. Electric railway journal . na and Pressburg sections are operatedat 500 to 600 volts direct current, whereas, the right-of-way high-speed section is operated with single phaseat 15,000 volts or more. At first a through motor-carservice was proposed, but this was found impracticablebecause the bridge over the Danube at Pressburg isunsafe for axle weights in excess of metric importance of this point may be gaged from thefact that the trailers actually in use seat sixty passen-gers, are ft. long, weigh metric tons empty and22 tons when loaded with 100 passengers. Conseque
. Electric railway journal . na and Pressburg sections are operatedat 500 to 600 volts direct current, whereas, the right-of-way high-speed section is operated with single phaseat 15,000 volts or more. At first a through motor-carservice was proposed, but this was found impracticablebecause the bridge over the Danube at Pressburg isunsafe for axle weights in excess of metric importance of this point may be gaged from thefact that the trailers actually in use seat sixty passen-gers, are ft. long, weigh metric tons empty and22 tons when loaded with 100 passengers. Consequently,only 4 tons would be available for electrical car operation would also require greater energyconsumption. Alternating current at high voltage waschosen for the high-speed line because it was founduneconomical to build a power station midway betweenthe terminals, while it was more or less obligatory topurchase energy from the Vienna Municipal Works sta-tion. This plant, although unfavorably located at one. VIENNA-PRESSBURG RAILWAY—OVERHEAD BRIDGE CONSTRUCTION AT FISCHAMEND STATION May 1, 19151 ELECTRIC RAILWAY JOURNAL 829
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