ratio of word probabilities predicted from brain for tomato and car

tomato	car
top 10 words in brain distribution (in article): produce plant type beverage fruit contain time common require product	top 10 words in brain distribution (in article): animal city cell human species build people store form state
top 10 words in brain distribution (not in article): light drink lamp wine beer water bottle valve pipe bulb	top 10 words in brain distribution (not in article): house male female love sexual street cat wolf breed town
times more probable under tomato 30 20 10 6 4 2.5 1.25 1 1.25 2.5 4 6 10 20 30 times more probable under car (words not in the model)
The Tomato'" ("Solanum lycopersicum", syn. "Lycopersicon lycopersicum" & "Lycopersicon esculentum") is an herbaceous, usually sprawling plant in the Solanaceae or nightshade family, as are its close cousins tobacco, potatoes, aubergine (eggplants), chilli peppers, and the poisonous belladonna. It is a perennial, often grown outdoors in temperate climates as an annual. Typically reaching to 1-3m (3 to 9 ft) in height, it has a weak, woody stem that often vines over other plants. The leaves are long, odd pinnate, with 5–9 leaflets on petioles, each leaflet up to long, with a serrated margin; both the stem and leaves are densely glandular-hairy. The flowers are across, yellow, with five pointed lobes on the corolla; they are borne in a cyme of 3–12 together. The tomato is native to South America and a prehistoric introduction to Central America and Southern parts of North America. Genetic evidence shows that the progenitors of tomatoes were herbaceous green plants with small green fruit with a center of diversity in the highlands of Peru. These early Solanums diversified into the ~dozen species of tomato recognized today. One species, Solanum Lycopersicum, was transported to Mexico where it was grown and consumed by prehistoric humans. The exact date of domestication is not known. Evidence supports the theory the first domesticated tomato was a little yellow fruit, ancestor of L. cerasiforme, grown by the Aztecs of Central Mexico who called it ‘xitomatl’ (pronounced zee-toe-má-tel), meaning plump thing with a navel, and later called tomatl by other Mesoamerican peoples. Aztec writings mention tomatoes were prepared with peppers, corn and salt, likely to be the original salsa recipe. Some believe Spanish explorer Cortez may have been the first to transfer the small yellow tomato to Europe after he captured the Aztec city of Tenochtítlan in 1521, now Mexico City. Yet others believe Christopher Columbus, an Italian working for the Spanish monarchy, discovered the tomato earlier in 1493. The earliest discussion of the tomato in European literature appeared in an herbal written in 1544 by Pietro Andrea Mattioli, an Italian physician and botanist, who named it pomi d’oro, golden apple. The word "tomato" comes from a word in the Nahuatl language, "tomatl". The specific name, "lycopersicum", means "wolf-peach" (compare the related species "Solanum lycocarpum", whose scientific name means "wolf-fruit", common name "wolf-apple"), as they are a major food of wild canids in South America. Early history. Two modern tomato cultivar groups, one represented by the Matt's Wild Cherry tomato, the other by currant tomatoes, originate by recent domestication of the wild tomato plants apparently native to eastern Mexico. Aztecs and other peoples in the region used the fruit in their cooking; it was being cultivated in southern Mexico and probably other areas by 500BC. It is thought that the Pueblo people believed that those who witnessed the ingestion of tomato seeds were blessed with powers of divination. The large, lumpy tomato, a mutation from a smoother, smaller fruit, originated and was encouraged in Mesoamerica. Smith states this variant is the direct ancestor of some modern cultivated tomatoes. According to Andrew F Smith's "The Tomato in America", the tomato probably originated in the highlands of the west coast of South America. Smith notes there is no evidence the tomato was cultivated or even eaten in Peru before the Spanish arrived. Spanish distribution. After the Spanish colonization of the Americas, the Spanish distributed the tomato throughout their colonies in the Caribbean. They also took it to the Philippines, whence it moved to southeast Asia and then the entire Asian continent. The Spanish also brought the tomato to Europe. It grew easily in Mediterranean climates, and cultivation began in the 1540s. It was probably eaten shortly after it was introduced, and was certainly being used as food by the early 1600s in Spain. The earliest discovered cookbook with tomato recipes was published in Naples in 1692, though the author had apparently obtained these recipes from Spanish sources. However, in certain areas of Italy, such as Florence, the fruit was used solely as tabletop decoration before it was incorporated into the local cuisine in the late 17th or early 18th century. In Britain. Tomatoes were not grown in England until the 1590s, according to Smith. One of the earliest cultivators was John Gerard, a barber-surgeon. Gerard's "Herbal", published in 1597 and largely plagiarized from continental sources, is also one of the earliest discussions of the tomato in England. Gerard knew that the tomato was eaten in Spain and Italy. Nonetheless, he believed that it was poisonous (tomato leaves and stems actually contain poisonous glycoalkaloids, but the fruit is safe). Gerard's views were influential, and the tomato was considered unfit for eating (though not necessarily poisonous) for many years in Britain and its North American colonies. But by the mid-1700s, tomatoes were widely eaten in Britain; and before the end of that century, the "Encyclopædia Britannica" stated that the tomato was "in daily use" in soups, broths, and as a garnish. In Victorian times, cultivation reached an industrial scale in glasshouses, most famously in Worthing. Pressure for housing land in the 1930s to 1960s saw the industry move west to Littlehampton, and to the market gardens south of Chichester. Over the past 15 years, the British tomato industry has declined as more competitive imports from Spain and the Netherlands have reached the supermarkets. North America. The earliest reference to tomatoes being grown in British North America is from 1710, when herbalist William Salmon reported seeing them in what is today South Carolina. They may have been introduced from the Caribbean. By the mid-18th century, they