{"id":58702,"date":"2026-04-18T13:08:15","date_gmt":"2026-04-18T13:08:15","guid":{"rendered":"https:\/\/www.europesays.com\/cz\/58702\/"},"modified":"2026-04-18T13:08:15","modified_gmt":"2026-04-18T13:08:15","slug":"genialni-ale-vrtulove-vlaky-rychle-ale-prilis-nebezpecne","status":"publish","type":"post","link":"https:\/\/www.europesays.com\/cz\/58702\/","title":{"rendered":"Geni\u00e1ln\u00ed, ale\u2026 Vrtulov\u00e9 vlaky – rychl\u00e9, ale p\u0159\u00edli\u0161 nebezpe\u010dn\u00e9"},"content":{"rendered":"

K pohonu \u017eelezni\u010dn\u00edch vozidel m\u016f\u017ee slou\u017eit leccos. Zpo\u010d\u00e1tku to byli kon\u011b, potom p\u00e1ra, elektromotory a\u00a0nakonec motory s\u00a0vnit\u0159n\u00edm spalov\u00e1n\u00edm. Z\u00a0hlediska p\u0159enosu v\u00fdkonu spalovac\u00edch motor\u016f jsou kola \u017eelezni\u010dn\u00edch vozidel poh\u00e1n\u011bna p\u0159\u00edmo, pomoc\u00ed mechanick\u00e9ho p\u0159evodu, podobn\u011b jako na aut\u011b, p\u0159\u00edpadn\u011b se pou\u017e\u00edv\u00e1 elektrick\u00fd nebo hydraulick\u00fd p\u0159enos v\u00fdkonu.<\/p>\n

Foto: Patent GB147092A, Public Domain<\/p>\n

Patent GB147092A<\/p>\n

Jednou z\u00a0konstrukc\u00ed, kter\u00e1 se navzdory sv\u00e9mu zd\u00e1nliv\u011b velk\u00e9mu potenci\u00e1lu neprosadila, byl pohon vrtul\u00ed. Vrtule slibovala vysokou \u00fa\u010dinnost p\u0159i vysok\u00fdch rychlostech (p\u0159es 100\u00a0km\/h), kter\u00e9 byly snem ka\u017ed\u00e9ho konstrukt\u00e9ra. Ostatn\u011b v\u00a0letectv\u00ed hr\u00e1l vrtulov\u00fd pohon absolutn\u00ed prim v\u00edce ne\u017e p\u016fl stolet\u00ed. Tak pro\u010d to nezkusit i\u00a0na \u017eeleznici.<\/p>\n

Prvn\u00edm pokusem s\u00a0vrtulov\u00fdm pohonem byl motorov\u00fd v\u016fz Dringos postaven\u00fd v\u00a0N\u011bmecku v\u00a0roce 1919.\u00a0Bylo kr\u00e1tce po prvn\u00ed sv\u011btov\u00e9 v\u00e1lce a\u00a0po cel\u00e9m N\u011bmecku byla spousta \u201euzemn\u011bn\u00fdch\u201c letadel. Draky tvo\u0159en\u00e9 d\u0159ev\u011bnou kostrou s\u00a0pl\u00e1t\u011bn\u00fdm potahem rychle ch\u00e1traly, tak\u017ee byly k\u00a0dispozici velk\u00e9 po\u010dty v\u00fdkonn\u00fdch motor\u016f s\u00a0vrtulemi.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Dringos 02<\/p>\n

Dr. Ing. Otto Steinitz si nechal patentovat pohon \u017eelezni\u010dn\u00edho vozidla vrtul\u00ed. Podle patentov\u00e9ho spisu GB147092A z\u00a0listopadu 1918, navrhoval postavit na plo\u0161inov\u00e9m vagonu n\u00e1stavbu, podobnou automobilu, vybavenou vp\u0159edu vrtul\u00ed, poh\u00e1n\u011bnou dv\u011bma sp\u0159a\u017een\u00fdmi motory vedle sebe. Druh\u00e1 verze vych\u00e1zela ze sk\u0159\u00ed\u0148ov\u00e9ho vagonu, s\u00a0aerodynamicky zaoblen\u00fdmi rohy a\u00a0vrtulemi vp\u0159edu i\u00a0vzadu. Ka\u017edou vrtuli poh\u00e1n\u011bl samostatn\u00fd motor.<\/p>\n

