What was the life of a passenger in those distant times when Railway was not as comfortable and comfortable as it is now?
People seeing off at the carriages on the platform of the Baltic Station in St. Petersburg. 1913 year
Prophecy of an Engineer Pavel Melnikov about the future great national fate of the "chugunka" and its universal relevance came true completely: in such a huge country as Russia, the railway will remain very important for a long time to come. But the railway is not only tracks and engineering communications, it is also a special, unique way of life, or, more simply, everyday life ...
"The yellow and blue were silent ..."
In 1910, in the poem "On the Railway" Alexander Blok figuratively described the carriage row of the Russian "piece of iron":
The carriages followed the usual line
They shook and creaked;
The yellow and blue were silent;
They cried and sang in green ...
Indeed, since 1879, wagons on all public railways, subject to the Ministry of Railways (MPS), regardless of whether they are private or state-owned, were painted strictly in accordance with their class: the first class - in blue, the second - in yellow , light brown or golden, the third - in green, the fourth - in gray.
A short, several-letter designation of the road to which the car belonged was also applied to the body of the carriages; sometimes its type (series), the number of seats and class (if passenger) and, of course, the brake system were indicated. The image of the coat of arms of the Russian Empire was mandatory, in most cases - the presence of the symbols of the Ministry of Railways. The inscriptions were most often made in large, beautiful volumetric type, often in several colors. Thus, passenger train tsarist times looked unusually colorful and attractive, or, according to the definition of the writer Ivana Bunin, "Amusing".
There were also the so-called "mixed cars", that is, mixed class cars: one half of the car, for example, was with first-class seats, and the other half of the second. They were used because the first class, due to the very expensive tickets often remained unclaimed and it was necessary to increase the occupancy rate of cars so as not to drive them practically in vain. "Mixed wagons" were painted on the outside in two different colors: for example, in half blue and yellow. Those carriages in which the third-class compartment and the luggage compartment were located together were painted in the same order in green and dark brown. The bottom (that is, the undercarriage or, in the old way, the lower carriage) was usually painted black, the top - red-brown. Multicolor!
After that, already in Soviet times, on the side of the entrance to the vestibule there appeared plates with the carriage number (black number on white), and under the windows in the middle of the body - stencils indicating the route of the carriage or the entire train (Moscow - Leningrad, etc.) ... Before the revolution, there were no carriage numbers, no stencils with the designation of the route. The passenger simply went to his class, which was indicated on the ticket. The seat in the carriage was provided by the conductor. In the third and fourth grades, there was no fixation of seats at all: they were allowed to enter the carriage on a ticket, and everything was just like on the train now.
Third class
Lev Tolstoy talked about the last trip in his life in a letter: “1910 October 28. Kozelsk.<…>I had to go from Gorbachev in the 3rd grade, it was inconvenient, but very mentally pleasant and instructive. "
For Lev Nikolaevich it is instructive, but for some it is both inconvenient and unpleasant. Rumble, seeds, tightness, or even a quarrel with a fight. And all this in the shag and chimney smoke: the trip in the third class was unbearable for non-smoking passengers. As Bunin wrote, “the carriage is very stuffy from various tobacco fumes, in general, very caustic, although they give a pleasant feeling of a friendly human life ...” Special non-smoking compartments appeared in the 19th century in first and second class carriages, in others it was allowed to smoke with the consent of others passengers. In the third class, sometimes they put earthenware ashtrays - very spacious so that there was no fire.
And, of course, the eternal Russian carriage conversation, everyday life and legend at the same time, endless, like the sound of wheels itself, like the very course of life and time ... In the third class, all the estates were mixed, there rode a “common people”: both peasants and factory workers, and the intelligentsia, and priests, and poor rural nobles. The third class is a clot of people's life, its true manifestation. It is not surprising that the action of almost half of the works of Russian classics is sometimes transferred to a third-class carriage: what scenes were played out there, how destinies were revealed!
The statistics of 1896 are indicative: the first class carried 0.7 million passengers, the second class - 5.1 million, and the third class - 42.4 million.
"The lady checked in luggage ..."
The level of comfort in pre-revolutionary trains, depending on the class of carriages, varied markedly - much more than today. The fare is the same. At the beginning of the 20th century, fares were set as follows: a trip in the second class cost one and a half times more than in the third; and in the first - one and a half times more expensive than in the second. In turn, the fourth grade was also one and a half times cheaper than the third.
