Introducing America’s Most Modern Automobile – In 1773

The notion of a self-propelled land vehicle, free from the constraints of animal power, may seem like a product of the late 19th or early 20th century. However, the seeds of this revolutionary idea were sown much earlier, in the fertile mind of Oliver Evans. While the exact genesis of his concept remains shrouded in the mists of time, historical records indicate that as early as 1773, Evans was already contemplating the application of steam power to propel carriages. He himself later attested to having shared his intentions with witnesses, declaring his ambition to utilize his improved steam engine for the purpose of creating a horseless carriage. This early date marks the genesis of what could be considered America’s most modern automobile, conceived long before the internal combustion engine rose to prominence.

The American Revolution, a period of intense upheaval and national formation, served as only a temporary distraction from Evans’s growing obsession. He remained steadfastly committed to his vision of a steam-powered carriage, a testament to his unwavering dedication and innovative spirit. By May 19, 1787, he had progressed to the point of creating a working model of his invention. He presented this model, along with detailed plans and drawings, to the Maryland House of Delegates, seeking support and recognition for his groundbreaking concept.

Although Evans secured a patent shortly thereafter, he was not alone in his pursuit of mechanical mobility. Several other inventors, including Isaac Briggs, John Fitch, James Rumsey, Nathan Read, and John Stevens, were simultaneously exploring similar avenues of innovation. These individuals, driven by a shared desire to overcome the limitations imposed by traditional forms of transportation, were all striving to develop self-propelled vehicles. The late 18th century was a hotbed of innovation, with numerous minds converging on the idea of a horseless carriage, each contributing their unique approach and ingenuity to the pursuit of this ambitious goal.

The establishment of the United States Patent Office brought about a period of transition and standardization. All existing state-level patents were relinquished, and inventors were required to reapply for federal recognition. Among the first to do so was Nathan Read of Warren, Massachusetts, a Harvard professor, Congressman, and judge. Read submitted the first American patent for a self-propelled vehicle, marking a significant milestone in the development of automotive technology.

Adding a layer of historical significance, the patent submitted by Nathan Read was approved on August 26, 1791, bearing the signatures of two of the most prominent figures in American history: Thomas Jefferson and George Washington. Their endorsement underscored the importance and potential of this burgeoning field of innovation. While Read secured the first patent, it was Evans who continued to push the boundaries of technological advancement.

Throughout this period, Oliver Evans stood at the forefront of development, consistently achieving technological breakthroughs. By 1792, he had successfully constructed and tested both horizontal and vertical reciprocating engines, demonstrating his mastery of steam power. Furthermore, he developed a revolutionary boiler design, further solidifying his position as a pioneer in the field. Evans’s relentless pursuit of innovation, combined with his practical engineering skills, allowed him to make significant strides towards realizing his vision of a steam-powered carriage, an early iteration of America’s most modern automobile.

However, the path of innovation is rarely smooth. Rejection and skepticism often serve as potent obstacles, and the development of steam-powered vehicles in the late 18th century was no exception. Nathan Read, despite his impressive credentials, encountered resistance when he presented a prototype to the Secretary of Defense and the Secretary of War. The government officials ultimately vetoed the idea of investing public funds in research and development, effectively stifling Read’s efforts.

John Fitch of New Jersey, another early pioneer who had achieved success in utilizing steam propulsion for boats, faced similar discouragement. Overwhelmed by setbacks and disillusionment, Fitch tragically took his own life shortly after relocating to Kentucky, a stark reminder of the personal toll that innovation can sometimes exact. The lack of support and the prevailing skepticism surrounding steam-powered vehicles created a challenging environment for inventors, hindering their progress and delaying the widespread adoption of this transformative technology.

Despite these setbacks, Oliver Evans remained undeterred. He meticulously refined his patented steam engine, exploring a wide range of potential applications. However, in his mind, each success served merely as a stepping stone towards his ultimate goal: the creation of a functional steam-powered land vehicle, a precursor to America’s most modern automobile.

Evans’s contributions extended beyond the realm of transportation. His development of steam-powered grain mills revolutionized the milling industry, significantly improving efficiency and productivity. His book, The Young Millwright and Miller’s Guide, became a seminal text, reprinted in 15 editions and even translated into French, a testament to its widespread influence and enduring value. These successes provided Evans with the resources and recognition he needed to continue pursuing his passion for steam-powered vehicles.