Prototyp postavil pod licenc\u00ed spole\u010dnosti Luftfahrt na p\u0159edm\u011bst\u00ed Berl\u00edna. Motorov\u00fd v\u016fz \u00fasp\u011b\u0161n\u011b vyzkou\u0161el 11.\u00a0kv\u011btna 1919\u00a0na trati z\u00a0Gr\u00fcnewaldu do Beelitzu. Z\u00e1klad tvo\u0159il vy\u0159azen\u00fd vagon, kter\u00fd m\u011bl vp\u0159edu a\u00a0vzadu um\u00edst\u011bn\u00e9 vy\u0159azen\u00e9 \u0159adov\u00e9, kapalinou chlazen\u00e9, z\u00e1\u017eehov\u00e9 \u0161estiv\u00e1lce s\u00a0dvojlist\u00fdmi d\u0159ev\u011bn\u00fdmi vrtulemi. Motor byl um\u00edst\u011bn\u00fd na vyv\u00fd\u0161en\u00e9m lo\u017ei, aby se vrtule mohla ot\u00e1\u010det nad plo\u0161inou vagonu. Palivov\u00e9 n\u00e1dr\u017ee tvo\u0159ily 200l sudy. Pod motory byly um\u00edst\u011bny dva chladi\u010de kapaliny, ofukovan\u00e9 proudem vzduchu od vrtule.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Dringos<\/p>\n

Motorov\u00fd v\u016fz dos\u00e1hl rychlosti 60\u00a0km\/h. Pravd\u011bpodobn\u011b by zvl\u00e1dl i\u00a0v\u00edce, ale podvozek vagonu a\u00a0hlavn\u011b ru\u010dn\u00ed brzdy nebyly na takovou rychlost stav\u011bn\u00e9, tak\u017ee z\u00a0d\u016fvod\u016f bezpe\u010dnosti se o\u00a0v\u00edce ani nepokou\u0161eli. Vrtulov\u00fd vagon byl \u201eatrakc\u00ed\u201c a\u00a0b\u011bhem test\u016f se na n\u011bm svezlo asi 40\u00a0\u00fa\u0159edn\u00edk\u016f vl\u00e1dy, parlamentu a\u00a0funkcion\u00e1\u0159\u016f \u017eeleznic. Nicm\u00e9n\u011b koncept se neosv\u011bd\u010dil a\u00a0v\u016fz skon\u010dil ve \u0161rotu. Samotn\u00fd konstrukt\u00e9r pozd\u011bji stav\u011bl lehk\u00e9 motocykly tak\u00e9 pojmenovan\u00e9 Dringos. V\u00a0roce 1939\u00a0uprchl p\u0159ed rozp\u00ednaj\u00edc\u00edm se nacismem do Spojen\u00fdch st\u00e1t\u016f, kde v\u00a0roce 1964\u00a0zem\u0159el ve v\u011bku 77\u00a0let.<\/p>\n

Prost\u0159edek na \u0161\u00ed\u0159en\u00ed komunistick\u00e9 ideologie<\/p>\n

Loty\u0161sk\u00fd samouk a\u00a0nad\u0161en\u00fd bol\u0161evik Valerian Ivanovi\u010d Abakovskij pracoval jako \u0159idi\u010d, co\u017e tehdy znamenalo m\u00edt nejen teoretick\u00e9, ale hlavn\u011b praktick\u00e9 dovednosti na \u00farovni automechanika. Nav\u00edc um\u011bl velmi dob\u0159e n\u011bmecky. My\u0161lenka, postavit vrtul\u00ed poh\u00e1n\u011bn\u00fd \u017eelezni\u010dn\u00ed vagon, ho pochytila po p\u0159e\u010dten\u00ed \u010dl\u00e1nku o\u00a0n\u011bmeck\u00fdch pokusech Otto Steinitze v\u00a0jednom technick\u00e9m magaz\u00ednu.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Valerian Ivanovi\u010d Abakovskij <\/p>\n

