One Foot in the Stirrup and One on the Throttle

The Race to Gain Public Interest in Motor Vehicles

The late 19th century was a period of dramatic transition, a time when the familiar clip-clop of hooves began to share the soundscape with the sputtering cough of early engines. Automotive pioneers, often dismissed as eccentric dreamers, faced a considerable challenge: convincing a skeptical public that the "horseless carriage" was more than just a noisy, unreliable novelty. These innovators, driven by a vision of personal mobility, had to overcome not only technical hurdles but also the ingrained habits and fears of a society deeply rooted in the age of the horse.

The image of the time is stark: a world where horses were essential for transportation, agriculture, and even warfare, suddenly confronted with a machine that promised to replace them. These nascent automobiles, belching smoke and emitting disconcerting clanks, were often met with hostility. Horses, naturally skittish, were easily frightened by the new contraptions, leading to stampedes and accidents that further fueled public animosity. The struggle to gain acceptance for the automobile was, in many ways, a battle between the old and the new, between tradition and progress.

Securing support for these mechanical marvels was difficult. Families and friends were often skeptical, viewing the automobile as a dangerous and impractical folly. The "automobilists," as they were then called, often found themselves isolated, facing ridicule and resistance at every turn. However, those fortunate enough to have the backing of loved ones found their path to success considerably smoother. One such individual was Ransom Eli Olds, whose family’s experience with steam engines provided a crucial foundation for his early automotive endeavors. The article is about One Foot in the Stirrup and One on the Throttle.

Olds, a member of a second-generation family of steam engine developers, had a distinct advantage. Working within the established framework of P.F. Olds & Sons, he began experimenting with his first "automobile" in 1886. The resulting three-wheeled vehicle, completed the following year, was a far cry from the sleek automobiles of today. Cumbersome and rudimentary, its success was measured simply by its ability to move under its own power. It was a proof of concept, a tangible demonstration that the horseless carriage was not merely a pipe dream.

Undeterred by the limitations of his first creation, Olds embarked on a more ambitious project in 1890: a four-wheeled model constructed from repurposed parts of its predecessor. While ultimately deemed unsatisfactory by its creator, this vehicle achieved a unique distinction. In 1893, Olds sold it to the Francis Times Company, a London-based firm, for $400. The company shipped the car to its Bombay, India, office, making it the first American automobile ever exported. It was a small step, perhaps, but a significant one in the global expansion of the automotive industry. The One Foot in the Stirrup and One on the Throttle is a historical read.

The early automotive landscape was characterized by a diversity of approaches to propulsion. Steam power, with its established history and proven reliability, was a popular choice among pioneers like Olds. The allure of steam lay in its familiarity and relative simplicity. However, others saw the future in the internal combustion engine, despite its inherent complexities and the challenges of making it a practical power source. The internal combustion engine, initially patented by George Bailey Brayton in 1872, sparked enthusiasm, and in 1879, an omnibus was constructed utilizing that engine. It was a testament to the engine’s potential, even in its nascent stage.

A third faction championed the electric motor. Henry G. Morris, a staunch advocate of electric vehicles, famously declared, "You’ll never get people to sit over an explosion." Morris, in partnership with Pedro G. Salom, developed electric automobiles in the 1890s that incorporated many of the features later found in modern hybrid and electric vehicles like the Chevrolet Volt and Toyota Prius. These early electric cars, though limited by battery technology, offered a clean and quiet alternative to the noisy and polluting steam and gasoline engines. The article One Foot in the Stirrup and One on the Throttle describes the early automobiles.

Despite the ingenuity and innovation displayed in these early prototypes, they remained largely experimental. However, by the early 1890s, public interest in the automobile was growing steadily, igniting the entrepreneurial spirit of American inventors and businessmen. The question on many minds was whether the horseless carriage could be transformed from a technological curiosity into a commercially viable product. The One Foot in the Stirrup and One on the Throttle describes the race to produce the automobiles.