were cultivated on some Carolina plantations, and probably in other parts of the Southeast as well. It is possible that some people continued to think tomatoes were poisonous at this time; and in general, they were grown more as ornamental plants than as food. Thomas Jefferson, who ate tomatoes in Paris, sent some seeds back to America. Because of their longer growing season for this heat-loving crop, several states in the US Sun Belt became major tomato-producers, particularly Florida and California. In California tomatoes are grown under irrigation for both the fresh fruit market and for canning and processing. The University of California, Davis (UC Davis) became a major center for research on the tomato. The C.M. Rick Tomato Genetics Resource Center at UC Davis is a genebank of wild relatives, monogenic mutants and miscellaneous genetic stocks of tomato. The Center is named for the late Dr. Charles M. Rick, a pioneer in tomato genetics research. Research on processing tomatoes is also conducted by the in Escalon, CA. Production trends. 125 million tons of tomatoes were produced in the world in 2005. China, the largest producer, accounted for about one quarter of the global output, followed by United States and Turkey. For processing tomatoes, California accounts for 90% of US production and 35% of world production. According to FAOSTAT, the top producers of tomatoes (in tonnes) in 2005 were: Cultivation and uses. The tomato is now grown worldwide for its edible fruits, with thousands of cultivars having been selected with varying fruit types, and for optimum growth in differing growing conditions. Cultivated tomatoes vary in size from cherry tomatoes, about the same 1–2 cm size as the wild tomato, up to beefsteak tomatoes 10 cm or more in diameter. The most widely grown commercial tomatoes tend to be in the 5–6 cm diameter range. Most cultivars produce red fruit; but a number of cultivars with yellow, orange, pink, purple, green, black, or white fruit are also available. Multicolored and striped fruit can also be quite striking. Tomatoes grown for canning are often elongated, 7–9 cm long and 4–5 cm diameter; they are known as plum tomatoes. Roma-type tomatoes are important cultivars in the Sacramento Valley where a 120-acre Morning Star cannery handles 1.2 million pounds of tomatoes an hour during the harvest season where the fields yield about 40 tons to the acre. Tomatoes are one of the most common garden fruits in the United States and, along with zucchini, have a reputation for outproducing the needs of the grower. As in most sectors of agriculture, there is increasing demand in developed countries for organic tomatoes, as well as heirloom tomatoes, to make up for flavor and texture faults in commercial tomatoes. Quite a few seed merchants and banks provide a large selection of heirloom seeds. Tomato seeds are occasionally organically produced as well, but only a small percentage of organic crop area is grown with organic seed. The definition of a heirloom tomato is vague, but unlike commercial hybrids, all are self-pollinators who have bred true for 40 years or more. Varieties. There are a great many (around 7500) tomato varieties grown for various purposes. Heirloom strains are becoming increasingly popular, particularly among home gardeners and organic producers, since they tend to produce more interesting and flavorful crops at the cost of disease resistance, and productivity. Hybrid plants remain common, since they tend to be heavier producers and sometimes combine unusual characteristics of heirloom tomatoes with the ruggedness of conventional commercial tomatoes. Tomato varieties are roughly divided into several categories, based mostly on shape and size. "Slicing" or "globe" tomatoes are the usual tomatoes of commerce; beefsteak are large tomatoes often used for sandwiches and similar applications- their kidney-bean shape makes commercial use impractical along with a thinner skin and being not bred for a long shelf life; globe tomatoes are of the category of canners used for a wide variety of processing and fresh eating; oxheart tomatoes can range in size up to beefsteaks, and are shaped like large strawberries; plum tomatoes, or paste tomatoes (including pear tomatoes), are bred with a higher solid content for use in tomato sauce and paste and are usually oblong; pear tomatoes are obviously pear shaped and based upon the San Marzano types for a richer gourmet paste; cherry tomatoes are small and round, often sweet tomatoes generally eaten whole in salads; and grape tomatoes which are a more recent introduction are smaller and oblong used in salads. Tomatoes are also commonly classified as determinate or indeterminate. Determinate, or bush, types bear a full crop all at once and top off at a specific height; they are often good choices for container growing. Determinate types are preferred by commercial growers who wish to harvest a whole field at one time, or home growers interested in canning. Indeterminate varieties develop into vines that never top off and continue producing until killed by frost. They are preferred by home growers and local-market farmers who want ripe fruit throughout the season. As an intermediate form, there are plants sometimes known as "vigorous determinate" or "semi-determinate"; these top off like determinates but produce a second crop after the initial crop. The majority of heirloom tomatoes are indeterminate, although some determinate heirlooms exist. Most modern tomato cultivars are smooth surfaced but some older tomato cultivars and most modern beefsteaks often show pronounced ribbing, a feature that may have been common to virtually all pre-Columbian cultivars. While virtually all commercial tomato varieties are red, some tomato cultivars, especially heirlooms, produce fruit in colors other than red, including yellow, orange, pink, black, brown, ivory, white, and purple, though such fruit is not widely available in grocery stores, nor are their seedlings available in typical nurseries, but must be bought as seed, often via mail-order. Less common variations include fruit with stripes (Green Zebra), fuzzy skin on the fruit (Fuzzy Peach, Red Boar), multiple colors (Hillbilly, Burracker's Favorite, Lucky Cross), etc. There is also a considerable gap between commercial and home-gardener cultivars; home cultivars are often bred for flavor to the exclusion of all other qualities, while commercial cultivars are bred for such factors as consistent size and shape, disease and pest