Jeho viz\u00ed bylo p\u0159ekon\u00e1vat velkou rychlost\u00ed nedohledn\u00e9 rusk\u00e9 pl\u00e1n\u011b, p\u0159ev\u00e1\u017eet do vzd\u00e1len\u00fdch m\u011bst d\u016fle\u017eit\u00e9 dokumenty a\u00a0vedouc\u00ed stranick\u00e9 pracovn\u00edky. Na rozd\u00edl od Steinitze, kter\u00fd pou\u017eil vagon a\u00a0motor, jak\u00e9 byly zrovna k\u00a0dispozici, cht\u011bl Abakovskij \u0159e\u0161it cel\u00e9 vozidlo komplexn\u011b. Nejprve v\u0161ak pot\u0159eboval souhlas bol\u0161evick\u00fdch funkcion\u00e1\u0159\u016f, kter\u00fdm odeslal sv\u00e9 pl\u00e1ny. Po\u017e\u00e1dal o\u00a0p\u0159id\u011blen\u00ed \u017eelezni\u010dn\u00edho podvozku a\u00a0leteck\u00e9ho motoru s\u00a0vrtul\u00ed. Soudruhy n\u00e1pad zaujal, proto\u017ee v\u00a0n\u011bm vid\u011bli prost\u0159edek pro rychlou dopravu a\u00a0\u0161\u00ed\u0159en\u00ed komunistick\u00e9 ideologie. Abakovskij mohl za\u010d\u00edt realizovat sv\u00e9 d\u00edlo.<\/p>\n

Za necel\u00fd rok m\u011bl vozidlo pojmenovan\u00e9 Aerovagon hotov\u00e9. Aby dos\u00e1hl co nejvy\u0161\u0161\u00ed rychlosti, zvolil Abakovskij cestu, vyzkou\u0161enou na automobilech\u00a0\u2013 sna\u017eil se celou konstrukci co nejv\u00edce zjednodu\u0161it a\u00a0co nejv\u00edce odleh\u010dit. Vozidlo tvo\u0159il jednoduch\u00fd \u017eeb\u0159inov\u00fd r\u00e1m s\u00a0mechanick\u00fdmi brzdami na v\u0161ech \u010dty\u0159ech kolech.<\/p>\n

Aerovagon m\u011bl aerodynamick\u00fd tvar n\u00e1stavby s\u00a0kl\u00ednovitou p\u0159edn\u00ed \u010d\u00e1st\u00ed. V\u00a0kabin\u011b byla sedadla pro 20 – 25\u00a0cestuj\u00edc\u00edch. V\u00a0p\u0159edn\u00ed \u010d\u00e1sti n\u00e1stavby byl um\u00edst\u011bn kompletn\u011b kapotovan\u00fd leteck\u00fd motor, poh\u00e1n\u011bj\u00edc\u00ed dvojlistou d\u0159ev\u011bnou vrtuli s\u00a0pr\u016fm\u011brem kolem 3\u00a0m. V\u00a0\u010dervnu 1921\u00a0za\u010daly zkou\u0161ky, p\u0159i kter\u00fdch se na trati z\u00a0Tuly do Moskvy \u00fadajn\u011b poda\u0159ilo dos\u00e1hnout rychlosti 140\u00a0km\/h. <\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Aerovagon<\/p>\n

