It was doubtless Fitch's experiments in 1785 that led to the first plan in America to operate a land vehicle by steam. Oliver Evans, a neighbor and acquaintance of Fitch's, petitioned the Pennsylvania Legislature in 1786 for the right of operating wagons propelled by steam on the highways of that State. This petition was derisively rejected; but a similar one made to the Legislature of Maryland was granted on the ground that such action could hurt nobody. Evans in 1802 took fiery revenge on the scoffers by actually running his little five-horse-power carriage through Philadelphia. The rate of speed, however, was so slow that the idea of moving vehicles by steam was still considered useless for practical purposes. Eight years later, Evans offered to wager $3000 that, on a level road, he could make a carriage driven by steam equal the speed of the swiftest horse, but he found no response. In 1812 he asserted that he was willing to wager that he could drive a steam carriage on level rails at a rate of fifteen miles an hour. Evans thus anticipated the belief of Stephenson that steam-driven vehicles would travel best on railed tracks. In the development of the steamboat almost all earlier means of propulsion, natural and artificial, were used as models by the inventors. The fins of fishes, the webbed feet of amphibious birds, the paddles of the Indian, and the poles and oars of the riverman, were all imitated by the patient inventors struggling with the problem. Rumsey's first effort was a copy of the old setting-pole idea. Fitch's model of 1785 had side paddle wheels operated by an endless chain. Fitch's second and third models were practically paddle-wheel models, one having the paddles at the side and the other at the stern. Ormsbee of Connecticut made a model, in 1792, on the plan of a duck's foot. Morey made what may be called the first real stern-wheeler in 1794. Two years later Fitch ran a veritable screw propeller on Collect Pond near New York City. Although General Benjamin Tupper of Massachusetts had been fashioning devices of this character eight years previously, Fitch was the first to apply the idea effectively. In 1798 he evolved the strange, amphibious creation known as his "model of 1798," which has never been adequately explained. It was a steamboat on iron wheels provided with flanges, as though it was intended to be run on submerged tracks. What may have been the idea of its inventor, living out his last gloomy days in Kentucky, may never be known; but it is possible to see in this anomalous machine an anticipation of the locomotive not approached by any other American of the time. Thus, prior to 1800 almost every type of mechanism for the propulsion of steamboats had been suggested and tried; and in 1804, Stevens's twin-screw propeller completed the list.