resistance, and suitability for mechanized picking and shipping. Tomatoes grow well with 7 hours of sunlight a day. A fertilizer with the ratio 5-10-10 can be used for extra growth, but manure or compost works well too. Diseases and pests. Tomato cultivars vary widely in their resistance to disease. Modern hybrids focus on improving disease resistance over the heirloom plants. One common tomato disease is tobacco mosaic virus, and for this reason smoking or use of tobacco products are discouraged around tomatoes, although there is some scientific debate over whether the virus could possibly survive being burned and converted into smoke. Various forms of mildew and blight are also common tomato afflictions, which is why tomato cultivars are often marked with a combination of letters which refer to specific disease resistance. The most common letters are: V'" -"verticillium" wilt, F'" -"fusarium" wilt strain I, FF'" -"fusarium" wilt strain I & II, N'" -"nematodes", T'" -"tobacco mosaic virus", and A'" -"alternaria". Another particularly dreaded disease is curly top, carried by the beet leafhopper, which interrupts the lifecycle, ruining a nightshade plant as a crop. As the name implies, it has the symptom of making the top leaves of the plant wrinkle up and grow abnormally. Some common tomato pests are cutworms, tomato hornworms and tobacco hornworms, aphids, cabbage loopers, whiteflies, tomato fruitworms, flea beetles, red spider mite, slugs, and Colorado potato beetles. Pollination. In the wild, original state, tomatoes required cross-pollination; they were much more self-incompatible than domestic cultivars. As a floral device to reduce selfing, the pistils of wild tomatoes extended farther out of the flower than today's cultivars. The stamens were, and remain, entirely within the closed corolla. As tomatoes were moved from their native areas, their traditional pollinators, (probably a species of halictid bee) did not move with them. The trait of self-fertility (or self-pollenizing) became an advantage and domestic cultivars of tomato have been selected to maximize this trait. This is not the same as self-pollination, despite the common claim that tomatoes do so. That tomatoes pollinate themselves poorly without outside aid is clearly shown in greenhouse situations where pollination must be aided by artificial wind, vibration of the plants (one brand of vibrator is a wand called an "electric bee" that is used manually), or more often today, by cultured bumblebees. The anther of a tomato flower is shaped like a hollow tube, with the pollen produced within the structure rather than on the surface, as with most species. The pollen moves through pores in the anther, but very little pollen is shed without some kind of outside motion. The best source of outside motion is a sonicating bee such as a bumblebee or the original wild halictid pollinator. In an outside setting, wind or biological agents provide sufficient motion to produce commercially viable crops. Hydroponic and greenhouse cultivation. Tomatoes are often grown in greenhouses in cooler climates, and indeed there are cultivars such as the British 'Moneymaker' and a number of cultivars grown in Siberia that are specifically bred for indoor growing. In more temperate climates, it is not uncommon to start seeds in greenhouses during the late winter for future transplant. With the transplanting of tomatoes, there is a process of hardening that the plant must go through before being able to be placed outside in order to have greater survival. Hydroponic tomatoes are also available, and the technique is often used in hostile growing environments as well as high-density plantings. Picking and ripening. Tomatoes are often picked unripe (and thus colored green) and ripened in storage with ethylene. Unripe tomatoes are firm, as they ripen they soften until reaching the ripe state where they are red or orange in color and slightly soft to the touch. Ethylene is a hydrocarbon gas produced by many fruits that acts as the molecular cue to begin the ripening process. Tomatoes ripened in this way tend to keep longer but have poorer flavor and a mealier, starchier texture than tomatoes ripened on the plant. They may be recognized by their color, which is more pink or orange than the other ripe tomatoes' deep red. In 1994 Calgene introduced a genetically modified tomato called the 'FlavrSavr' which could be vine ripened without compromising shelf life. However, the product was not commercially successful (see main article for details) and was only sold until 1997. Recently, stores have begun selling "tomatoes on the vine", which are determinate varieties that are ripened or harvested with the fruits still connected to a piece of vine. These tend to have more flavor than artificially ripened tomatoes (at a price premium), but still may not be the equal of local garden produce. Slow-ripening cultivars of tomato have been developed by crossing a non-ripening cultivar with ordinary tomato cultivars. Cultivars were selected whose fruits have a long shelf life and at least reasonable flavor. Modern uses and nutrition. Tomatoes are now eaten freely throughout the world, and their consumption is believed to benefit the heart among other things. They contain lycopene, one of the most powerful natural antioxidants, which, especially when tomatoes are cooked, has been found to help prevent prostate cancer. However, other research contradicts this claim. Tomato extract branded as Lycomato is now also being promoted for treatment of high blood pressure. Lycopene has also been shown to improve the skin's ability to protect against harmful UV rays. Natural genetic variation in tomatoes and their wild relatives has given a genetic treasure trove of genes that produce lycopene, carotene, anthocyanin, and other antioxidants. Tomato varieties are available with double the normal vitamin C (Doublerich), 40 times normal vitamin A (97L97), high levels of anthocyanin (P20 Blue), and two to four times the normal amount of lycopene (numerous available cultivars with the high crimson gene). Though it is botanically a berry, a subset of fruit, the tomato is nutritionally categorized as a vegetable (see below). Since "vegetable" is not a botanical term, there is no contradiction in a plant part being a fruit botanically while still being considered a vegetable. Tomatoes are used extensively in Mediterranean cuisine, especially Italian and Middle Eastern cuisines. The tomato is acidic; this acidity makes tomatoes especially