It is worth noting another curious difference that exposed social contrasts, although, admittedly, at first glance it was of a constructive nature: in the third grade there were luggage racks, and in the first and second there were nets, since the audience there (recall the famous lady from the poem Samuil Marshak) put large items in luggage. For these purposes, there were standard four-axle baggage cars, although there were also three-axle ones. The baggage car, which always followed immediately behind the steam locomotive, was certainly included in every long-distance train.
There were special baggage receipts that Marshak did not fail to note:
"They gave the lady at the station four green receipts."
At the end of the 19th century, luggage was charged at three kopecks per item. Receipts could be obtained either in the luggage compartment at the station, or, in the absence of such, directly from the employees of the carriage ("luggage racks"). Nowadays, the luggage car, which is more and more often referred to as a mobile locker, is a relative rarity on trains: people mostly carry their luggage with them - these days, it seems that this is more reliable.
The baggage car was usually followed by a postal car. Moreover, the first standard three-axle postal cars (1870-1880s) were perhaps the most picturesque of all those that existed at that time: they had a very attractive shape and a booth with a characteristic triangular signboard "Postal car". Such cars, painted in dark green, were common on the roads of Russia and then the USSR until the early 1990s.
Types of messages
Before the revolution, there was a direct (long-distance) and local passenger rail service. It was clearly regulated. So, § 28 of the Rules of 1875 read: "So that passengers can be transferred from one railway to another without renewing passenger and baggage tickets for further travel to their destination, trains thus agreed are called direct trains."
A postal car of a new design on the Nikolaev railway. 1901-1902 years
The development of direct passenger traffic led to the appearance of cars with places for lying, but most importantly, it marked a significant social phenomenon throughout Russian history, namely, the significantly increased migration of the population of all classes due to the abolition of serfdom and the emergence of capitalist relations in the country. It was really about the massive movement of people. Then the very style of Russian life changed; in fact, a new understanding of the world was formed. Time and space shrank sharply, which was truly unheard of in those days. Something similar in Russia will then happen again only after 100 years - when a long-range jet passenger aviation, which will also turn the public consciousness and the idea of unshakable geographic and astronomical absolutes - space and time.
Broad development distant communication began in the 1880s. Then, on the one hand, the railway network was moving to the east, and on the other, the need to change from a train belonging to one private road to another train at junctions was practically reduced to naught, as was the case in the era of distribution of concessions and ruling the kings of the railroad business up to the 1870s.
Restaurant for passengers of the first and second classes of the Kharkov railway station. Around 1900
The concept of "commuter train" took root already under Soviet rule due to the growth of large cities. And before the revolution commuter trains were called local or dacha. “In the summer there were only 4–5 pairs on each road, and even less in winter. At that time there was no regular passenger - a worker or office worker who lived in the suburbs and hurried to the city to work every day, ”noted a modern researcher Galina Afonina who studied pre-revolutionary timetables.
Several of these local trains served wealthy citizens who went to summer cottages in the Moscow region in the summer. The schedule of their movement was named "Schedule of the movement of suburban trains of the Moscow junction", and the words "suburban trains" appeared in the name of the schedule only in 1935.
Past service
Attempts to improve the level of service for passengers have a long history: they were celebrated back in the 1860s. In the beginning, the first class cars were “couch” cars (no shelves were known at that time). And this is how their kind appeared as a special service - carriages, where with the help of partitions so-called "family" compartments were arranged, in which each passenger received the entire sofa at his disposal (and not a seat on the sofa, as in the usual first class). A ticket to the “family” section was, of course, more expensive than to the first class, where the passenger could stretch out on the couch, but only when his neighbor did not apply for this bed (the couches were two-seater).
Before the appearance of sleeping shelves, passengers of the first and second classes rode sitting or reclining on sofas or in armchairs, covering themselves with blankets or scarves and often putting clothes under their heads instead of a pillow or carry-on baggage... There was no such inconvenience in the "family" branches, but such cars did not have a through passage and were soon banned by the Ministry of Railways.
Meanwhile, first-class "armchair-bed" cars, which appeared a little later (they were first built in 1871 by the Kovrov workshops), in some places served until the 1930s. This was already a serious convenience! At night, the chair was moved apart with the help of special device and turned into a horizontal "bed, quite suitable for sleeping." True, in the carriages with such chairs there was no linen yet and there was no division into compartments.
