Numbers of sleeping cars of direct communication. The history of the Moscow Regional Directorate for Passenger Services (MRDOP) in the history of the country
324 0
differs from the usual soft car in the structure of the compartment, their equipment, decoration and design of the running gear and body. B. SVPS has special triple suspension bogies with the greatest flexibility of the springs. Harness V. SVPS through with a screw tie, buffers of a special design, metal underbody frame, wooden body. Every two compartments (out of 8 double compartments) are equipped with a washroom; folding doors, compartment windows are double with two-piece frames, the lower half of which is lifting; corridor windows are deaf. The walls of the compartment and corridor B. SVPS are upholstered with a special embossed lincrust with cuttings of lacquered yew and mahogany. The floors are covered with a thick layer of felt and linoleum. C. SVPS buildings of the USSR plants are basically similar to cars b. International Islands 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.
Meanings in other dictionaries
Sanitary Car of the Recovery Train
a cool carriage equipped with stretcher-beds on Krieger machines (in the amount of 6-10 pieces) and supplied with a supply of medicines, dressings and sanitary household equipment to assist victims of crashes. ...
Wagon Sanitary District
has a department for patients (with a stretcher on Krieger machines), a compartment for medical staff, a compartment for a conductor. V. s. y. equipped with a first aid kit and is used to transport seriously ill workers and employees and members of their families to stationary hospitals. V. s. y. transporting infectious patients. After each transportation of an infectious patient, the wagon is disinfected. ...
Wagon Articulated
a wagon whose front, rear, or both bogies are shared with one or both adjacent wagons. V. s. applied in high speed trains and serve as one means of reducing the tare weight. ...
The station shone in the blue darkness of the frosty night... From under the finished train, illuminated from above by matte electric balls, hot hissing gray steam, smelling of rubber, poured out. The international carriage stood out for its yellowish wood planking. Inside it, in a narrow corridor under a red carpet, in the variegated brilliance of walls upholstered in embossed leather and thick, granular door panes, there was already a foreign land. The Pole conductor in a uniform brown jacket opened the door to a small compartment, very hot, with a tight, ready-made bed, softly lit by a table lamp under a silk red lampshade ”(I. Bunin“ Heinrich ”).
Unprecedented measures to improve comfort are associated with the development of international passenger traffic in Russia and the appearance here of express trains of the International Sleeping Car Society - SVPS and service saloon cars of a large body length (22–25 meters) on four or six axles. Member of the State Duma V. V. Shulgin, who left Russia after the revolution, wrote in his “Letters to the Russian Emigration”: “Russia, in terms of train comfort, was far ahead of Western Europe.”
The embodiment of railway comfort in the eyes of the entire Russian society was the Siberian Express Petersburg - Irkutsk (subsequently, under Soviet rule, until the annexation of Western Belarus - the train Negoreloye - Vladivostok). It was truly a miracle of its time. Express cars had proud overhead inscriptions: “Direct Siberian Communication”, “Siberian Train No. 1” (there were several trains of such trains, and each was numbered in its own way). This train had cars of only I and II classes with water heating, with electric lighting from its own train power station, and since 1912 - individual power supply for each car driven by a generator from the car axle. Since 1896, for the first time in Russia, restaurant cars appeared in trains of this class - the invention of the American George Pullman, the creator of long-range comfortable passenger traffic.
The Siberian Express also had a library, a piano, a living room with luxurious curtains, tablecloths, a barometer and a clock, a billiards table; it was possible to order a hot bath for a fee and even ... work out in the gym (yes, there was one here!). In the carriages (also for the first time in Russia) tea was served in the compartment and bed linen was changed every three days. There were table lamps on the tables in the compartment, but the shelves themselves were already illuminated by small “spotlights” (Vladimir Nabokov calls them “tulip-shaped”). The roof of the Siberian Express car was sheathed with copper sheets, and lighting lanterns were on top. Bottom part international carriages, belonging to the so-called Polonso type, were metal, bulletproof, up to 10 millimeters thick (hence the nickname “armored carriage” came from), the windows were large and wide. The tones of the interior decoration are noble - dark green and blue. The cars, due to the large amount of metal in their design, were not only much stronger than other cars, especially with wooden frames, but also much heavier and longer, with a large load on the track, so they could not be used on all roads. Basically, such cars were used on the border and resort lines, along which the express trains of the International Sleeping Car Society ran - Vladikavkaz, Kitaysko-Vostochnaya, St. Petersburg-Warsaw. It must be said that the Siberian Express took on almost the entire diplomatic flow of passengers, currency and mail in the message Europe - Far East. It was an international train, known throughout the world.