easy to preserve in home canning whole, in pieces, as tomato sauce, or paste. Tomato juice is often canned and sold as a beverage; Unripe green tomatoes can also be breaded and fried, used to make salsa, or pickled. Cultural impact===. The town of Buñol, Spain, annually celebrates La Tomatina, a festival centered on an enormous tomato fight. Tomatoes are also a popular "non-lethal" throwing weapon in mass protests; and there was a common tradition of throwing rotten tomatoes at bad performers on a stage during the 19th century; today it is usually referenced as a mere metaphor (see Rotten Tomatoes). Embracing it for this protest connotation, the Dutch Socialist party adopted the tomato as their logo. Known for its tomato growth and production, the Mexican state of Sinaloa takes the tomato as its symbol. Storage. Most tomatoes today are picked before fully ripened. They are bred to continue ripening, but the enzyme that ripens tomatoes stops working when it reaches temperatures below 12.5°C (54.5°F). Once an unripe tomato drops below that temperature, it will not continue to ripen. Once fully ripe, tomatoes can be stored in the refrigerator but are best kept a room temperature. Tomatoes stored in the refrigerator tend to lose flavor, but will still be edible; thus the "Never Refrigerate" stickers sometimes placed on tomatoes in supermarkets. Botanical description. Tomato plants are vines, initially, typically growing six feet or more above the ground if supported, although erect bush varieties have been bred, generally three feet tall or shorter. Indeterminate types are "tender" perennials, dying annually in temperate climates (they are originally native to tropical highlands), although they can live up to three years in a greenhouse in some cases. Determinate types are annual in all climates. Tomato plants are dicots, and grow as a series of branching stems, with a terminal bud at the tip that does the actual growing. When that tip eventually stops growing, whether because of pruning or flowering, lateral buds take over and grow into other, fully functional, vines. Tomato plant vines are typically pubescent, meaning covered with fine short hairs. These hairs facilitate the vining process, turning into roots wherever the plant is in contact with the ground and moisture, especially if there is some issue with the vine's contact to its original root. Most tomato plants have compound leaves, and are called regular leaf (RL) plants. But some cultivars have simple leaves known as potato leaf (PL) style because of their resemblance to that close cousin. Of regular leaves, there are variations, such as rugose leaves, which are deeply grooved, variegated, angora leaves, which have additional colors where a genetic mutation causes chlorophyll to be excluded from some portions of the leaves. Their flowers, appearing on the apical meristem, have the anthers fused along the edges, forming a column surrounded by the pistil's style. Flowers tend to be self-fertilizing. This is because they are native to the Americas, where there were no honeybees (which are native to the old world). Similarly, many plants of the Americas are self-fertilizing, while others are pollinated by flies, butterflies, moths, other insects, or other external forces that present in the Americas, that made it possible for some new world plants to originally require biotic pollination. Tomato fruit is classified as a berry. As a true fruit, it develops from the ovary of the plant after fertilization, its flesh comprising the pericarp walls. The fruit contains hollow spaces full of seeds and moisture, called locular cavities. These vary, among cultivated species, according to type. Some smaller varieties have two cavities, globe-shaped varieties typically have three to five, beefsteak tomatoes have a great number of smaller cavities, while paste tomatoes have very few, very small cavities. The seeds need to come from a mature fruit, and be dried fermented before germination. Botanical classification. In 1753 the tomato was placed in the genus "Solanum" by Linnaeus as "Solanum lycopersicum" L. (derivation, 'lyco', wolf, plus 'persicum', peach, "i.e.," "wolf-peach"). However, in 1768 Philip Miller placed it in its own genus, and he named it "Lycopersicon esculentum". This name came into wide use but was in breach of the plant naming rules. Technically, the combination "Lycopersicon lycopersicum" (L.) H.Karst. would be more correct, but this name (published in 1881) has hardly ever been used (except in seed catalogs, which frequently used it and still do). Therefore, it was decided to conserve the well-known "Lycopersicon esculentum", making this the correct name for the tomato when it is placed in the genus "Lycopersicon". However, genetic evidence ("e.g.," Peralta & Spooner 2001) has now shown that Linnaeus was correct in the placement of the tomato in the genus "Solanum", making the Linnaean name correct; if "Lycopersicon" is excluded from "Solanum", "Solanum" is left as a paraphyletic taxon. Despite this, it is likely that the exact taxonomic placement of the tomato will be controversial for some time to come, with both names found in the literature. Two of the major reasons that some still consider the genera separate are the leaf structure (tomato leaves are markedly different from any other "Solanum"), and the biochemistry (many of the alkaloids common to other "Solanum" species are conspicuously absent in the tomato). The tomato can with some difficulty be crossed with a few species of diploid Potato with viable offspring that are capable of reproducing. Such hybrids provide conclusive evidence of the close relationship between these genera. The Boyce Thompson Institute for Plant Research began sequencing the tomato genome in 2004 and is creating a database of genomic sequences and information on the tomato and related plants. A draft version of the full genome expected to be published by 2008. The genomes of its organelles (mitochondria and chloroplast) are also expected to be published as part of the project. Fruit or vegetable? Botanically, a tomato is the ovary, together with its seeds, of a flowering plant: therefore it is a fruit or, more precisely, a berry. However, the tomato is not as sweet as those foodstuffs usually called fruits and, from a culinary standpoint, it is typically served as part of a salad or main course of a meal, as are vegetables, rather than at dessert in the case of most fruits. As noted above, the term vegetable has no botanical meaning