according to veteran truck drivers, and both involved going through the centers of several larger towns.

One of these routes, U.S. Highway 65, still goes to Northwood, through Mason City, Hampton, Iowa Falls, and on south to Des Moines, Iowa. The other choice was on U.S. Highway 69 through Lake Mills, Forest City, Garner, Belmond, Ames and on to Des Moines, Iowa.

What resulted from having two choices for a freeway route to Des Moines was pure confusion for I-35 south of Albert Lea for a few years. The localities along the two highways in north Iowa wanted the new freeway to go near their communities. Albert Lea had its controversy regarding the north and south I-90 routes; Iowa had its controversy regarding an east or west route for I-35.

A map published in the June 5, 1963, issue of the Tribune confirmed that I-35 would cross Albert Lea Lake then go to the southwest, just east of Twin Lakes, and cross the Iowa state line just west of Emmons.

Finally, the Iowa highway planners decided to have the new route of I-35 to be a compromise somewhat in the middle between the two highways. What evolved was a route west of Mason City and very close to Clear Lake and on south to Ames and Des Moines. In reality, this evolved into the most direct route from Albert Lea to Des Moines.

During the two decades or so these two interstate highways were being constructed, several interesting traffic situations became apparent. The work was done in segments. As a result, vehicle drivers would be traveling for a few miles on the old highway, then divert onto the interstate for a few more miles, and the back to the old highway again for more miles to the next section of new freeway. It resulted in a checkerboard situation for a few years..

Albert Lea’s status as the “Crossroads of the Upper Midwest” was confirmed with the opening of I-90 from Petrans to State Highway 13 in late 1970, the opening of I-35 from Clarks Grove to the “Y” area east of Albert Lea in the fall of 1971, and the completion of the last link for I-35 in the state from the city to Iowa State Highway 9 near Hanlontown on Dec. 12, 1972.