That's where today's SV - "sleeping car" came from. It would seem that almost every Russian passenger car can be called a sleeping car. However, in the period from 1896 to the 1950s, such cars were not called SV, but SVPS - “sleeping car direct message". This is a significant difference. The term "direct connection" meant long-distance communication along one specific route without transfers along the way, which was a kind of luxury. After all, there was almost no direct communication at a distance of more than 2 thousand miles: even when traveling from St. Petersburg to Vladivostok by the trains of the International Society, one had to change in Irkutsk for the same "Siberian train". There were almost no long-distance direct train routes - the trains had only direct carriages. That is, if today they indicate, for example: "Fast train number 2 Moscow - Volgograd", then earlier it sounded differently: "Direct direct service Moscow - Tsaritsyn in courier train number 2." There were no stencils on the cars indicating the route of the train.
“Direct communication” - these bewitching words meant a long-distance railway track, which means, one way or another, a whole event in the fate of a passenger. " sleeping car"- chic, luxury, dream, chosen world. The realm of expensive cigars, refined manners, short but hot novels, effeminacy, inaccessibility...
It must be said that before the revolution, a very high, almost modern level of corporate passenger service was achieved on the Russian railways. Of course, only rich private roads with a large passenger flow (that is, demand for transportation) were capable of its development. One of the best - Vladikavkaz. We drove along it, as they said then, “to the miners” - that is, to mineral water and the Caucasus in general. The "illustrated practical guide" of this road in 1915 (the author is a certain Grigory Moskvich) with the image on the title page of the Pacific courier steam locomotive - the pride of those years - read:
"Between many major centers and regions of Russia and the Caucasus are arranged in summer time for the convenience of the traveling and medical public, direct trains, usually furnished with the best railway facilities. In addition to the absence of transfers that have long been disturbing sick and nervous people, these trains have a number of significant amenities: there is usually a dining car, electric or gas lighting has been introduced on most lines; each car has, for the services of passengers, special servants - the so-called conductors (a profession that had just appeared at that time. - A V.); these trains, being fast in their movement, do not stop for a long time at intermediate stations; all the seats in the carriages are numbered, and there are almost no cases when outsiders, so to speak, “extra” people get into these trains ... In class I and I cars, a set of bed linen is issued (1 ruble), and in class III, on some lines (from Petrograd, etc.) for a small fee (40 kopecks), a mattress with a sheet is issued for the night, the cleanliness of which is guaranteed by a seal on the bag containing them, which is opened with the passenger himself. During breakfast and lunch hours, waiters and boys of the dining car go around the class III cars, serving tea, coffee, breakfast and lunch to those who wish at a fairly inexpensive price.
And such trips took place in the midst of the First World War! What enormous power the country must have had in order to allow itself to engage in the development of comfortable railway and tourist communications in such hard times! True, from the end of November 1914, a military tax was introduced on fares in classes I, II and III - 25% of the ticket price (the reserved seat was not taxed), but this is the only mention of the war in the entire guide of Mr. Moskvich.
Valentin Kataev wrote in his memoir "My Diamond Crown":
“We'll ride in this car,” I said, and pointed to a pre-revolutionary car of the International Sleeping Car Society with copper British lions on brown wooden lining, waxed like parquet. The bird-catcher, of course, knew about the existence of such wagons - “sleeping cars”, read about them in books, but did not imagine that he would ever be able to ride in such a wagon. He looked into the carriage window, saw a two-seat compartment trimmed with polished mahogany with copper screws, walls covered with green dug velvet, a copper lampshade for a table electric lamp, a heavy ashtray, a thick crystal carafe, a mirror, and still looked at me with disbelief. I showed him the colored bilingual receipts of the International Sleeping Car Society, after which, sadly kissing my wife and asking her to keep an eye on the birds and my son, I awkwardly squeezed past the conductor in a brown uniform jacket into the car, where he was immediately seized by the coniferous smell of special forest water, which regularly sprayed the shining corridor of the sleeping car with a row of brightly polished copper locks and handles. ek on lacquered, mahogany compartment doors. Feeling extremely embarrassed in the midst of this comfort in his home-made sweatshirt, fearing in the depths of his soul that all this would not turn out to be a hoax and that we would be disgraced from the train at the nearest station, somewhere on Razdelnaya or Birzul, the birder climbed onto the top shelf with the bed already open, whitening with impeccable slippery cool sheets, huddled there and the first hundred kilometers sniffed like a badger in its hole, resiliently tossed up by international springs.