and is purely a culinary term. This argument has had legal implications in the United States. In 1887, U.S. tariff laws that imposed a duty on vegetables but not on fruits caused the tomato's status to become a matter of legal importance. The U.S. Supreme Court settled the controversy on May 10, 1893 by declaring that the tomato	An automobile'" or "'motor car'" is a wheeled motor vehicle for transporting passengers, which also carries its own engine or motor. Most definitions of the term specify that automobiles are designed to run primarily on roads, to have seating for one to eight people, to typically have four wheels, and to be constructed principally for the transport of people rather than goods. However, the term "automobile" is far from precise, because there are many types of vehicles that do similar tasks. As of 2002, there were 590 million passenger cars worldwide (roughly one car per eleven people). Etymology. The word automobile'" comes, via the French "automobile", from the Ancient Greek word αὐτός ("autós", "self") and the Latin "mobilis" ("movable"); meaning a vehicle that moves itself, rather than being pulled or pushed by a separate animal or another vehicle. The alternative name "car" is believed to originate from the Latin word "carrus" or "carrum" ("wheeled vehicle"), or the Middle English word "carre" ("cart") (from Old North French), or "karros" (a Gallic wagon). History. Although Nicolas-Joseph Cugnot is often credited with building the first self-propelled mechanical vehicle or automobile in about 1769 by adapting an existing horse-drawn vehicle, this claim is disputed by some, who doubt Cugnot's three-wheeler ever ran or was stable. Ferdinand Verbiest, a member of a Jesuit mission in China, built the first steam-powered vehicle around 1672 which was of small scale and designed as a toy for the Chinese Emperor that was unable to carry a driver or a passenger, but quite possibly, was the first working steam-powered vehicle ('auto-mobile'). What is not in doubt is that Richard Trevithick built and demonstrated his "Puffing Devil" road locomotive in 1801, believed by many to be the first demonstration of a steam-powered road vehicle although it was unable to maintain sufficient steam pressure for long periods, and would have been of little practical use. In Russia, in the 1780s, Ivan Kulibin developed a human-pedalled, three-wheeled carriage with modern features such as a flywheel, brake, gear box, and bearings; however, it was not developed further. François Isaac de Rivaz, a Swiss inventor, designed the first internal combustion engine, in 1806, which was fueled by a mixture of hydrogen and oxygen and used it to develop the world's first vehicle, albeit rudimentary, to be powered by such an engine. The design was not very successful, as was the case with others such as Samuel Brown, Samuel Morey, and Etienne Lenoir with his hippomobile, who each produced vehicles (usually adapted carriages or carts) powered by clumsy internal combustion engines. In November 1881 French inventor Gustave Trouvé demonstrated a working three-wheeled automobile that was powered by electricity. This was at the International Exhibition of Electricity in Paris. Although several other German engineers (including Gottlieb Daimler, Wilhelm Maybach, and Siegfried Marcus) were working on the problem at about the same time, Karl Benz'" generally is acknowledged as the inventor of the modern automobile. An automobile powered by his own four-stroke cycle gasoline engine was built in Mannheim, Germany by Karl Benz in 1885 and granted a patent in January of the following year under the auspices of his major company, Benz & Cie., which was founded in 1883. It was an integral design, without the adaptation of other existing components and including several new technological elements to create a new concept. This is what made it worthy of a patent. He began to sell his production vehicles in 1888. In 1879 Benz was granted a patent for his first engine, which had been designed in 1878. Many of his other inventions made the use of the internal combustion engine feasible for powering a vehicle. His first "Motorwagen" was built in 1885 and he was awarded the patent for its invention as of his application on January 29, 1886. Benz began promotion of the vehicle on July 3, 1886 and approximately 25 Benz vehicles were sold between 1888 and 1893, when his first four-wheeler was introduced along with a model intended for affordability. They also were powered with four-stroke engines of his own design. Emile Roger of France, already producing Benz engines under license, now added the Benz automobile to his line of products. Because France was more open to the early automobiles, initially more were built and sold in France through Roger than Benz sold in Germany. In 1896, Benz designed and patented the first internal-combustion flat engine, called a "boxermotor" in German. During the last years of the nineteenth century, Benz was the largest automobile company in the world with 572 units produced in 1899 and because of its size, Benz & Cie., became a joint-stock company. Daimler and Maybach founded Daimler Motoren Gesellschaft (Daimler Motor Company, DMG) in Cannstatt in 1890 and under the brand name, "Daimler", sold their first automobile in 1892, which was a horse-drawn stagecoach built by another manufacturer, that they retrofitted with an engine of their design. By 1895 about 30 vehicles had been built by Daimler and Maybach, either at the Daimler works or in the Hotel Hermann, where they set up shop after falling out with their backers. Benz and the Maybach and Daimler team seem to have been unaware of each other's early work. They never worked together because by the time of the merger of the two companies, Daimler and Maybach were no longer part of DMG. Daimler died in 1900 and later that year, Maybach designed an engine named "Daimler-Mercedes", that was placed in a specially-ordered model built to specifications set by Emil Jellinek. This was a production of a small number of vehicles for Jellinek to race and market in his country. Two years later, in 1902, a new model DMG automobile was produced and the model was named Mercedes after the Maybach engine which generated 35 hp. Maybach quit DMG shortly thereafter and opened a business of his own. Rights to the "Daimler" brand name were sold to other manufacturers. Karl Benz proposed co-operation between DMG and Benz & Cie. when economic conditions began to deteriorate in Germany following the