Koncem m\u011bs\u00edce prob\u00edhal v\u00a0Sov\u011btsk\u00e9m Rusku Sjezd komunistick\u00e9 internacion\u00e1ly, kam se sjela \u0159ada zahrani\u010dn\u00edch deleg\u00e1t\u016f. V\u00a0r\u00e1mci programu m\u011bli 24.\u00a0\u010dervna pron\u00e9st projevy p\u0159ed horn\u00edky v\u00a0Tule. Sov\u011bti se cht\u011bli bl\u00fdsknout \u201ev\u00fddobytky socialismu\u201c, tak na v\u00fdpravu do Tuly vyu\u017eili Abakovsk\u00e9ho prototyp.<\/p>\n

Cesta do Tuly byl \u00fasp\u011b\u0161n\u00e1, cestou zp\u011bt v\u0161ak do\u0161lo ke katastrof\u011b. P\u0159ibli\u017en\u011b v\u00a018:35\u00a0m\u00edstn\u00edho \u010dasu, asi 110\u00a0km od Moskvy v\u00a0oblasti Serpuchova Aerovagon p\u0159i rychlosti zhruba 85\u00a0km\/h vykolejil a\u00a0vyl\u00e9tl z\u00a0trati. Z\u00a022\u00a0\u010dlen\u016f delegace zahynulo 6, v\u010detn\u011b funkcion\u00e1\u0159\u016f z\u00a0Austr\u00e1lie, Brit\u00e1nie, Bulharska a\u00a0N\u011bmecka. Ob\u011bt\u00ed byl i\u00a0tehdy 25let\u00fd Abakovskij. Projekt skon\u010dil pro dal\u0161\u00ed nez\u00e1jem stranick\u00fdch p\u0159edstavitel\u016f.<\/p>\n

Railplane George Bennieho<\/p>\n

P\u0159ibli\u017en\u011b ve stejn\u00e9 dob\u011b za\u010dal skotsk\u00fd in\u017een\u00fdr George Bennie pracovat na sv\u00e9 verzi hybridu vlaku a\u00a0letadla. Prost\u0159edek, pojmenovan\u00fd Railplane, m\u011bl slou\u017eit pro rychlou p\u0159epravu po\u0161ty, v\u00fdznamn\u00fdch osob, pr\u016fmysln\u00edk\u016f a\u00a0lehk\u00fdch cenn\u00fdch n\u00e1klad\u016f. Konstrukt\u00e9r p\u0159edpokl\u00e1dal, \u017ee by se jeho Railplane m\u011bl pohybovat rychlost\u00ed 120\u00a0mph (193\u00a0km\/h).<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Railplane nad \u017eelezni\u010dn\u00ed trat\u00ed<\/p>\n

Technicky se jednalo o\u00a0nadzemn\u00ed jednokolejnou dr\u00e1hu, po kter\u00e9 se m\u011blo pohybovat vozidlo poh\u00e1n\u011bn\u00e9 vrtulemi. Visut\u00e1 dr\u00e1ha m\u011bla kop\u00edrovat vybran\u00e9 existuj\u00edc\u00ed \u017eelezni\u010dn\u00ed trat\u011b, po nich\u017e m\u011bly nad\u00e1le jezdit vlaky zaji\u0161\u0165uj\u00edc\u00ed pomalou n\u00e1kladn\u00ed a\u00a0lok\u00e1ln\u00ed osobn\u00ed p\u0159epravu. Nad nimi se m\u011bly pohybovat jednotky Railplane, ur\u010den\u00e9 pro expresn\u00ed p\u0159epravu.<\/p>\n