At the beginning of the twentieth century, not only coupes existed, but also such a now forgotten service as the transformation of two compartments into one. Imagine: in first-class carriages it was possible to slide open a door arranged in a partition between adjacent compartments to make them communicate. By the way, such a car is a distant ancestor of SV cars. superior comfort the beginning of the XXI century, perhaps without a refrigerator. The compartment had a huge soft sofa with a raised back (it could be transformed into a shelf for a second passenger), opposite there was an armchair, a mirror hung, and in the middle there was a table with a tablecloth on which a lamp with a lampshade was placed. There was also a built-in ladder for climbing the upper shelf. And also such compartments had a washbasin (later a shower) and a toilet, albeit for two compartments at once. The interior decoration of the carriage was distinguished by its sophistication: these are real apartments - with bronze, inlay, polished mahogany and embroidered curtains. The compartment was illuminated with a gas horn, and it was possible to "separate the inside of the lantern from the inside of the car" (to put it simply, turn off the light). Since 1912, wagons of this class have been illuminated with electricity.
It is worth paying attention to the following little-known fact (a touch to the story about the service): back in 1902, on the Central Asian Railway, according to the project of engineer G.P. Boychevsky, for the first time, a device for air cooling was tested - the ancestor of the modern air conditioner.
Siberian express
Unprecedented measures to improve the level of service are associated with the development of international passenger traffic in Russia and the emergence of express trains of the International Society of Sleeping Carriages - with direct sleeper cars (SVPS) and service saloon cars. Member of the State Duma Vasily Shulgin, who left Russia after the revolution, in "Letters to Russian emigrants", in particular, noted: "Russia in terms of the comfort of trains went far ahead of Western Europe."
The Siberian Express Petersburg - Irkutsk became the ideal embodiment of railway comfort in the eyes of the entire Russian society. It was truly a miracle of its time. On the express cars there were proud overhead inscriptions: "Direct Siberian communication", "Siberian train No. 1". This train had only first and second class carriages with water heating and electric lighting from its own train power station. Since 1912, each car has an individual power supply with a generator drive from the car axle. Finally, it was on trains of this class that restaurant cars appeared for the first time in Russia in 1896 - an invention of the American George Pullman, the creator of the famous company that builds comfortable cars.
The Siberian Express also had a library, a piano, a living room with luxurious candelabra, curtains, tablecloths, a barometer and a clock; it was possible for a fee to order a hot bath and even ... work out in the gym (yes, there was such a thing!). The passengers (also for the first time in Russia) were served tea and bed linen was changed every three days. There were table lamps on the tables in the compartment, but the shelves were already illuminated by small "spotlights". The interior tones are noble: dark green and blue. This is where today's SV came from.
Church car, built at the Putilov plant for the Siberian railway
The roof of the Siberian express car was sheathed with copper sheets, and lighting lanterns were on top. The lower part of the carriage was metal, bulletproof, up to 10 mm thick (hence the name - the nickname "armored carriage"). Cars of this type due to a large number metal in their design turned out to be not only much stronger than others, but also much heavier, with greater load on the track, therefore they could not be used on all roads. They were mainly used on the border and resort lines, along which the express trains of the International Society of Sleeping Carriages ply - Vladikavkaz, Sino-Eastern, Petersburg-Varshavskaya. It should be noted that the Siberian express took over practically the entire "diplomatic flow" - passengers, currency, and mail - in the communication between Europe and The Far East... It was a train international traffic known all over the world.
From 1896 to the 1950s, wagons of this class were called not SV, but SVPS. This is a significant difference. Recall that the term "direct message" meant long-distance travel on a certain route without changes on the way, which was a kind of luxury. Direct message - these mesmerizing words indicated a long journey, which means a whole event in the fate of the passenger. Sleeping car is chic, luxury, dream, chosen world. The kingdom of expensive cigars, exquisite manners, short but hot romances, delicacy, inaccessibility ...
