Through The Past Darkly - Horrible Headlight History

[Junkman]

In this thread I will describe the development of automobile headlamps. The major topics covered will include the following:

- The reasons for the emergence and use of different light sources, headlamp materials, optical controls and aiming methods

- The differences between U.S. and European headlamp practices

- The evolution of regulatory beam pattern requirements

- Harmonization activities

- A separate chapter on the French Selective Yellow lighting

[Hooli]

Illuminate us about history oh great light master.

[captain_70s]

I, for one, am excited.

[8BAK465]

Whats the delay? is he having trouble getting his wick lit?

[Junkman]

A vehicle without headlamps? A vehicle with oil burning lanterns? A vehicle with the same type of headlamps in the U.S. and Europe? Yes, these are all real conditions that existed “once upon a time.” This thread will describe the early headlamps and beam patterns, discuss some of the differences in headlamps in the U.S. and Europe, describe some of the improvements in technology that have occurred and finally comment on current harmonization activities.

1. The beginnings

19th Century Horse drawn carriages were the primary mode of transportation before the advent of the automobile. These carriages had lamps with candles and oil burning lanterns. The automobile did not appear until the late 1880s. At first there was no lighting on a vehicle and no nighttime driving, because men were gentlemen and a gentleman doesn't drive by night. Although the electric light bulb was invented not by Thomas Edison much earlier than in 1879, the first lighting on automobiles was not electric. When the non gentlemanly plebs started driving at night, the first vehicle lighting devices were oil (kerosene) burning lanterns. Photographs of several early European vehicles and their kerosene lamps are shown in contemporarily. These lighting devices provided a signal to drivers of other vehicles and carriages, and also to pedestrians. They did not provide any substantial illumination on the road, which was badly needed, because the roads were often in poor condition and people were not able to see objects in the road. At the turn of the century the use of the automobile was limited because people were not yet accustomed to the increased potential for mobility it offered.

2. 1900-1910

Automotive development in the U.S. and Europe proceeded with many aspects in common during these early years. During this time period, vehicles were equipped with kerosene headlamps and no other lighting devices. There are merely estimates that kerosene headlamps were used in Europe until 1900, then carbide (acetylene) headlamps were used from 1900 to 1910. According to a French author (Devaux, 1970), electric lighting for vehicles started, in limited quantities, in 1901 with the use of a small dynamo driven by the flywheel of the engine. Headlamps were the only application for the generated electricity. Accumulators and a regulator added to the complexity and the cost, which was indicated to be between 800 and 2000 gold francs for the total installation, almost as expensive as the rest of the car. This basic concept, although now much less expensive, is still used on bicycles today. However, there were experiments in Europe in 1905 with electric headlamps on vehicles.

The first noticeable improvement in headlamps in the U.S. occurred in 1906, when acetylene headlamps appeared. Gas for the acetylene light source was generated by water dripping slowly onto calcium chloride in a small container. During cold weather the water would freeze, stopping the gas generation process. It was possible to partially remedy this by mixing alcohol in the water. These headlamps also required regular cleaning of the nozzle tip where the gas flame burned. Another type of acetylene headlamp, used more on lorries, had a pressure tank containing acetylene gas absorbed in acetone. This eliminated the water and the consequent freezing problems, but still required regular cleaning of the nozzle tip. In each type, there were problems with the gas flame going out in gusting winds and rain. The light source was rather large and unstable, so there was poor control of the beam pattern. Still, it was possible to obtain a beam pattern spread of about ±10°and have a maximum of 5,000 cd (Candela, google it) at the center of the basically spot beam. Acetylene headlamps were used on the majority of newly manufactured vehicles until 1912. Because of the limited number of cars on the road, glare at this time was not a significant problem. However, just a few years later, it became an important topic of discussion within state and city governments and the automotive industry.

In 1908, the first electric automotive headlamp bulbs in the U.S. used a carbon filament, contained a vacuum, and were not gas filled. Electric headlamps using these bulbs and a battery were installed as optional equipment on vehicles. Light sources with tantalum were used briefly, but quickly the advantages of tungsten were realised. Heppenheimer describes many of the early research and development accomplishments of Irving Langmuir and inventors in Europe regarding electric light sources: carbon filaments, osmium filaments, tantalum filaments, tungsten filaments, vacuum bulbs, and finally gas-filled bulbs. Each of these technology steps, from 1900 to1911, was first made for household electric lighting and then modified for use on automotive vehicles a few years later. The headlamp beam pattern, using these bulbs, had a spread of about ±10°, but the maximum intensity was now about 30,000 cd. Better light source control enabled this increased intensity. The only type of beam pattern available was still best described as a spot beam.

[cros]

Am finding this most interesting. If it's felt that my comments spoil the flow I will happily remove them.
I've used an acetylene bicycle lamp on a regular basis and can confirm that it requires a great deal of fucking about to keep it functioning correctly. The generator needs to be thoroughly cleaned after each charge or particles are carried up to the gas jet which normally produces a bright and reasonably controlled light. The jet on mine seated on a taper for easy removal; increasing the water too much would pop it out and give you a face full of those sticky yellow flames like you get when striking up a cutting torch.

[Junkman]

Comments are most welcome.

I guess, though, that in the early days of the car, you had your man look after your acetylene lamps and burn his face off, while you enjoyed yourself in the club until he was finished.

[Hooli]

I'm enjoying this so far.

[Forddeliveryboy]

As a lad, my Dad remembers the older guys (probably those in their thirties) using carbide lighting on their bikes, he says the smell is remembered well. One of his mates had a Miller dynamo lighting on his bike, which was considered the best. They'd sing at Evensong in the parish church then from a mile away, light up its clock with the bike upside down, one boy turning the pedals, another holding it steady and a tbird adjusting the light beam aim. This was considered huge fun.

I wonder if electric cars from the early years of the last century used electric lighting, or cheaper paraffin lanterns?

Anyhoos, apols for the interjection, I look forwards to reading more about this enlightenment of our roads.

[8BAK465]

You carry on JM its fascinating

Hard to believe with what we have now that there was once a time when one had to risk blowing oneself up with pyrotechnics just too see the road at night!

Though sometimes I think id rather put up with that than those aweful retina burning LED's and Zenons that are adorning new shizzle now