First World War, but the directors of DMG refused to consider it initially. Negotiations between the two companies resumed several years later when these conditions worsened and, in 1924 they signed an "Agreement of Mutual Interest", valid until the year 2000. Both enterprises standardized design, production, purchasing, and sales and they advertised or marketed their automobile models jointly—although keeping their respective brands. On June 28, 1926, Benz & Cie. and DMG finally merged as the "Daimler-Benz" company, baptizing all of its automobiles "Mercedes Benz" as a brand honoring the most important model of the DMG automobiles, the Maybach design later referred to as the "1902 Mercedes-35hp", along with the Benz name. Karl Benz remained a member of the board of directors of Daimler-Benz until his death in 1929 and at times, his two sons participated in the management of the company as well. In 1890, Emile Levassor and Armand Peugeot of France began producing vehicles with Daimler engines and so laid the foundation of the automobile industry in France. The first design for an American automobile with a gasoline internal combustion engine was drawn in 1877 by George Selden of Rochester, New York, who applied for a patent for an automobile in 1879, but the patent application expired because the vehicle was never built and proved to work (a requirement for a patent). After a delay of sixteen years and a series of attachments to his application, on November 5, 1895, Selden was granted a United States patent for a two-stroke automobile engine, which hindered, more than encouraged, development of automobiles in the United States. His patent was challenged by Henry Ford and others, and overturned in 1911. In Britain there had been several attempts to build steam cars with varying degrees of success with Thomas Rickett even attempting a production run in 1860. Santler from Malvern is recognized by the Veteran Car Club of Great Britain as having made the first petrol-powered car in the country in 1894 followed by Frederick William Lanchester in 1895 but these were both one-offs. The first production vehicles in Great Britain came from the Daimler Motor Company, a company founded by Harry J. Lawson in 1896 after purchasing the right to use the name of the engines. Lawson's company made its first automobiles in 1897 and they bore the name "Daimler". In 1892, German engineer Rudolf Diesel was granted a patent for a "New Rational Combustion Engine". In 1897 he built the first Diesel Engine. Steam-, electric-, and gasoline-powered vehicles competed for decades, with gasoline internal combustion engines achieving dominance in the 1910s. Although various pistonless rotary engine designs have attempted to compete with the conventional piston and crankshaft design, only Mazda's version of the Wankel engine has had more than very limited success. Production. The large-scale, production-line manufacturing of affordable automobiles was debuted by Ransom Olds at his Oldsmobile factory in 1902. This concept was greatly expanded by Henry Ford, beginning in 1914. As a result, Ford's cars came off the line in fifteen minute intervals, much faster than previous methods, increasing productivity eight fold (requiring 12.5 man-hours before, 1 hour 33 minutes after), while using less manpower. It was so successful, paint became a bottleneck. Only Japan black would dry fast enough, forcing the company to drop the variety of colors available before 1914, until fast-drying Duco lacquer was developed in 1926. This is the source of Ford's apocryphal remark, "any color as long as it's black". In 1914, an assembly line worker could buy a Model T with four months' pay. Ford's complex safety procedures—especially assigning each worker to a specific location instead of allowing them to roam about—dramatically reduced the rate of injury. The combination of high wages and high efficiency is called "Fordism," and was copied by most major industries. The efficiency gains from the assembly line also coincided with the economic rise of the United States. The assembly line forced workers to work at a certain pace with very repetitive motions which led to more output per worker while other countries were using less productive methods. In the automotive industry, its success was dominating, and quickly spread worldwide seeing the founding of Ford France and Ford Britain in 1911, Ford Denmark 1923, Ford Germany 1925; in 1921, Citroen was the first native European manufacturer to adopt the production method. Soon, companies had to have assembly lines, or risk going broke; by 1930, 250 companies which did not, had disappeared. Development of automotive technology was rapid, due in part to the hundreds of small manufacturers competing to gain the world's attention. Key developments included electric ignition and the electric self-starter (both by Charles Kettering, for the Cadillac Motor Company in 1910-1911), independent suspension, and four-wheel brakes. Since the 1920s, nearly all cars have been mass-produced to meet market needs, so marketing plans often have heavily influenced automobile design. It was Alfred P. Sloan who established the idea of different makes of cars produced by one company, so buyers could "move up" as their fortunes improved. Reflecting the rapid pace of change, makes shared parts with one another so larger production volume resulted in lower costs for each price range. For example, in the 1930s, LaSalles, sold by Cadillac, used cheaper mechanical parts made by Oldsmobile; in the 1950s, Chevrolet shared hood, doors, roof, and windows with Pontiac; by the 1990s, corporate drivetrains and shared platforms (with interchangeable brakes, suspension, and other parts) were common. Even so, only major makers could afford high costs, and even companies with decades of production, such as Apperson, Cole, Dorris, Haynes, or Premier, could not manage: of some two hundred American car makers in existence in 1920, only 43 survived in 1930, and with the Great Depression, by 1940, only 17 of those were left. In Europe much the same would happen. Morris set up its production line at Cowley in 1924, and soon outsold Ford, while beginning in 1923 to follow Ford's practise of vertical integration, buying Hotchkiss (engines), Wrigley (gearboxes), and Osberton (radiators), for instance, as well as competitors, such as Wolseley: in 1925, Morris had 41% of total British car production. Most British small-car assemblers, from Abbey to Xtra had gone under. Citroen did the