About tea and boiling water
The author of these lines tried for a long time to find out when tea appeared on the trains. Alas, the exact date could not be established. True, there was a mention of one curious pre-revolutionary document - "On the prohibition of tea trade for conductors passenger cars”(Unfortunately, today we only know its number and name). One thing is clear: if the conductors were forbidden to sell tea, then they had tea. It is not clear just why. After all, titans with boiling water on trains, with the exception of the most fashionable ones, were absent until the appearance of modern all-metal cars (CMV), that is, until 1946. There was also no special stove or boiler to brew tea on the spot. The famous cupholders with the symbols of the Ministry of Railways and various twisted patterns made of silver wire or bronze (they were produced by the Kostroma jewelers from the village of Krasnoe-on-Volga) were only in the compartment of the International Society's express trains and restaurant cars.
The audience at the station in the waiting room. Announcement at the door: “Exit to the platform until the bell rings. No one is allowed without a train ticket. " 1910s
Previously, most passengers had to wait for a stop to run for boiling water. By the way, the opportunity to get boiling water at the stations is one of the most important manifestations of humanity at the "pig iron". The author in his lifetime found only the only preserved booth with the inscription "Boiling water" - at the secluded station Bologoye-2 with a beautiful old red brick station building. And once there were such booths at every large station. They were called "still for boiling water".
All in pairs, hooking up with buffers, with the lingering hiss of Westinghouse brakes, another passenger or mail train stopped at the platform. While they were changing the locomotive or refueling it with water, passengers rushed for boiling water. A queue was lined up in the cubicle. We approached two high tanks with taps. One said "Cold water", the other - "Hot water" (there were no tanks with drinking water in the cars either). The hot water tap had a wooden handle, like in a bath, so as not to burn your hand.
From the tap vigorously, life-affirming steam escaped, bubbling water poured with pressure. Everyone came here with their own kettle or kettle, or even two, if an elderly passenger neighbor or some pretty girl asked for boiling water (a great excuse to get acquainted!). In winter, passengers were in a hurry to return to the carriage as soon as possible so that the boiling water would not cool down: God forbid, frosts were not the current couple.
Most likely, the document mentioned above was referring to the infusion, and not the finished drink. Apparently, the conductors were supposed to provide the tea leaves to the passengers, and they were forbidden to sell it on the side. And so the people - both tea and food - were taking with them. Remember in "The Twelve Chairs" by Ilf and Petrov? “When the train cuts through the switch, numerous teapots clatter on the shelves and chickens wrapped in newspaper bags jump up and down” ...
Tariffs and "cartons"
To what extent was comfortable train travel available before the revolution? Let's try to answer this question by referring to the documents of those years. Let us give the "verified tariffs" for 1914 at the distances most demanded, according to statistics.
It is obvious that then few people could afford to travel in first and second class carriages. It was not for nothing that trains, as a rule, had from one to three blue and yellow carriages, while green ones - from four to six. This, too, can be seen as a manifestation of humanity: the common people under such circumstances were not deprived of transportation.
Free ticket for travel on the railway for the stoker of the Moscow depot N. Kasatkin. 1910 year
The ticket was considered valid if it had a punch mark (hence the expression “punch”). The punch punched the departure date and train number on the ticket. Therefore, hand-sold tickets were checked for light. On the ticket itself, the station of departure and destination (in a typographic way), the train number and the class of the carriage were indicated. Since the mid-1920s, the place (if it was supposed to) and the number of the carriage were also indicated - by hand, with a station stamp or pen, and subsequently with a ballpoint pen.
Few people remember that until the 1950s, the entrance to the platform (but not to the station building) was paid: at the box office you had to take a “platform” ticket. It cost a penny (at the beginning of the 20th century - within 10 kopecks, and in the 1950s - 1 ruble in the money of that time), but without it, those seeing off and meeting people could not go to the train. This was a legacy from the Kleinmichel times with their exactingness towards all individuals who were at the station.
The classic ticket box is a special symbol of the railway world. They were of a very different color, shade, pattern - mostly red-brown or brownish (tickets for long-distance trains) and green, with a special texture of the background (for suburban trains), and sometimes with some zigzags, prints, stripes and strokes, understandable by only one cashiers. For the conductors, the ticket bag had pockets strictly the size of the "cardboard" - everything on the railway was always regulated.
"Passenger" train
"To go on a journey by rail" used to sound like this - "go on the iron pot" or "go by car" or simply "by car". Leo Tolstoy in the story "The Girl and the Mushrooms" (about how the girl got hit by a locomotive, but survived) calls the train a "machine" in the folk manner. Later they began to say - "by train", "by a piece of iron" or (half-jokingly) "by a steam locomotive", "by a steam locomotive." Although steam locomotives have not been on the lines for a long time, this expression has remained forever, as well as the designation of a steam locomotive on all kinds of logos with railway symbols, in particular even on road signs at crossings. In its expressive power, this machine is immortal.