George Bennie postavil v\u00a0letech 1929\u20131930\u00a0v\u00a0Milngavie zku\u0161ebn\u00ed \u00fasek trati o\u00a0d\u00e9lce 119\u00a0metr\u016f. Na n\u011bm provozoval prototyp kabiny Railplane, aby nal\u00e1kal potenci\u00e1ln\u00ed klienty a\u00a0investory. Kabina m\u011bla v\u00e1lcov\u00fd, na obou konc\u00edch za\u0161pi\u010dat\u011bl\u00fd tvar. Vp\u0159edu a\u00a0vzadu m\u011bla \u010dty\u0159listou d\u0159ev\u011bnou vrtuli. Ta mohla b\u00fdt poh\u00e1n\u011bna spalovac\u00edm motorem nebo ti\u0161\u0161\u00edm elektromotorem, nap\u00e1jen\u00fdm z\u00a0troleje.<\/p>\n

Aby Bennie zap\u016fsobil na potenci\u00e1ln\u00ed investory, m\u011bla kabina prototypu luxusn\u00ed vybaven\u00ed, m\u011bkk\u00e9 koberce, z\u00e1v\u011bsy, pohodln\u00e1 sedadla, stolky a\u00a0stoln\u00ed lampi\u010dky. Pohodlnou j\u00edzdu bez zbyte\u010dn\u00e9ho houp\u00e1n\u00ed zaji\u0161\u0165ovala spodn\u00ed vodic\u00ed kolej. Projekt po\u010d\u00edtal s\u00a0kabinami pro 45\u00a0cestuj\u00edc\u00edch, ale luxusn\u011bj\u0161\u00ed prototypov\u00e1 verze m\u011bla m\u00e9n\u011b sedadel.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Jedna z\u00a0mnoha l\u00e1kav\u00fdch reklam na Raiplane<\/p>\n

Provoz na zku\u0161ebn\u00ed trati byl ofici\u00e1ln\u011b zah\u00e1jen 8.\u00a0\u010dervence 1930\u00a0s\u00a0pozvan\u00fdmi novin\u00e1\u0159i a\u00a0filma\u0159i z\u00a0cel\u00e9ho sv\u011bta. Ti chv\u00e1lili hladkou j\u00edzdu bez ot\u0159es\u016f typick\u00fdch pro vlak. Navzdory nad\u0161en\u00ed a\u00a0z\u00e1jmu, s\u00a0kter\u00fdm se o\u00a0projektu Railplane po cel\u00e9m sv\u011bt\u011b psalo, se Benniemu nepoda\u0159ilo z\u00edskat finan\u010dn\u00ed podporu, pot\u0159ebnou pro dal\u0161\u00ed v\u00fdvoj sv\u00e9ho revolu\u010dn\u00edho dopravn\u00edho syst\u00e9mu. V\u00a0roce 1937\u00a0zkrachoval, proto\u017ee v\u011bt\u0161inu prac\u00ed financoval z\u00a0vlastn\u00edch prost\u0159edk\u016f. Tra\u0165 byla zlikvidov\u00e1na v\u00a0roce 1941, kv\u016fli nedostatku kov\u016f. Kabina, reziv\u011bj\u00edc\u00ed na poli, \u0161la do \u0161rotu v\u00a060.\u00a0letech. George Bennie zem\u0159el v\u00a0\u00fastran\u00ed v\u00a0roce 1957.<\/p>\n

