There was a moment in time, around the turn of the last century, when the world eagerly watched to see which emerging means of propulsion-electric motors or internal-combustion engines-would challenge the long dominance of steam power. From the early 1880s through the 1910s, the development of the "electric accumulator," or rechargeable battery, made the widespread use of electric power a serious contender for vehicles, including boats. Although later overwhelmed by gasoline power and the imperative for speed, electric propulsion for the first time had become a viable choice foreshadowing our own times. For small boats in the 1880s and '90s, the idea of electric propulsion over steam power had almost universal appeal (see sidebar, page 26), and Nathanael Herreshoff and the Herreshoff Manufacturing Co. (HMCo.) in Bristol, Rhode Island, took notice. Despite being a celebrated boatbuilding company with a prominent reputation for innovation, HMCo. turned its attention to electric power only briefly, and quietly, just after the turn of the 20th century-a good decade and a half into the electric era. The company built very few electric-powered boats-only nine small launches between 1901 and 1903. In the same period, HMCo. converted one steam-yacht tender, KID, from steam power to electric. That electric motor was, in turn, quickly replaced by a gasoline engine, so in a very short time KID carried all three dominant propulsion systems of the era (see page 26).
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