Passenger trains were initially called "passenger" trains. In Bunin's scary accusatory tale about Emelya the Fool we read: "The stove immediately ... parted out with him and flew like an arrow, and he collapsed on it, just like on a passenger train on a steam locomotive." There was even such an offensive teaser for children:
"Fat, fat, passenger train!" Perhaps, because of this phonetic association with the word "bold", the term "passenger" was sounded like a lighter and more flying version - "passenger". It must be said that railway workers still call the workers of the passenger service "passengers" among themselves.
Even having a cursory glance at the history of railway passenger communications in Russia, it is not difficult to imagine how attractive and exciting the journey along the "iron pot" was before, especially for people who were romantically inclined.
The history of railway communications is not only a fascinating engineering and technical epic, but also a lyrical story about an endless variety of events and impressions, meetings and partings, dates and partings, about the mystical infinity of a harsh horizon pierced by rails, about spaces rapidly moving under the sound of wheels, about the hum the directional wind and the voice of the whistle ...
It is difficult to name anything similar in the foreseeable history that would so quickly coincide with the everyday life of people, with such a force would affect the life of the people, the idea of time and space, and at the same time would so easily become familiar and vital, immediately becoming a tradition. covered with legends and songs. Therefore, the romance and originality of the railway track, even under the influence of technical progress and the growing comfort of movement along with it, will never go away - as long as the sound of wheels, station wires and the distance running outside the window remain ...
Alexey Vulfov
VULFOV A.B. Everyday life of Russian railways. M., 2007
R. V. Molochnikov, I. L. Indra, V. V. Bochenkov, and E. V. Bychkova Kolomna plant. Wagons. Ryazan, 2016
Yesterday a heated battle broke out in my FB around this picture of Cartier-Bresson.
And in the end, under the pressure of serious arguments, I had to give up. And then the overpoliticized public sometimes complains that, they say, it is impossible to convince me. Why - it is quite possible if you really know the question and you have iron arguments in stock. But let's see what the argument was about.
So, C-Bresson was in the USSR in 1954 and 1972 and took this picture on one of two trips.
Which one? Attribution on his website suggests that in 1954.
But! There already there is an incorrect localization right away- Trans-Siberian Railway: the Moscow-Minvody train on the Transsib does not appear anywhere near. Therefore, it is necessary to recheck. Errors in the attribution of Soviet photographs among Westerners are simply darkness - sometimes even funny. They are even in the LIFE collection, not to mention the smaller collections.
Means what? You have to look at the details.
My first guess was this: in 1954, this particular type of CMV (German Ammendorf) did not yet exist, in the second half of the 60s it appeared en masse in our country. Before that, there were similar, first generation, but another distinctive detail - a ventilation grill above the door. And in the photo it is not.
What was my motivation?
a) Album of carriages of 1993: the first series of Ammendorffs are indicated there in 1963/64. Moreover, the early series, before 1967, came with a ventilation grill above the vestibule door, and they are easy to recognize, then it disappeared,
b) the booklet of the factory itself in 1972. There is no such type either,
c) the fact that the windows in the photo did not yet have branded GDR fittings and were not all-sliding,
d) a cursory check on the books of Mokrshitsky "History of the USSR wagon fleet" (1946) and Shadur "Development of the domestic wagon fleet" (1988) showed the absence of this type until 1963.
In this case, I have a special directory on my computer, like this, everything is grouped there:
So I'm kind of confident, and I'm advocating 1972 as the right year.
(and, by the way, not only I attributed the photo to his second trip)
But here, upon closer examination, it turns out that the album of 1993 cars does not include equipment until 1960 in the list at all, and other test books describe either the entire pre-war and pre-revolutionary (1946 ed.), Or only domestic (1988 ed. ) a park. Foreign wagons supplied to the USSR between 1947 and 1959 fall out of the massif. Such is the gap.
So, now take a close look at the snapshot. The important details here are:
1 - trolley type
2 - regular number holder
3 - split glazing
4 - marking "SVPS"
What argument turned out to be iron, of the 4 indicated?