Vrtulov\u00e1 d\u016fln\u00ed drez\u00edna<\/p>\n

O dal\u0161\u00edm vozidle se toho mnoho nev\u00ed. Slou\u017eilo \u00fadajn\u011b kolem roku 1931\u00a0jako drez\u00edna jedn\u00e9 d\u016fln\u00ed spole\u010dnosti v\u00a0Kongu. Vozidlo m\u00e1 n\u011bkolik zaj\u00edmav\u00fdch konstruk\u010dn\u00edch prvk\u016f. \u010cty\u0159i kola s\u00a0pneumatikami pro j\u00edzdu po kolej\u00edch, poch\u00e1zej\u00edc\u00ed pravd\u011bpodobn\u011b z\u00a0automobilu z\u00a0obdob\u00ed 20.\u00a0let. Udr\u017een\u00ed drez\u00edny na \u00fazk\u00fdch kolejnic\u00edch zaji\u0161\u0165uje osm mal\u00fdch \u201e\u017eelezni\u010dn\u00edch\u201c kol s\u00a0okolky. Vrtule je poh\u00e1n\u011bna pomoc\u00ed zakryt\u00e9ho p\u0159evodu, pravd\u011bpodobn\u011b \u0159et\u011bzem, aby byla zaji\u0161t\u011bna dostate\u010dn\u00e1 sv\u011btlost nad kolejemi. P\u011bkn\u00fdm detailem je sv\u011btlomet p\u0159ed vrtul\u00ed. Podrobnosti o\u00a0provozu vozidla a\u00a0d\u016fvodu pou\u017eit\u00ed pr\u00e1v\u011b takov\u00e9ho \u0159e\u0161en\u00ed nejsou zn\u00e1m\u00e9.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Drezina<\/p>\n

Ve 20.\u00a0letech se zlep\u0161en\u00edm kolejov\u00e9 dopravy v\u00a0N\u011bmecku zab\u00fdvali Kurt Wiesinger a\u00a0Franz Friedrich Kruckenberg. Oba uva\u017eovali o\u00a0vyu\u017eit\u00ed vrtulov\u00e9ho pohonu. Wiesinger navrhoval jednoduch\u00fd vagon s\u00a0vrtul\u00ed, podobn\u00fd vozu Dringos, Kruckenberg byl odv\u00e1\u017en\u011bj\u0161\u00ed a\u00a0navrhoval \u0159e\u0161en\u00ed podobn\u00e9 Railplane George Bennieho. Kruckenberg za v\u00e1lky pracoval pro v\u00fdrobce vzducholod\u00ed Sch\u00fctte-Lanz.<\/p>\n

Po v\u00e1lce Kruckenberg spole\u010dnost Sch\u00fctte-Lanz opustil. V\u00a0\u010dervenci 1924\u00a0zalo\u017eil se sv\u00fdm b\u00fdval\u00fdm kolegou dopravn\u00ed spole\u010dnost Gesellschaft f\u00fcr Verkehrstechnik (GVT), a\u00a0sna\u017eili se prosadit p\u016fvodn\u00ed koncepci visut\u00e9 dr\u00e1hy s\u00a0p\u0159edpokl\u00e1danou rychlost\u00ed a\u017e 360\u00a0km\/h. N\u011bmeck\u00e9 dr\u00e1hy v\u0161ak o\u00a0tom necht\u011bly ani sly\u0161et, proto\u017ee by to znamenalo obrovsk\u00e9 v\u00fddaje na stavbu infrastruktury.<\/p>\n

Foto: Unknown, Public Domain<\/p>\n

Propellerwagen<\/p>\n

V dubnu 1928\u00a0zalo\u017eil novou spole\u010dnost Flugbahn-Gesellschaft (FG), kter\u00e1 m\u011bla testovat vrtul\u00ed poh\u00e1n\u011bn\u00e1 vozidla na st\u00e1vaj\u00edc\u00edch trat\u00edch. Spole\u010dn\u011b s\u00a0n\u011bmeck\u00fdm v\u00fdzkumn\u00fdm \u00fastavem leteck\u00fdm postavili zku\u0161ebn\u00ed Propellerwagen a\u00a0testovali ho na nepou\u017e\u00edvan\u00e9m \u00faseku trati. Propellerwagen m\u011bl dv\u011b n\u00e1pravy, zcela uzav\u0159enou n\u00e1stavbu s\u00a0dv\u011bma motory BMW o\u00a0v\u00fdkonu po 186\u00a0kW. Vozidlo v\u00e1\u017eilo 14\u00a0tun a\u00a0dos\u00e1hlo rychlosti 175\u00a0km\/h. Do roku 1929\u00a0provedeno 82\u00a0test\u016f v\u00a0celkov\u00e9 d\u00e9lce kolem 1000\u00a0km.<\/p>\n