SVPS was the highest, but, as it turned out, not the last stage of railway comfort. At the beginning of the 21st century, Grand Express trains introduced carriages with even greater comfort, as they say now - increased, with international hotel class equipment: with a large double bed, armchair, refrigerator, TV and telephone in a compartment and with an individual bathroom. With a ticket for such a carriage, a passenger can take a companion (or fellow traveler) with him for free at his discretion.
I look at a photo of the SVPS (previously it was covered on the outside with a rail of precious wood; this rail, in fact, received the nickname “lining”; the car was lacquered, the color was pale brown, according to V. Nabokov - “brown”) and I think: what is this very ancient thing that it reminds me of? Why, it is very similar to the very first class 1 cars of the Alexander Plant of the 1840s, from which it all started on a cast-iron! The same impressiveness, great length, the same high and frequent windows, the same monumentality of construction. Unless there were vestibules instead of open areas (senai), and, of course, trolleys of a much more advanced design.
What, it would seem, can be found special in wagon bogies? But there are no trifles on the railway - everything is significant in its history. In creating comfort for passengers, it is the carriage bogies that play a very important role, on which the softness of the ride depends. For example, one of the stages in the development of wagon bogies is associated with a whole period in the history of our state, and its most important pages. We are talking about a three-axle bogie, which was equipped with "armored" cars.
Salon cars "on six axles of the Vladikavkaz type" 25 meters long, carrying the tsar, members of the government, the generalissimo, marshals, ministers, major diplomats, senior railway officials, had a partially armored body (weighed 20 tons more than the modern TsMV), which is why the usual four axles were not enough in the carts - six axles had to be used to place the heavy weight of the car on them. Instead of one of the vestibules, an observation hall-living room was arranged in front of the car, furnished with luxurious furniture. Carpets, a bathroom, a kitchen, a dining room, two compartments for attendants and servants - and this very hall with luxurious clocks, chairs and tables, behind which meetings were held, inspections of the line or military positions, where the fate of the country was decided, the turns of its history were twisted to the sound of wheels ... In case of danger, the windows could be closed tightly, moreover, with bulletproof curtains. “The carriage with curtains passed,” says one poem, which meant: to be some important state events ... The doors in the saloon car were also bulletproof, very heavy. There were secret holes on the floor for leaving the car in case of danger. The saloon car had all types of communication possible for its time, its own generator and electric lighting. It was a real symbol of sovereign power, worthy of a huge and powerful country.
In the 1950s, saloon cars of this type were given to major transport managers - road chiefs and NODs (heads of railway departments). They served until the 1980s and today they are an adornment of museums of railway equipment.
So, along with the evolution of the wagon, the evolution of wagon bogies also took place. In general, the development of the bogie proceeded according to the principle of increasing the smoothness of movement in cars of all classes. Every new type trolley became a new stage on the path of improvement passenger transportation. From jolting single-spring chariots to mighty three-axle bogies of the "Vladikavkaz" with triple suspension, which ensured an almost imperceptible move. The first bogie (1846) was a two-axle bogie by the American engineer Winens, who was at the forefront of laying all the foundations of domestic railway transport - from an ashtray in a carriage to a locomotive building. It is extremely important that at the beginning of the construction of Russian railways, on the initiative of P. P. Melnikov, the orientation was taken precisely to American, and not to European canons. The American scope turned out to be much closer to the needs of Russia.
