phase converter Single-phase power was supplied at 16,000 volts and 50 Hz through a single overhead line and converted to three-phase on the locomotive by a rotary phase converter. The drive motors, made by Metropolitan-Vickers, had a very large diameter of 3 meters and incorporated four sets of 24 magnetic poles each, which could be added to the traction effort at will, producing highly efficient constant speeds of 25, 50, 75 and 100 km/h over rail (or 17/34/51/68 km/h for the V60 heavy freight train engine variant, which had six pairs of smaller driving wheels). He created an electric machine called a synchronous phase converter, which was a single-phase synchronous motor and a three-phase synchronous generator with common stator and rotor. It had two independent windings: The outer winding is a single-phase synchronous motor. The motor takes the power from the overhead line. The inner winding is a three-phase (or variable-phase) synchronous generator, which provides the power for the three- (or more) phase traction motors. The MÁV company decided to electrify the 190 km long Budapest-Hegyeshalom main line with a new "Kandó system". The system was fed from a three-phase 110 kV transmission line from the Bánhida power station, which had been commissioned in 1930, via a single-phase 16 kV 50 Hz overhead line converted at four transformer stations. Of the four line sections, two are connected to the same phase and the other two are loaded to the other phase. This means that the railway, despite the single-phase supply, still provides a roughly symmetrical load for the power plant. The transformer substations were simple, cheap and with excellent efficiency. The distance between substations was greater than any other system (35-40 km). On an experimental basis, the substation at Torbágy was switched off and the feed was taken over by the substation at Banhida. Even so, uninterrupted service could be maintained for 74 km distance from the feeder. The line, applied his phase-change system, was electrified as far as Komárom and opened for traffic in 1932. Power factor A major benefit of this arrangement was a power factor of nearly 1.00 in the catenary-attached equipment, which fulfilled the electric powerplants' strict load-distributing regulations. The unacceptably poor power factor of pre-World War II design electric motors (occasionally as low as 0.65) was not felt outside the Kando locomotives, as the phase changer machinery provided isolation. Speed control Intermediate speeds were maintained