It turned out that the Germans (Görlitz, Ammendorf) began to supply wagons to the Union since 1948/49.
The early series almost did not survive, visually I also did not remember them, although I ran over a lot on old cars with linkrust in the 1970s, during my school years. In the early 1980s, they began to be copied en masse. But those old ones were either Kalinin or Leningrad ones. German to "white plastic ammendorf", for the life of me, I do not remember!
Okay, okay, there were Ammendorff cars before 1963. And where is the grate above the doors?
- It was introduced only in 1959. Before that, it was not there either.
- Okay, and all-sliding windows?
- Introduced in 1956-57 into the design.
We check - for sure, on Gettyimages there is a snapshot dated January 1959. Although all the old ammendorffs that can be found on the net are only with split glazing.
By the way: under the car there are not just bogies of the CMV type (installed before 1960), but with sliding bearings, which makes it possible to date the car around 1952–1954. And no later.
- So what? It doesn't really matter. Okay, first generation German carriage. OK. But. In 1972, the cars of the old series could run perfectly on the railway network, they were repaired and maintained. Here, for example, is a 1976 photo from the IS Steam Locomotive (a fragment of a photo with old wagons in the depot):
And "SVPS" on the label? They are impossible in 1972.
Knockout! There is nothing to answer to this.
Indeed, the "Sleeping car of direct communication" (SVPS) in 1972 on the operating car is impossible.
* * *
Cars with such markings appeared before the war, as the heirs of the International Society of Sleeping Carriages (MOSV). Then the marking began to be put on the CMV - on those cars of the highest categories that were included in the courier and some fast trains, and were centrally assigned not to specific railways, but to the management of the SVPS in Moscow. And on hard cars they put railway markings (Lat, Omsk, YuV, DVost, etc.)
After Stalin's death in 1953-61. in two waves, the merger of smaller railways as administrative units (there were 56-57) into enlarged ones (now 25 on the territory of the USSR). And the separate marking of "centralized subordination" was abolished - the cars were assigned to specific railways. So by 1972 traces of the old markings were gone. Therefore, the picture is from 1954.
Below we will see the marking options.
4. Here is an ordinary simple carriage, interregional communication (1950s). Road marking - Lat (Latvian).
(fragment of a photo from "IS steam locomotive")
5. And this is 1960 Gorkovskaya railway. Look, the marking can also be distinguished - Svrd (Sverdlovsk).
By the way, these notorious ventilation grilles above the doors are visible here.
6. 1980, filmed by a Japanese on the Transsib. Marking of cars "Russia" - Moscow time. All categories.
7.1961 Kiev. Branded №1 / 2, the train also has SVPS cars, and even without numbers.
8. 1990. There is already a general simplification, the embossed numbers have disappeared, and an 8-digit numbering with a check digit has been introduced for centralized processing.
Here is such an instructive controversy in which the truth was born! :)
PS. Yes, they even brought me clothes as an argument against 1972.
But here I must say that at a remote station along the way, the clothes could be very archaic. You still need to look at the details.
DIRECT SLEEPING CAR. A criminal journey with a happy ending
The cars were pretty worn out, something creaked, knocked, blew somewhere, something did not close, but something opened with great difficulty. It was stuffy, dirty, in compartments and reserved rooms it was also boorish, as in the old days, but the passengers were already "from another country."
In the sleeping cars of direct communication, famous for their cozy two-seater compartments, lack of people and unobtrusive friendliness of the conductors, the audience has noticeably rejuvenated.
In the old days, important people used to ride in these cars, for the most part on important matters. The bosses, their middle-aged wives, popular artists, these, however, are still skating, in general, people respectable and respected, with solidity, gray hair, and some who have earned the respect of guides and convenience on the road for their success in their field. And without fear of falling into a historical error, we can say that it was the passengers of the ground plane that constituted, as it were, a special class in a society declared classless.
Nowadays, in these sparsely crowded carriages, mostly young people are striking, who, with an innate tendency to power and other martial arts, were able to use their own, some mental, some physical, forces in fights without rules, which have become so popular and beloved by the public in modern times and serving as a visual complement to new thinking.
And this is natural.
Life does not stand still.
The impatient organizers of a new life hastened to give a start to the life-and-death competition, in the fullest sense, deciding that the rules of a new life are formed somehow by themselves, or, at worst, these rules will be composed later by the winners, as it is no longer once happened.