The first wagon with Winens bogies, as already mentioned, ironically turned out to be a much more promising passenger car design for Russia than subsequent European "carriages". The bogie of this wagon was arranged, although extremely simple, but it already contained all the classical basics of the design of a two-axle wagon bogie. Then an improved design of this bogie of the Rekhnevsky system (1865) appeared, and these bogies were installed on many cars of the St. Petersburg-Moscow road - but they did not receive distribution, since under the influence of Western European "friends" a massive transition to short two- and three-axle cars began.
The next stage was the bogies of double and triple suspension of the American Pullman system and a similar bogie of the Russian-Baltic plant in Riga (1880s), which was not inferior to the Pullman one in perfection. They had different devices and configurations of balancers, spring and leaf springs. The International Sleeping Car Society used only triple-sprung bogies on their cars, which had the softest ride. In general, the classic Fette-type cart that appeared in 1912, which served on passenger cars up until the 1950s. It was replaced already in the 1930s by a bogie with the so-called jawless axle boxes (what it is, it will take a long time to explain), which became the basis for the design of wagon bogies used to this day. I must say that in 1939 the first CMV was designed on such a bogie, but the war prevented the widespread introduction of this car into life - the mass introduction of the CMV began only in the late 1940s.
History of the Moscow regional directorate on service of passengers (MRDOP) in the history of the country.
On December 12, 1891, Emperor Alexander III signed a Decree on the permission of the foreign joint-stock company "International Society of Sleeping Cars and Fast European Trains" to operate in Russia. 
This Belgian company was formed in 1876 as the Mann Railway Sleeping Car Society. One of the features of the International Society was the appearance of dining cars in their trains. In Europe, they began to walk only in 1880. Its management council was located in St. Petersburg. The Moscow office of the "International Society of Sleeping Cars and Fast European Trains" was located on Theater Square, opposite the Maly Theater on the ground floor of the Metropol Hotel. Over the years, the International Society increased the number of routes - trains began to run not only to European capitals, but also to the East. The Belgian Society had 10 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 on the example of the Siberian Express. This luxury train consisted of 7 cars: three sleeping cars of the 1st class, a restaurant car with a rich cuisine, a “pool car” with a gymnastics department, a baggage car and a library car in all European languages with soft chairs, cozy lighting, thick carpets. Fresh press was regularly replenished at major stations. The train to the East went for 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 MF 39, restaurant cars 19, postal cars 31, baggage cars 39. The equipment and design of sleeping cars became a symbol of high comfort. The compartment is trimmed with polished mahogany, triple suspension bogies provide a particularly smooth ride. Outside, the body was sheathed with oak planks and covered with light varnish, the inscriptions were made in bronze patch letters.
After the revolution, a decree was issued by the Council of People's Commissars of the RSFSR "On declaring the property of the International Society of Sleeping Cars and Fast Trains located on the territory of the RSFSR as the property of the Republic." At the same time, the "Direct Sleeping Car Directorate" (SVPS) of the People's Commissariat of Railways was created, with its location in Petrograd.
Started Civil War and the devastation that occurred 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 were dismantled. First of all, saloon cars were sold for military and government needs. From 1918 to 1923, the chairman of the Revolutionary Military Council, Lev Trotsky, traveled around the fronts and the country in a former international train with a bath car, a restaurant car, and saloon cars. The management of sleeping cars of direct communication was melting before our eyes - its cars, one by one, were placed in 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 Sleeping Car Bureau became independent organization with the same name, with subordination to one of the deputies of the People's Commissar of Railways.
In 1933, on April 16, by order of the NKPS No. 208 / y, the Bureau of Sleeping Cars was transformed into the Directorate of Sleeping Cars of Direct Communication. The management was transferred to the service of the courier train Nagoroleye - Vladivostok (through Manchuria). In 1934, the Sleeping Car Directorate was renamed Direct Sleeping Car Directorate. In 1935, on the basis of the Directorate, the Direct Communication Sleeping Car Sector was formed under the Central Operational Directorate of the NKPS. In 1936, on July 16, by order of the NKPS of the USSR No. 168 / c, the Direct Communication Sleeping Car Trust of the Central Passenger Administration 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 Communication Sleeping Car Trust was transformed into the Direct Communication Sleeping Car Directorate of the Main Passenger Directorate of the Ministry of Railways of the USSR. In 1957, by order of the Ministry of Railways of the USSR No. 77, the Directorate of Sleeping Cars of Direct Communication was reorganized into the Department of Sleeping Cars of Direct Communication 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 Department of Sleeping Cars of Direct Communication 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 order 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 wagon sections, a contingent of labor and ancillary enterprises.
