English Translation

1350 - 2 - Berlin - Wiener D-Züge had subsequently been transferred via Tabor, not too. Rather, these trains have always remained on the street via Gmünd, not only because it is better developed, but because it has important side lines and conveys the connections to Budweis. Furthermore, Reichsbahndirektion Wien informs that a redirection of the Vienna trains cannot be considered either, because there is a large troop training area on the line Vienna - Gmünd and numerous garrisons and industries have been built. Zu II: At all timetable meetings, the German Reichsbahn took the position that, after limiting the passenger train traffic, the remaining important trains must remain on the more efficient route via Gmünd. The line over Gmünde is operated with l52, which via Iglau - Schönwald- Frain with l97,7 km single track. Unfavorable inclinations of lo o/oo show the route over Iglau in the area of the BMB 12 km more than the over Gmünd. Safety systems and superstructure are also worse on the Ig Lau line. The maximum permissible axle pressure is l4.5 t and allows only a use of the tender locomotive 464 and not the fast zugloks 387 and 486. This fact is of the greatest importance in the current planning process, which is based on a 50o t train weight of the high-speed trains. Moreover, the high speed trains are often reinforced up to 640 t, since additional trains are only driven in urgent exceptional cases. The Schönwald-Frain - Stocke- rau line has the same disadvantages compared to the Gmünd - Vienna line: Difficult operating conditions, poor condition of the superstructure, low inclination ratios, low load capacity of the bridges (Thaya bridge) and a maximum axle pressure of l4.5 t. The division of trains 6l/62 would also mean a completely new performance on the Prague-Mesimost section. However, the obvious situation requires the greatest economy in the use of equipment. The claim that when considering Iglau - Znaim D 62 1 hour earlier arrived in Vienna and D 6l half an hour 10582 earlier Arc