The caring and philanthropic Ministry of Health warns day and night from billboards and every pack of cigarettes about the danger threatening our health. You might think that apart from smoking, we are not particularly threatened by anything. And the air we breathe in our cities? And the water in our rivers and reservoirs? And don't food on trays and alcohol in tents take away the health of citizens? ..
Presumably, the Ministry of Health will eventually warn about the many dangers that lie in wait for us. But someday it will still be! So I hasten to contribute to a good deed and warn those who use by rail that even traveling in a direct message (CB) sleeping car can also be dangerous to our health.
The train went from old times to new.
Much has changed in life, only now "sleeping cars of direct communication" have retained their name rather as an honorary title, rather than a designation of a route feature, and as before, as a special value, they are placed in the middle of the train, least of all exposed, as long-term practice has shown, destruction during railway accidents and everyday cataclysms.
The train had already picked up speed and was rushing endlessly, dragging in its metal belly the confusion of two lives, in time moving as if in one direction, in all other respects scattering in different directions.
It happens.
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differs from the usual soft carriage by the arrangement of the compartment, their equipment, finishing and construction of the chassis and body. V. SVPS has special triple suspension trolleys with the greatest spring flexibility. Harness V. SVPS through with a screw tie, buffers of special design, metal underbody frame, wooden body. Every two compartments (of 8 doubles) are equipped with a washroom; casement doors, compartment windows are double with two-part frames, the lower half of which is lifting; the windows of the corridor are deaf. The walls of the compartment and corridor B. SVPS are upholstered with a special embossed linkrust with a cut of lacquered yew and mahogany. The floors are covered with thick felt and linoleum. B. SVPS buildings of the USSR plants are basically similar to the cars used. The International Island of sleeping cars, the roofs of which were covered with a special kind of tarpaulin impregnated with asphalt varnish, and the outer walls of the body were sheathed under the windows with yew boards, above the windows - with smooth yew panels.
Values in other dictionaries
Wagon Sanitary Recovery Train
class car, equipped with stretcher-beds on Krieger machines (in the amount of 6-10 pcs.) and supplied with a supply of medicines, dressings and sanitary equipment to provide assistance to victims of crashes. ...
Sanitary Precinct Wagon
has a compartment for patients (with stretchers on Krieger machines), a compartment for medical staff, a compartment for a conductor. V. s. at. equipped with a first-aid kit and is used to transport seriously ill workers and employees and their families to inpatient hospitals. V. s. at. they also transport infectious patients. After each transportation of an infectious patient, the car is disinfected. ...
Articulated wagon
a carriage in which the front, back or both bogies are common with one or both adjacent cars. V. s. applied in high speed trains and serve as one of the means to reduce the tare weight. ...
History of the Moscow regional directorate on passenger service (MRDOP) in the history of the country.
On December 12, 1891, Emperor Alexander III signed a decree authorizing the international joint-stock company International Society of Sleeping Carriages and Fast European Trains to carry out operations in Russia. 
This Belgian company was formed in 1876 as the Mann Railroad Sleeping Car Society. One of the features of the International Society was the appearance of dining cars on their trains. In Europe, they began to walk only in 1880. Its management council was in St. Petersburg. The Moscow office of the International Society of Sleeping Carriages and Fast European Trains was located on Teatralnaya Square, opposite the Maly Theater on the first floor of the Metropol Hotel. Over the years, the International Society has increased the number of routes - trains began to run not only in European capitals but also to the East. The Belgian Society had 10 sets of fast trains, which, in addition to Europe, successfully mastered Manchuria, went to Vladivostok and the newly created Dalniy port. The comfort of these fast trains can be traced to the example of the Siberian Express. This luxurious train consisted of 7 cars: three 1st class sleeping cars, a dining car with a rich kitchen, a pool car with a gymnasium, a baggage car and a library car in all European languages with soft armchairs, cozy lighting, thick carpets. Fresh newspapers were regularly updated at major stations. The train to the East took 16 days, while the branded thin bed linen with monograms was changed three times. By 1917, the Company owned 312 units of sleeping cars of direct communication, including: passenger "SV" 183, passenger "MZh" 39, restaurant cars 19, postal 31, baggage 39. The equipment and design of sleeping cars became a symbol of high comfort ... The compartment is finished in polished mahogany, and the triple suspension trolleys ensured an especially smooth ride. Outside, the body was sheathed with oak planks and covered with light varnish, the inscriptions were made in bronze overhead letters.
