The electric motor has already partly revolutionized the distribution of power for stationary machinery, but as applied to railways in place of animal power the revolution is complete. The period which has elapsed since the first introduction of electric railways is barely a dozen years. It is true that a few tentative experiments in electric traction were made some time in advance of 1888, notably by Siemens, in Berlin, in 1879 and 1880, by Stephen D. Field, by T. A. Edison, at Menlo Park, by J. C. Henry, by Charles A. Van Depoele, and others. If we look farther back we find efforts such as that of Farmer, in 1847, to propel railway cars by electric motors driven by currents from batteries carried on the cars. These efforts were, of course, doomed to failure, for economical reasons. Electric energy from primary batteries was too costly, and if it had been cheaper, the types of electric motor used yielded so small a return of power for the electric energy spent in driving them that commercial success was out of the question. These early efforts were, however, instructive, and may now be regarded as highly suggestive of later work. Traction by the use of storage batteries carried on an electric car has been tried repeatedly, but appears not to be able to compete with systems of direct supply from electric lines. The plan survives, however, in the electric automobile, many of which have been put into service within a year or two. The electric automobile is not well fitted for country touring; it is best adapted to cities, where facilities for charging and caring for the batteries can be had. Moreover, the electric carriage is of all automobile carriages the most easily controlled, most ready; it emits no smell or hot gases and is nearly noiseless. About 1850, Hall, a well-known instrument maker of Boston, catalogued a small toy electric locomotive dragging a car upon rails which were insulated and connected with a stationary battery of two Grove cells. This arrangement was sold as a piece of scientific apparatus, and appears to be the first example of an electrically driven vehicle connected by rolling contacts to an immovable energy source. Other early experimenters, such as Siemens, Field, and Daft, subsequently to Hall, used in actual railway work the supply by insulated tracks. This was supplanted later by overhead insulated wires or by the insulated third rail. Siemens & Halske, of Berlin, used a special form of overhead supply in 1881, and during the electrical exhibition in Paris in that year, a street tramway line was run by them. Later, Edison experimented with a third-rail-supply line at Menlo Park; and at Portrush, in Ireland, an actual railway was put in operation by Siemens & Halske, using the third-rail system. This was about 1883. The power of the Portrush railway was that of a water-wheel driving the generating dynamo.