The DMTP included 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 East 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
Laundry factory No. 1 - Severyanin platform
Factory - laundry No. 2 - Podbelsky passage
Sewing workshop
TsMB - 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 Railways" of the Ministry of Railways of the Russian Federation dated December 31, 1999 No. 246 / n, the State Unitary Enterprise "Directorate for Passenger Services of the Moscow Railways" of the Ministry of Railways of the Russian Federation, registered by the Moscow Registration Chamber on March 31, 2000, registration No. 009.234, is being created.
In 2001, on March 31, by 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. NRIsh-34 / 506 of the State Unitary Enterprise "Directorate for Passenger Services of the Moscow Railway" of the Ministry of Railways of Russia, the Ministry of Railways of Russia was reorganized into the Directorate for Passenger Services - a branch of the Federal State Unitary Enterprise "Moskovskaya 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.
DIRECT SLEEPING CAR. A crime trip with a happy ending
The cars were pretty worn out, something creaked, tapped, blew somewhere, something did not close, and something opened with great difficulty. It was stuffy, dirty, in the compartments and reserved seats it was also boorish, as in the old days, but the passengers were already "from another country."
In sleeping cars of direct communication, famous for their cozy double compartments, few people and unobtrusive friendliness of the conductors, the audience noticeably rejuvenated.
In the old days, important people traveled in these cars, mostly on important business. Bosses, their middle-aged wives, popular artists, these, however, even now ride, in general, respectable and revered people, with solidity, gray hair, and some people with success in their field, who have earned the respect of guides and convenience along the way. And without fear of falling into a historical error, we can say that it was the passengers of the NE that constituted, as it were, a special class in a society declared classless.
Today, in these not crowded cars, for the most part, young people are striking, who, with an innate propensity for power and other martial arts, managed to find use for their mental, some physical, forces in fights without rules, which have become so popular and beloved by the public in modern times and serve as a clear addition to new thinking.
And this is natural.
Life does not stand still.
The impatient organizers of the new life hurried to start the competition not for life, but for death, in the fullest sense, deciding that the rules of the new life are formed somehow by themselves, or, at worst, these rules will be composed later by the winners, as it has happened more than once.
The caring and philanthropic Ministry of Health warns day and night from billboards and every pack of cigarettes about the danger that threatens our health. You might think that apart from smoking, nothing really threatens us. What about the air we breathe in our cities? What about the water in our rivers and reservoirs? Aren't food on stalls and alcohol in tents taking away the health of citizens?..
One must think that the Ministry of Health will eventually warn about the many dangers that lie in wait for us. But someday it will be! So I hasten to contribute to a good deed and warn those who use by rail that even traveling in a direct sleeper (CB) can also be hazardous to our health.
The train went from the old times to the new.
Much has changed in life, only now the "sleeping cars of direct communication" have retained their name rather as an honorary title than a designation of a particular route, and as before, as a special value, they are placed in the middle of the train, which, as many years of practice has shown, is least prone to destruction during railway accidents and everyday cataclysms.
The train had already picked up speed and raced recklessly, dragging in its metal womb a mixture of two lives, moving in time as if in one direction, in all other respects flying in different directions.
It happens.
| This is an article from EVXpress, a service of East View Information Services that allows you to search across more than 12 million journals and news publications for fee and immediately download full text using your credit card. |
Yesterday a hot 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 here the over-politicized public sometimes complains that, they say, it is impossible to convince me. Why - it is quite possible if you really own the issue and have iron arguments in reserve. But let's see what the argument was about.
So, C-Bresson was in the USSR in 1954 and 1972, and on one of the two trips he took this picture.
In what? The attribution on his website says that in 1954.