same in France, coming to cars in 1919; between them and other cheap cars in reply such as Renault's 10CV and Peugeot's 5CV, they produced 550,000 cars in 1925, and Mors, Hurtu, and others could not compete. Germany's first mass-manufactured car, the Opel 4PS "Laubfrosch" (Tree Frog), came off the line at Russelsheim in 1924, soon making Opel the top car builder in Germany, with 37.5% of the market. Fuel and propulsion technologies. Most automobiles in use today are propelled by gasoline (also known as petrol) or diesel internal combustion engines, which are known to cause air pollution and are also blamed for contributing to climate change and global warming. Increasing costs of oil-based fuels, tightening environmental laws and restrictions on greenhouse gas emissions are propelling work on alternative power systems for automobiles. Efforts to improve or replace existing technologies include the development of hybrid vehicles, and electric and hydrogen vehicles which do not release pollution into the air. Diesel. Diesel-engined cars have long been popular in Europe with the first models being introduced in the 1930s by Mercedes Benz and Citroen. The main benefit of diesel engines is a 50% fuel burn efficiency compared with 27% in the best gasoline engines. A down-side of the Diesel engine is that better filters are required to reduce the presence in the exhaust gases of fine soot particulates called diesel particulate matter. Manufacturers are now starting to fit diesel particulate filters to remove the soot. Many diesel-powered cars can run with little or no modifications on 100% biodiesel and combinations of other organic oils. Gasoline. Gasoline engines have the advantage over diesel in being lighter and able to work at higher rotational speeds and they are the usual choice for fitting in high-performance sports cars. Continuous development of gasoline engines for over a hundred years has produced improvements in efficiency and reduced pollution. The carburetor was used on nearly all road car engines until the 1980s but it was long realised better control of the fuel air mixture could be achieved with fuel injection. Indirect fuel injection was first used in aircraft engines from 1909, in racing car engines from the 1930s, and road cars from the late 1950s. Gasoline Direct Injection (GDI) is now starting to appear in production vehicles such as the 2007 (Mark II) BMW Mini. Exhaust gases are also cleaned up by fitting a catalytic converter into the exhaust system. Clean air legislation in many of the car industries most important markets has made both catalysts and fuel injection virtually universal fittings. Most modern gasoline engines also are capable of running with up to 15% ethanol mixed into the gasoline; older vehicles may have seals and hoses that can be harmed by ethanol. With a small amount of redesign, gasoline-powered vehicles can run on ethanol concentrations as high as 85%. 100% ethanol is used in some parts of the world (such as Brazil), but vehicles must be started on pure gasoline and switched over to ethanol once the engine is running. Most gasoline engined cars can also run on LPG with the addition of an LPG tank for fuel storage and carburettor modifications to add an LPG mixer. LPG produces fewer toxic emissions and is a popular fuel for fork-lift trucks that have to operate inside buildings. Biofuels. Ethanol, other alcohol fuels (biobutanol) and biogasoline have widespread use an automotive fuel. Most alcohols have less energy per liter than gasoline and are usually blended with gasoline. Alcohols are used for a variety of reasons: to increase octane, to improve emissions, and as an alternative to petroleum based fuel, since they can be made from agricultural crops. Brazil's ethanol program provides about 20% of the nation's automotive fuel needs, as a result of the mandatory use of E25 blend of gasoline throughout the country, 3 million cars that operate on pure ethanol, and 6 million dual or flexible-fuel vehicles sold since 2003. that run on any mix of ethanol and gasoline. The commercial success of "flex" vehicles, as they are popularly known, have allowed sugarcane based ethanol fuel to achieve a 50% market share of the gasoline market by April 2008. Electric. The first electric cars were built around 1832, well before internal combustion powered cars appeared. For a period of time electrics were considered superior due to the silent nature of electric motors compared to the very loud noise of the gasoline engine. This advantage was removed with Hiram Percy Maxim's invention of the muffler in 1897. Thereafter internal combustion powered cars had two critical advantages: 1) long range and 2) high specific energy (far lower weight of petrol fuel versus weight of batteries). The building of battery electric vehicles that could rival internal combustion models had to wait for the introduction of modern semiconductor controls and improved batteries. Because they can deliver a high torque at low revolutions electric cars do not require such a complex drive train and transmission as internal combustion powered cars. Some post-2000 electric car designs such as the Venturi Fétish are able to accelerate from 0-60 mph (96 km h) in 4.0 seconds with a top speed around 130 mph (210 km h). Others have a range of 250 miles (400 km) on the United States Environmental Protection Agency‎ (EPA) highway cycle requiring 31 2 hours to completely charge. Equivalent fuel efficiency to internal combustion is not well defined but some press reports give it at around. Steam. Steam power, usually using an oil- or gas-heated boiler, was also in use until the 1930s but had the major disadvantage of being unable to power the car until boiler pressure was available (although the newer models could achieve this in well under a minute). It has the advantage of being able to produce very low emissions as the combustion process can be carefully controlled. Its disadvantages include poor heat efficiency and extensive requirements for electric auxiliaries.. Air. A compressed air car is an alternative fuel car that uses a motor powered by compressed air. The car can be powered solely by air, or by air combined (as in a hybrid electric vehicle) with gasoline diesel ethanol or electric plant and regenerative braking. Instead of mixing fuel with air and burning it to drive pistons with hot expanding gases; "compressed air cars" use the expansion of compressed air to drive their pistons. Several prototypes are available already and scheduled