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had saved the Allies. Commerce was to be enhanced with the development of motor traffic; railroads were losing on hauls of less than 50 miles; strikes threatened the industry, and highways were the solution.
He capped his talk with the vision of Lee Highway surpassing the Lincoln Highway due to its all-weather availability, scenic beauty, and development possibilities.
A period of frenetic activity in Fauquier, Rappahannock, and Page counties soon started. One of the considerations noted in the Lee Highway Association’s route-decision memorandum of May 12, 1921, read as follows.
“Whereas: Assurances have been given by representatives of this route that should it be adopted as Lee Highway, the road will without delay be put and kept in useable condition, the toll-gate removed, and that it will be included in the State Highway system by the next General Assembly, and be completed to modern standards, with no grade in excess of seven per cent, within a reasonable time and thereafter maintained...”
Having pledged to put the road in shape, the counties now had to make good on their promises. Rappahannock County was already at work. The 11 miles from Waterloo, just over the Culpeper border, to Little Washington was a good dirt road, and it soon was being dragged and drained on the “double-quick” to make it better. From Little Washington to Sperryville there was a modern highway. From Sperryville up to the top of Thornton’s Gap, Board of Supervisor member for the Piedmont District, William G. Wood, had a crew of men at work making the road “useable and comfortable.”
Our senator in the General
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