. Electric railway gazette . en the prime requisitethat it is in street car traction, and the fact thatthe arrangement seems necessarily bulky, withthe three machines involved, and the erroneousIdea which has been general that the sparkingwould be excessive under working conditions, hasmilitated greatly against the introduction instreet railway work. As before stated, those whohave examined into the workings of the system,among whom may be included the author, averthat there is practically no sparking even underthe most favorable conditions for the same, andthe author is advised that changes i
. Electric railway gazette . en the prime requisitethat it is in street car traction, and the fact thatthe arrangement seems necessarily bulky, withthe three machines involved, and the erroneousIdea which has been general that the sparkingwould be excessive under working conditions, hasmilitated greatly against the introduction instreet railway work. As before stated, those whohave examined into the workings of the system,among whom may be included the author, averthat there is practically no sparking even underthe most favorable conditions for the same, andthe author is advised that changes in detail(though not in principle) have already been par-tially perfected which will obviate the real diffi-culty that now exists viz., bulkluess. M. Leonard has also adapted this same systemto the operation of oars from alternating currentcircuits. In this application a synchronousmotor generator is substituted for the direct cur-rent motor generator employed in the direct cur-rent method. Those who wish to read a full T ~Q~. Fig. 60. Leonard system. T, trolley. M, motor portion of power converter. G, gen-erator ponion of power conyerter. P, the propellingmotor for the car. R, the regulation and reversing rheo-stat i i field of G. E, the connection to ground. \V, t-^ecar wheel. description of this system are referred to Vol. XIof the transactions of the American Institute ofElectrical Engineers under the title How shallwe operate an electric railway extending onehundred miles from the power station? by Leonard. Thus far the method of distributing currentfor electric traction has been that by constantpotential. That Is to say the pressure at the dy-namo terminals has remained constant and thecurrent In amperes delivered to the moving carshas varied as the requirements. This method asa whole has thus far proved the most flexible, butwith the increasing distances to which our elec-tric roads are constantly reaching. It Is becomingless and less satisfactory. We have already
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