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The same phenomenon that makes the heated tea kettle on your stove whistle, when suitably harnessed, makes a steam engine go The huffing and puffing associated with steam railroad locomotives is absent from the whisper-silent steam automobiles, yet they are equally powerful pound for pound However, you still need to heat the water, which means burning something, and if you don t continually monitor your boiler steam pressure, everything can blow up James Watt s steam engine of 1765 widely acclaimed as responsible for the industrial revolution was only an improvement on Thomas Newcomen s 1712 machine that, in turn, built on the more primitive 1690-vintage designs of Denis Papin, Christian Huygens, and Robert Boyle, and the initial patent of Thomas Savery in 1698 Steam technology was applied to the first land vehicle Nicolas Cugnot s tractor in 1770, to a steamboat by John Fitch in 1787, and to a rail locomotive by Richard Tevithick in 1804 While the Cugnot steam tractor is a far cry from the Stanley Steamer automobiles of the early 1900s (a streamlined version of the latter set the land speed record at 122 mph in 1906), and still further removed from the high-performance Lear steam cars of a few decades ago, the problem with steam vehicles remains the steam Water needs a lot of heat to become steam, and it freezes at cold temperatures To get around these and the basic time to startup problems, technical complexity was introduced in the form of exotic liquids to withstand repeated evaporation and condensation, and exotic metals for more sophisticated boilers, valves, piping, and reheaters Figure 3-2 shows the steam, electric, and internal combustion vehicle population in the United States from 1900 to 2000 Steam-powered vehicles, popular in the last part of the 1800s, declined in favor of the other two vehicle types after the early 1900s Electric vehicles enjoyed rapid growth and popularity until about 1910, then a slow decline until their brief resurgence in the 1990s Internal combustion engine powered vehicles passed steam and electric early in the 1900s More than any other factor, cheap and nearly unlimited amounts of domestic (and later foreign) oil, which kept gasoline prices between 10 and 20 cents a gallon from 1900 through 1920, suppressed interest in alternatives to internal combustion engine vehicles until more than 50 years later (the 1970s) In the early 1900s, steam vehicles unquestionably offered smoothness, silence, and acceleration But stops for water were typically more frequent than stops for kerosene, and steamer designs required additional complexity and a lengthy startup sequence While 40 percent of the vehicles sold in 1900 were steam (38 percent were electric), electrics offered simplicity, reliability, and ease of operation, while gasoline vehicles offered greater range and fuel efficiency Thus steamers declined, and only a handful operate today (Note: I will debate the issue of fuel efficiency in later chapters)
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Electricity is everywhere In one place it lights a factory, in another it conveys a message, and in a third it drives an electric vehicle Electricity is transportable it can be generated at a low-cost location and conveniently shipped hundred of miles to where it is needed A storage battery, charged from electricity provided by a convenient wall outlet, can reliably carry electricity to start a car anywhere, or power an electric vehicle Who
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Growth of the three vehicle types in the United States from 1900 to 2000
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knows (or cares) that the wheels of your vehicle turn because the electricity was generated from water turning a turbine wheel linked to a generator We take electricity for granted today and are continually developing new uses for it, primarily because of its advantages it s clean, simple, available, and reliable But our modern electrical heritage owes a great debt to many pioneers Alessandro Volta, building on the experiments of Luigi Galvani in 1782, invented the electric battery his Voltaic pile in 1800 Joseph Henry, building on the experiments of Han Christian Oersted in 1819 and Andre Ampere in 1820, created the first primitive direct current (DC) electric motor in 1830 Michael Faraday demonstrated the induction principle and the first electric DC generator in 1831 Battery-powered electric technology was applied to the first land vehicle by Thomas Davenport in 1834, to a small boat by M H Jacobi in 1834, and to the first battery-powered locomotive the five-ton Galvani by Robert Davidson in 1838 Moses Fanner unveiled a two-passenger electric car in 1847, and Charles Page showed off a 20-mph electric car in 1851, but Gaston Plante s lead-acid rechargeable battery breakthrough of 1859 improved upon by Camille Favre in 1881 and H Tudor in 1890 paved the way for extended electric vehicle use Nikola Tesla s alternating current (AC) induction motor of 1882 and subsequent polyphase patents paved the way for the AC electrical power distribution infrastructure we use today By the 1890s, DC power distribution via dynamos had been in use for a decade AC power distribution began with the 1896 Niagara Falls power plant contract award to George Westinghouse
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