Na z\u00e1klad\u011b z\u00edskan\u00fdch zku\u0161enost\u00ed navrhl Franz Kruckenberg v\u00a0roce 1929\u00a0v\u00fdrazn\u011b vylep\u0161en\u00e9 vozidlo s\u00a0vrtulov\u00fdm pohonem, nazvan\u00e9 Propellertriebwagen A, ale b\u011b\u017en\u011b se mu \u0159\u00edkalo Schienenzeppelin proto\u017ee tvarem p\u0159ipom\u00ednalo zn\u00e1m\u00e9 vzducholod\u011b. Vozidlo bylo hotovo v\u00a0druh\u00e9 polovin\u011b roku 1930\u00a0a\u00a0od z\u00e1\u0159\u00ed za\u010daly provozn\u00ed zkou\u0161ky.<\/p>\n

Foto: Franz Jansen, CC BY-SA 4.0<\/p>\n

Schienenzeppelin za j\u00edzdy<\/p>\n

V\u016fz byl 25\u00a0metr\u016f dlouh\u00fd, k\u00a0pohonu slou\u017eily dva \u0161estiv\u00e1lcov\u00e9 leteck\u00e9 motory BMW IV, kter\u00e9 poh\u00e1n\u011bly \u010dty\u0159listou vrtuli. Pozd\u011bji byly motory nahrazeny jedin\u00fdm dvan\u00e1ctiv\u00e1lcem BMW VI o\u00a0v\u00fdkonu 440\u00a0kW a\u00a0\u010dty\u0159list\u00e1 vrtule byla nahrazena dvojlistou. Kostra a\u00a0potah byly hlin\u00edkov\u00e9, aby byla celkov\u00e1 hmotnost co nejni\u017e\u0161\u00ed. Aerodynamick\u00fd tvar sni\u017eoval odpor vzduchu. Spart\u00e1nsk\u00fd interi\u00e9r pojal 40\u00a0cestuj\u00edc\u00edch. Pro j\u00edzdu vzad, rychlost\u00ed maxim\u00e1ln\u011b 45\u00a0km\/h, slou\u017eil pomocn\u00fd elektromotor.<\/p>\n

Foto: Franz Jansen, CC BY-SA 4.0 <\/p>\n

Schienenzeppelin bez potahu<\/p>\n

Schienenzeppelin b\u011b\u017en\u011b p\u0159ekra\u010doval rychlost 200\u00a0km\/h. V\u00a0roce 1931\u00a0byla na trati Berl\u00edn\u2013Hamburk zaznamen\u00e1na rekordn\u00ed rychlost 230\u00a0km\/h, kter\u00e1 byla p\u0159ekon\u00e1na a\u017e v\u00a0 roce 1954.\u00a0Schienenzeppelin dodnes dr\u017e\u00ed rekord nejrychlej\u0161\u00edho \u017eelezni\u010dn\u00edho vozidla s\u00a0vrtulov\u00fdm pohonem. V\u00a0roce 1934\u00a0byl Schienenzeppelin prod\u00e1n N\u011bmeck\u00fdm \u0159\u00ed\u0161sk\u00fdm dr\u00e1h\u00e1m. O\u00a0p\u011bt let pozd\u011bji, v\u00a0roce 1939, kdy N\u011bmecko vstoupilo do v\u00e1lky, byl se\u0161rotov\u00e1n a\u00a0materi\u00e1l byl pou\u017eit\u00fd arm\u00e1dou.<\/p>\n

Vrtulov\u00fd pohon m\u011bl sv\u00e9 v\u00fdhody. Po prvn\u00ed sv\u011btov\u00e9 v\u00e1lce bylo k\u00a0dispozici dost leteck\u00fdch motor\u016f s\u00a0vrtulemi z\u00a0vy\u0159azen\u00fdch letadel. Cel\u00e1 konstrukce pohonu byla velmi jednoduch\u00e1 a\u00a0lehk\u00e1. Vrtule byla \u00fa\u010dinn\u00e1 p\u0159i vysok\u00fdch rychlostech. Pohon nebyl limitov\u00e1n adhez\u00ed a\u00a0nem\u011bl mechanick\u00e9 ztr\u00e1ty. <\/p>\n

