Title: [top] Map Of A Reconnaissance Between Baltimore and Philadelphia exhibiting the several routes of the Mailroad contemplated by the resolution of Congress approved on the 4th of May 1826.

Date: [1827].

Scale: Bar scale indicates 3 miles.

Publisher: [Washington, D.C., United States Congress].

Dimensions: Sheet 36.2 x 94 cm.; plate 28.3 x 82.5 cm.; image 23 x 79 cm. Engraving.

Issued in conjunction with: 19th Congress, 2d Session, December 4, 1826-March 3, 1827, House of Representatives, Document 94: "Letter from the Postmaster General, Transmitting a Report of General Bernard, of Surveys of Routes for a Post Road from Baltimore to Philadephia."

Map of a Reconnaissance between Baltimore and Philadelphia, 1827

As seen in the Augustine Herrman map of 1673 (no.6), the early towns of Maryland were situated along the shore, allowing for easy travel by boat from point to point. Most early interior routes were paths. A route south from Philadelphia to Annapolis existed in the 17th century, originally traveling down the Eastern Shore to Kent Island and then across the Bay to Annapolis. As early as 1695 a regular post route ran between Philadelphia and Annapolis. The first map showing a Western Shore route is "A Map of Pensilvania, New Jersey, New York and the three Delaware counties," by Lewis Evans, 1749. The Fry and Jefferson map of 1753/54 (no.9) shows the main routes along both shores. In 1765 mail coaches began to run regularly between the two cities, following a combined water/shore route north via Frenchtown, and Christiana.

After the Revolution interstate travel and commerce increased, resulting in a need for better roads and guide maps. The first travel maps were produced by Christopher Colles in 1789, followed by S. Moore and T. Jones, The Traveller's Directory, or a Pocket Companion; shewing the course of the Main Road from Philadelphia to New York, and from Philadelphia to Washington, Philadelphia, 1802; and J. Melish, The Traveller's Directory through the United States, Philadelphia, 1815. All three publications show a Western Shore route between Philadelphia and Baltimore. Although the creation of these maps indicates an increase in travel, it should be realized that the water route was still used. From the 1760s, surveys and plans were made for the construction of a canal between the Chesapeake and Delaware Bays (the Chesapeake and Delaware Canal), eliminating the coach transfer for the trip across the short stretch of land separating the two bodies of water.

In 1825 the citizens of Maryland petitioned the Congress for the improvement of the Philadelphia-Baltimore mail road. Service often was delayed due to road conditions and fording requirements. The United States Post Office agreed with Maryland and, in a letter to Congress, stated that "as there is but little travel on the greater part of this route, when the steamboats ply upon the Chesapeake and Delaware, the necessary repairs upon it have been almost wholly neglected for some years past" (Lowrie and Franklin, p. 136). One solution suggested in 1825 was to construct a bridge over the Susquehanna.

By Congressional resolution in May, 1826, a survey party was established to explore alternative mail routes between Baltimore and Philadelphia. Their report and map were presented to the House in 1827 by Postmaster General John McLean. According to McLean, the map was "drawn with great care and ability; and as eight routes are laid down, with the data on which an estimate is formed of the expense of constructing a paved road on each, including bridges; a comparative view will show the most eligible route" (U.S. Congress, House, Document 94, p. 3). That route was the second, traveling from Baltimore to the Bush River on a turnpike road; from Bush to Rock Run (Port Deposit bridge) on a traveled road; Port Deposit to North East on a newly constructed "straight line" road; from North East to Philadelphia on a turnpike road. The Port Deposit bridge already existed, having been built by the then defunct Rock Run Turnpike Company (1826).

It is of interest to note that North is placed at a 45' angle to the page. This orientation is useful, for Baltimore appears at the left end of the sheet and Philadelphia at the right. Any other treatment would have resulted in an overly large or skewed presentation.

References:
C. Colles, 1789; W. Lowrie and W. Franklin, 1834; U.S. Congress, House, 1827.

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