But! There already Wrong localization immediately- Trans-Siberian Railway: the train Moscow - Minvody on the Trans-Siberian Railway does not appear close. Therefore, it needs to be rechecked. Westerners have a lot of mistakes in attributing Soviet photographs - sometimes even funny ones. They are even in the LIFE collection, not to mention 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, it appeared in mass in the second half of the 60s. Before that, there were similar ones, the first generation, but another distinctive detail is a ventilation grill above the door. And she's not in the photo.
What was my guide?
a) The album of cars in 1993: the first series of Ammendorfs are indicated there in 1963/64. Moreover, the early series, until 1967, came with a ventilation grill over the vestibule door, and they are easy to recognize, then it disappeared,
b) the booklet of the plant itself in 1972. There is also no such type,
c) the fact that the windows in the photo did not yet have branded GDR fittings and were not fully movable,
d) a cursory check on the books by Mokrshitsky "The History of the Carriage Fleet of the USSR" (1946) and Shadur's "Development of the Domestic Carriage Facility" (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 upholding 1972 as the correct year.
(and by the way, not only I took the photo to his second trip)
But here, upon closer examination, it turns out that the album of wagons-1993 does not include equipment until 1960 in the list at all, and other check books describe either the entire pre-war and pre-revolutionary (1946 edition), or only the domestic (1988 edition) park. Foreign cars that were delivered to the USSR between 1947 and 1959 fall out of the array. Such is the gap.
So now let's take a closer look at the picture. The important details are:
1 - trolley type
2 - regular number holder
3 - separate glazing
4 - marking "SVPS"
What argument turned out to be iron, out of the 4 indicated?
It turned out that the Germans (Gerlitz, Ammendorf) began to supply wagons to the Union as early as 1948/49.
The early series were almost not preserved, visually I didn’t remember them either, although I ran into a lot of old wagons with linkrust in the 1970s, during my school years. In the early 1980s, they began to write off en masse. But those old ones were either Kalinin or Leningrad. German to "white plastic Ammendorf", for the life of me, I don't remember!
Okay, okay, there were Ammendorf cars before 1963. And where is the grill over the doors?
- It was introduced only in 1959. Before that, it also did not exist.
- Okay, but sliding windows?
- Introduced in 1956-57 into the design.
We check - for sure, there is a picture on Gettyimages dated January 1959. Although all the old ammendorfs that can be found on the net are only with separate glazing.
By the way: under the car there are not just TsMV-type bogies (they were installed until 1960), but with plain bearings, which makes it possible to date the car to approximately 1952-1954 years of production. And not later.
- So what? It doesn't really matter. Okay, first generation German wagon. OK. But. The cars of the old series in 1972 could perfectly walk on the railway network, they were repaired and serviced. Here, for example, is a photo of 1976 from Parovoz IS (a fragment of a picture with old cars in the depot):
And "SVPS" on the label? They are impossible in 1972.
Knockout! There is nothing to answer to this.
Indeed, the "Direct Sleeping Car" (SVPS) in 1972 on an existing car is not possible.
* * *
Cars with such markings appeared before the war, as the heirs of the MOSF (International Sleeping Car Society). Then they began to put the marking on the CMV - on those cars of the highest categories that were included in courier and some fast trains, and were not centrally assigned to specific railways, but to the management of the SVPS in Moscow. And on rigid cars they put the marking of the railway (Lat, Omsk, SE, DVost, etc.)
After Stalin's death in 1953-61. in two waves, smaller railways merged as administrative units (there were 56-57 of them) into enlarged ones (there were 25 on the territory of the USSR). And a separate marking of "centralized subordination" was abolished - the cars were assigned to specific railways. So by 1972 there were no traces of the old markings left. So the photo is from 1954.
See below for labeling options.
4. Here is an ordinary simple car, interregional communication (1950s). Road marking - Lat (Latvian).
(fragment of a photo from "Steam locomotive IS")
5. And this is 1960. Gorky railway. Look, the markings 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 Trans-Siberian. Marking of wagons "Russia" - Msk. All categories.
7. 1961 Kyiv. Branded No. 1/2, there are still SVPS cars in the composition, 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 for centralized processing has been introduced.
Here is such an instructive dispute, in which the truth was born! :)
PS. Yes, they also brought me clothes as an argument against 1972.
But here it must be said that at a remote station along the way, the clothes could be very archaic. You still need to look at the details.