D\u016fvod\u016f, pro\u010d se vrtulov\u00fd pohon na \u017eeleznici neujal byla \u0159ada. P\u0159edev\u0161\u00edm, byl extr\u00e9mn\u011b hlu\u010dn\u00fd a\u00a0hluk vrtule se nedal potla\u010dit. Zna\u010dn\u00e9 probl\u00e9my p\u016fsobila v\u011bt\u0161\u00ed stoup\u00e1n\u00ed, ale nejv\u011bt\u0161\u00ed p\u0159ek\u00e1\u017ekou byla bezpe\u010dnost. Na n\u00e1dra\u017e\u00ed se nedalo zabr\u00e1nit tomu, aby n\u011bkdo neve\u0161el do to\u010d\u00edc\u00ed se vrtule, co\u017e se dalo vy\u0159e\u0161it jen komplikovanou manipulac\u00ed, pomoc\u00ed posunu a\u00a0spou\u0161t\u011bn\u00edm motoru mimo n\u00e1stupi\u0161t\u011b. <\/p>\n

Pokud se v\u00e1m \u010dl\u00e1nek l\u00edbil, vyu\u017eijte mo\u017enost sledovat autora, aby v\u00e1m neunikly \u017e\u00e1dn\u00e9 novinky.<\/p>\n

Do\u010detli jste a\u017e sem? Podpo\u0159te autora libovolnou \u010d\u00e1stkou.<\/p>\n

Abyste nemuseli hledat dal\u0161\u00ed d\u00edly, p\u0159ipravili jsme pro V\u00e1s:<\/p>\n

Ishkov, Sergey (24\u00a0July 2019). \u201e\u041f\u043e\u0441\u043b\u0435\u0434\u043d\u0438\u0439 \u00ab\u043f\u043e\u043b\u0435\u0442\u00bb \u0430\u044d\u0440\u043e\u0432\u0430\u0433\u043e\u043d\u0430\u201c. Moskovskaya Pravda<\/p>\n

Thwaite, Malcolm (2005). \u201eThe George Bennie Railplane and Hugh Fraser Airrail Systems of Transport\u201c.<\/p>\n

Gottwaldt, Alfred (2006). Der Schienenzeppelin. Franz Kruckenberg und die Reichsbahn-Schnelltriebwagen der Vorkriegszeit 1929\u20131939.<\/p>\n","protected":false},"excerpt":{"rendered":"K pohonu \u017eelezni\u010dn\u00edch vozidel m\u016f\u017ee slou\u017eit leccos. Zpo\u010d\u00e1tku to byli kon\u011b, potom p\u00e1ra, elektromotory a\u00a0nakonec motory s\u00a0vnit\u0159n\u00edm spalov\u00e1n\u00edm.…\n","protected":false},"author":2,"featured_media":58703,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12],"tags":[67,68,536,1720,2209,441,1132,375,1073,1718,61,77,1717,437],"class_list":{"0":"post-58702","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-byznys","8":"tag-business","9":"tag-byznys","10":"tag-cestovani","11":"tag-dejiny","12":"tag-druha-svetova-valka","13":"tag-historie","14":"tag-muzi","15":"tag-nemecko","16":"tag-pribeh","17":"tag-pribehy-ze-zivota","18":"tag-rusko","19":"tag-veda","20":"tag-vzdelavani","21":"tag-zajimavosti"},"share_on_mastodon":{"url":"https:\/\/pubeurope.com\/@cz\/116425870915821486","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/58702","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/comments?post=58702"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/58702\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media\/58703"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media?parent=58702"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/categories?post=58702"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/tags?post=58702"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}