for worldwide sale by the end of 2008, though this has not happened as of January 2009. Companies releasing this type of car include Tata Motors and Motor Development International (MDI). Gas turbine. In the 1950s there was a brief interest in using gas turbine engines and several makers including Rover and Chrysler produced prototypes. In spite of the power units being very compact, high fuel consumption, severe delay in throttle response, and lack of engine braking meant no cars reached production. Rotary (Wankel) engines. Rotary Wankel engines were introduced into road cars by NSU with the Ro 80 and later were seen in the Citroën GS Birotor and several Mazda models. In spite of their impressive smoothness, poor reliability and fuel economy led to them largely disappearing. Mazda, beginning with the R100 then RX-2, has continued research on these engines, overcoming most of the earlier problems with the RX-7 and RX-8. Rocket and jet cars. A rocket car holds the record in drag racing. However, the fastest of those cars are used to set the Land Speed Record, and are propelled by propulsive jets emitted from rocket, turbojet, or more recently and most successfully turbofan engines. The ThrustSSC car using two Rolls-Royce Spey turbofans with reheat was able to exceed the speed of sound at ground level in 1997. Safety. There are three main statistics to which automobile safety can be compared: While road traffic injuries represent the leading cause in worldwide injury-related deaths, their popularity undermines this statistic. Mary Ward became one of the first documented automobile fatalities in 1869 in Parsonstown, Ireland and Henry Bliss one of the United States' first pedestrian automobile casualties in 1899 in New York. There are now standard tests for safety in new automobiles, like the EuroNCAP and the US NCAP tests, as well as insurance-backed IIHS tests. Costs and benefits. The costs of automobile usage, which may include the cost of: acquiring the vehicle, repairs, maintenance, fuel, depreciation, parking fees, tire replacement, taxes and insurance, are weighed against the cost of the alternatives, and the value of the benefits, perceived and real, of vehicle usage. The benefits may include on-demand transportation, mobility, independence and convenience. Similarly the costs to society of encompassing automobile use, which may include those of: maintaining roads, land use, pollution, public health, health care, and of disposing of the vehicle at the end of its life, can be balanced against the value of the benefits to society that automobile use generates. The societal benefits may include: economy benefits, such as job and wealth creation, of automobile production and maintenance, transportation provision, society wellbeing derived from leisure and travel opportunities, and revenue generation from the opportunities. The ability for humans to move flexibly from place to place has far reaching implications for the nature of societies. Environmental impact. Transportation is a major contributor to air pollution in most industrialised nations. According to the American Surface Transportation Policy Project nearly half of all Americans are breathing unhealthy air. Their study showed air quality in dozens of metropolitan areas has got worse over the last decade. In the United States the average passenger car emits 11,450 lbs (5 tonnes) of carbon dioxide, along with smaller amounts of carbon monoxide, hydrocarbons, and nitrogen. Residents of low-density, residential-only sprawling communities are also more likely to die in car collisions, which kill 1.2 million people worldwide each year, and injure about forty times this number. Sprawl is more broadly a factor in inactivity and obesity, which in turn can lead to increased risk of a variety of diseases. Other species are often negatively impacted by automobiles via habitat destruction and pollution. Over the lifetime of the average automobile the "loss of habitat potential" may be over 50,000 square meters (538,195 square feet) based on Primary production correlations. Fuel taxes may act as an incentive for the production of more efficient, hence less polluting, car designs (e.g. hybrid vehicles) and the development of alternative fuels. High fuel taxes may provide a strong incentive for consumers to purchase lighter, smaller, more fuel-efficient cars, or to not drive. On average, today's automobiles are about 75 percent recyclable, and using recycled steel helps reduce energy use and pollution. In the United States Congress, federally mandated fuel efficiency standards have been debated regularly, passenger car standards have not risen above the standard set in 1985. Light truck standards have changed more frequently, and were set at in 2007. Alternative fuel vehicles are another option that is less polluting than conventional petroleum powered vehicles. Future car technologies. Automobile propulsion technology under development include electric and plug-in hybrids, battery electric vehicles, hydrogen cars, biofuels, and various alternative fuels. Research into future alternative forms of power include the development of fuel cells, Homogeneous Charge Compression Ignition (HCCI), stirling engines, and even using the stored energy of compressed air or liquid nitrogen. New materials which may replace steel car bodies include duraluminum, fiberglass, carbon fiber, and carbon nanotubes. Telematics technology is allowing more and more people to share cars, on a pay-as-you-go basis, through such schemes as City Car Club in the UK, Mobility in mainland Europe, and Zipcar in the US. Alternatives to the automobile. Established alternatives for some aspects of automobile use include public transit (buses, trolleybuses, trains, subways, monorails, tramways), cycling, walking, rollerblading, skateboarding, horseback riding and using a velomobile. Car-share arrangements and carpooling are also increasingly popular–the U.S. market leader in car-sharing has experienced double-digit growth in revenue and membership growth between 2006 and 2007, offering a service that enables urban residents to "share" a vehicle rather than own a car in already congested neighborhoods. Bike-share systems have been tried in some European cities, including Copenhagen and Amsterdam. Similar programs have been experimented with in a number of U.S. Cities. Additional individual modes of transport, such as personal rapid transit could serve as an alternative to automobiles if they prove to be socially accepted.