The distinction of creating the first viable automobile for sale to the general public in the United States is a matter of historical debate. The lack of comprehensive records and the fact that several individuals were pursuing similar goals simultaneously complicate the task of definitively identifying the pioneer.

J. Frank and Charles E. Duryea of Springfield, Massachusetts, initiated their plans to build a marketable automobile in 1891. Two years later, they completed a relatively reliable experimental model and commenced production shortly thereafter. The Duryea Motor Wagon, in the mid-1890s, became such a novelty that it even received top billing over the albino and fat lady at the Barnum & Bailey Circus.

While the Duryea brothers are often credited with pioneering the "mass production" of automobiles for sale, numerous others were also building and selling cars during this period. Evidence suggests that Henry Nadig built and sold several cars powered by internal combustion engines around 1893, and Charles Black was also producing and selling at least two cars in the same year.

Despite the burgeoning interest in automobiles and the issuance of over 200 patents related to horseless carriages, the Machinery Hall at the World’s Columbian Exposition in Chicago, which opened on May 1, 1893, featured surprisingly few automobile displays. Daimler Motoren Gesellschaft showcased a vehicle imported by William Steinway, and a Benz was also on display.

Two electric vehicles were exhibited in the Electrical Building, and a five-seat electric omnibus was used to transport visitors around the fairgrounds.

The missing ingredient was a catalyst to bridge the gap between theory and practicality, between experimentation and profitability. Enter H.H. Kohlsaat, an official of the exposition, an ardent supporter of the nascent automobile, and publisher of The Chicago Times-Herald.

Kohlsaat, recognizing the power of publicity, initiated a campaign to boost the newspaper’s circulation and generate widespread American interest in the automobile. The campaign was designed "to promote, encourage, stimulate invention, development, and perfection and general adoption of the motor vehicle in the United States."

The Chicago Times-Herald contest encompassed speed but also included engineering tests to evaluate the vehicles’ competitiveness against a horse and wagon.

Eight vehicles underwent testing during the final three days of October 1895. Over 75 entries were initially received, but most were withdrawn due to the stringent rules and conditions.

The speed and endurance portion of the contest was postponed until Thanksgiving Day, with 11 competitors lining up for the 54-mile drive.

Despite the slow speeds compared to modern standards, the race captivated spectators. The Haynes-Apperson entry swerved to avoid a streetcar, damaging a front wheel. Max Hertel’s entry suffered a broken steering gear, and George W. Lewis and A.C. Ames were unable to start their vehicles.

The Morrison Sturges electric car struggled in the deep snow, and J. Frank Duryea resorted to wrapping rope around his wheels for traction.

Adding to the challenges were brutal weather conditions, including snowdrifts caused by 60-mile-per-hour winds and unseasonably cold temperatures. Despite the difficulties, thousands of spectators lined the streets to witness the spectacle.

The race commenced at 8:55 AM on November 28. At 7:18 PM, a weary J. Frank Duryea crossed the finish line in first place. His vehicle also passed the engineering tests, solidifying his victory.

The Chicago Times-Herald reported that "thousands of potential manufacturers have watched the progress of the preliminary trials in every part of the world, and there is no doubt that there will be a great interest in the manufacture of these horseless carriages now that it has been demonstrated what can be done with them."

Frederick Adams, who attempted to follow Duryea in a light wagon with a two-horse team, testified to the vehicles’ potential: "No horse on earth could have made those 54 miles through the slush and mud. To me, this fact alone demonstrates more than anything else the great value of the horseless carriage."

The publicity generated by the race, coupled with Duryea’s first-place finish in subsequent events like the 1896 London to Brighton Run, led to overwhelming demand that exceeded the Duryea brothers’ production capabilities.

Kohlsaat’s vision proved accurate, as the race served as the catalyst needed to propel the automotive industry forward.

Within three years of the event, over 200 automobile manufacturers were in operation, with a capital investment of $500 million. The dawn of a new century promised a future liberated from the limitations imposed by horses, marking a significant transformation in transportation and society. This One Foot in the Stirrup and One on the Throttle account provides a peek into this transformation.