On September 26, 1804, Evans took a significant step towards realizing his dream. He proposed to the Lancaster Turnpike Company the construction of steam wagons, outlining the potential benefits of this innovative mode of transportation. Simultaneously, he sought investors to fund the creation of the Experimental Company for the manufacture of steam-powered "road carts," offering shares at $30.00 apiece. However, his proposals were met with indifference, highlighting the prevailing skepticism towards steam-powered vehicles.

Undeterred by the lack of external support, Evans remained patient and determined. When commissioned by the city of Philadelphia to build a steam-powered river dredge, he seized the opportunity to showcase the potential of his technology. He equipped the dredge with wheels, demonstrating its ability to relocate under its own power, even at a modest speed of four miles per hour. This demonstration, though limited in scope, served as a tangible example of the practicality and potential of steam-powered vehicles.

Meanwhile, Colonel John H. Stevens, a hero of the Revolutionary War, also turned his attention to the development of steam-propelled vehicles. His first crude model took to the streets in 1802, marking an early attempt to translate steam power into land-based transportation.

After extensive experimentation, Stevens concluded that road conditions were too primitive to support the widespread adoption of steam-powered vehicles, regardless of advancements in vehicle design. This perspective, surprisingly, would echo the sentiments of early automotive proponents a century later, highlighting the enduring challenges of infrastructure development.

Despite these limitations, Stevens persisted with his experimentation and development. In 1826, he constructed a circular exhibition track in Hoboken, New Jersey, to showcase his steam-powered vehicles, providing the public with a glimpse into the future of transportation.

In the same year, Samuel Morey, a visionary and prolific inventor, obtained a patent for a novel engine design. Described as a gas and vapor engine, this two-cycle unit incorporated a primitive carburetor, electric spark ignition, and water cooling, representing an early foray into the realm of internal combustion technology.

By 1830, the United States witnessed a surge in the development of steam-powered "road wagons" and other related experimentation. This activity prompted the U.S. Congress to initiate feasibility studies and discuss potential taxation and regulation, signaling the growing recognition of the transformative potential of self-propelled vehicles. A new age was indeed dawning.

The 1840s witnessed the emergence of electric motors as a potential alternative to steam power. This development added a new dimension to the debate surrounding self-propelled vehicles, with proponents advocating for the use of steam, compressed air, various gases, and electricity. In 1847, Moses G. Farmer developed an operational prototype that utilized electric motors applied directly to the wheels, demonstrating the feasibility of electric propulsion.

Close on Farmer’s heels came Professor Charles Page, who constructed a revolutionary vehicle powered by a 16-horsepower motor driven by 100 Grove cells. To demonstrate its potential, Page carried twelve passengers through the streets of Washington D.C. at speeds exceeding ten miles per hour.

However, with the benefit of hindsight, Stuart Perry’s inventions appear to be the most prophetic. In 1847, he built a two-cycle engine that used turpentine as fuel and incorporated a self-starting mechanism powered by compressed air, foreshadowing the development of the internal combustion engine that would eventually dominate the automotive industry.

Despite these advancements in alternative propulsion methods, steam power remained the dominant force in the 19th century. As an advertisement for the 1903 Jaxon noted, "Steam is easy to harness and is easily understood." As a result, steam propulsion dominated thinking and development in regard to self-propelled vehicles for most of the 19th-century.

Sylvester Hayward Roper ushered in the modern automobile industry with his pioneering work on steam-powered vehicles. His first prototype debuted in 1859, and over the next 20 years, he produced ten vehicles, each more advanced than the last. As early as 1863, he developed a two-passenger vehicle with a two-horsepower steam engine and coal-fired boiler, designed for urban use.

As the velocipede craze swept the nation in the early 1870s, Roper developed the first motorcycle, achieving a then-astounding speed of one mile in two minutes.

W.W. Austen, also known as Professor Austen, capitalized on the public’s fascination with these new technologies, staging exhibitions across the country where Roper’s cars and motorcycles were pitted against horses.

As the world stood on the cusp of a transportation revolution, the fascination with the automobile unleashed a wave of eccentrics and charlatans. Among the most intriguing were the proponents of spring-powered vehicles, reminiscent of clockwork mechanisms.

Further encouraging experimentation were financial incentives. In 1875, the Wisconsin legislature offered a $10,000 reward to any resident who could produce "a machine propelled by steam or another motive agent as a practical substitute for the use of horses or other animals on highway or farm."

The stage was now set for Ransom E. Olds, the Duryea brothers, and Elwood Haynes, who would ultimately usher in the era of the modern automobile. Their contributions built upon the foundation laid by earlier pioneers like Oliver Evans, whose early vision of America’s most modern automobile, conceived in 1773, helped pave the way for the transportation revolution that would transform the world.