After the revolution, a decree was issued by the Council of People's Commissars of the RSFSR "On declaring the property of the Republic located on the territory of the RSFSR the property of the International Society of Sleeping Cars and Fast Trains". At the same time, the "Directorate for Sleeping Cars of Direct Communication" (SVPS) of the People's Commissariat of Railways was created, with its location in Petrograd.
The outbreak of civil war and the devastation in transport, as well as the international isolation of the RSFSR, created enormous difficulties for the work of the SVPS. Most of the international trains have been dismantled. First of all, the saloon cars were sold for military and government needs. From 1918 to 1923, the chairman of the Revolutionary Military Council, Lev Trotsky, traveled across the fronts and the country in a former international train with a bath car, a restaurant car and salon cars. The directorate sleeping car management was melting before our very eyes - its cars, one by one, were put on the fast trains with the name "international". In 1929, these cars were transferred to the Moscow hub with the formation of the Bureau of Sleeping Cars. In 1930, the Bureau of Sleeping Cars was transformed into an independent organization with the same name, subordinate to one of the Deputy People's Commissar of Railways.
In 1933, on April 16, by order of the People's Commissariat for Railways No. 208 / u, the Sleeping Car Bureau was reorganized into the Directorate of Direct Sleeping Cars. The directorate was transferred to the service of the express train Nagoreloe - Vladivostok (via Manchuria). In 1934, the Sleeping Cars Directorate was renamed the Direct Sleeping Cars Directorate. In 1935, on the basis of the Directorate, the Direct Sleeping Car Sector was formed under the Central Operations Directorate of the NKPS. In 1936, on July 16, by order of the NKPS of the USSR No. 168 / c, the Trust of sleeping cars of direct communication of the Central Passenger Department of the NKPS of the USSR was organized. In 1949, on November 5, by order of the Ministry of Railways of the USSR No. 367 / c, the direct sleeping carriage trust was transformed into the Directorate for direct sleeping cars of the Main Passenger Directorate of the USSR Ministry of Railways. In 1957, by order of the Ministry of Railways of the USSR No. 77, the Directorate of Sleeping Cars of Direct Transport was reorganized into the Department of Sleeping Cars of Direct Transport of the Main Passenger Directorate of the Ministry of Railways of the USSR.
In 1957, on November 23, by order of the Ministry of Railways of the USSR No. 2848, the Directorate of Sleeping Cars Directorate of the Main Passenger Directorate of the Ministry of Railways was reorganized into the Directorate of International and Tourist Transportation.
In 1962, on January 9, by the instruction of the Ministry of Railways of the USSR, G-681 was transferred to the Moscow Railway as an independent unit with its own balance Directorate of International and Tourist Transportation with carriages, a contingent of labor and ancillary enterprises.
The DMTP consisted of the following divisions:
VCh-1 carriage section of the South direction
VCh-2 carriage section of the Central Asian direction
VCh-3 carriage section of the Eastern direction
VCh-4 carriage section of the Central direction
VCh-5 carriage section of the South-West direction
VCh-6 carriage section of the Western direction
Factory-laundry number 1 - Severyanin platform
Factory - laundry number 2 - Podbelsky passage
Sewing workshop
CMB - Central Material Base
In 1999, on November 17, by the instructions of the Ministry of Railways Russian Federation No. L-2645u and the head of the Federal State Unitary Enterprise "Moscow Railway" of the Ministry of Railways of the Russian Federation dated December 31, 1999 No. 246 / n, the State Unitary Enterprise "Directorate for passenger service of the Moscow Railway" of the Ministry of Railways of the Russian Federation, registered by the Moscow Registration Chamber on March 31 2000, registration number 009.234.
In 2001, on March 31, by the order of the Minister of Railways of the Russian Federation No. E-543u and by the order of the head of the Federal State Unitary Enterprise "Moscow Railway" of the Ministry of Railways of the Russian Federation dated March 21, 2001 No. »The Russian Ministry of Railways is reorganized into the Passenger Service Directorate - a branch of the Federal State Unitary Enterprise" Moscow Railway "of the Ministry of Railways of the Russian Federation, registered by the Moscow Registration Chamber on October 17, 2001, registration number 002.063.120.
