The history of the Moscow Regional Directorate for Passenger Services (MRDOP) in the history of the country. Sleeping car of direct communication (SVPS) of pre-war construction Tariffs and "cartons"
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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. ...
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 direct message, famous for their cozy double compartments, few people and unobtrusive friendliness of the conductors, the audience has 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 loved 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 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 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 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 cause and warn those who use rail transport that even traveling in a sleeping car of a direct message (CB) can also be dangerous for 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 is the least affected, as many years of practice have shown, destruction during railway accidents and worldly 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.
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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 at all in the list, and other check books describe either the entire pre-war and pre-revolutionary (1946 ed.), or only domestic (1988 ed. ) a 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.
Really, " sleeping car direct communication "(SVPS) in 1972 on an existing car is impossible.
* * *
Cars with such markings appeared before the war, as the heirs of the MOSF (International Sleeping Car Society). Then the marking began to be put on the TsMV - on those cars of the highest categories that were included in courier and some fast trains, and were centrally assigned not to specific railways, but to the SVPS management 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.
What was the life of a passenger in those distant times, when the railway was not as convenient and comfortable as it is now?
Mourners at the carriages on the platform of the Baltic Station in St. Petersburg. 1913
Engineer's Prophecy Pavel Melnikov about the coming great people's destiny of "cast iron" and its general demand completely came true: 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 image life, and more simply, everyday life ...
“The yellow and blue were silent…”
In 1910, in the poem "On the Railroad" Alexander Blok figuratively described the carriage row of the Russian "piece of iron":
The carriages were moving along the usual line,
They trembled and creaked;
Silent yellow and blue;
In green wept and sang...
Indeed, since 1879, the carriages on all public railways subject to the Ministry of Railways (MPS), regardless of whether they were private or state-owned, were painted strictly in accordance with their class: the first class was blue, the second was yellow. , light brown or golden, the third - in green, the fourth - in gray.
A short, consisting of several letters, designation of the road to which the car belonged was also applied to the body of the wagons; sometimes its type (series), number of seats and class (if passenger) were indicated, and without fail - the brake system. The image of the coat of arms of the Russian Empire was obligatory, in most cases - the presence of the symbols of the Ministry of Railways. The inscriptions were most often made in large, beautiful three-dimensional font, often in several colors. Thus, passenger train of tsarist times looked unusually colorful and attractive, or, by definition of the writer Ivan Bunin, "amusing".
There were also so-called “mixed cars”, that is, mixed-class cars: one half of the car, for example, was with first-class seats, and the other was second-class. They were used because the first class, due to the very expensive tickets often remained unclaimed and it was necessary to increase the occupancy of the cars so as not to drive them almost in vain. “Mixed cars” were painted on the outside in two different colors: for example, blue and yellow in half. Those carriages in which the third-class compartment and baggage 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 set of wagons) was usually painted black, the top - red-brown. Colors!
Later, already in Soviet times, signs with the number of the car (a black number on white) appeared on the side of the entrance to the vestibule, and under the windows in the middle of the body there were stencils indicating the route of the car or the entire train (Moscow - Leningrad, etc.) . Before the revolution, there were no car numbers, no stencils with route designation. The passenger simply went to his class, which was indicated on the ticket. A place in the carriage was provided by the conductor. In the third and fourth grades, there was no fixing of seats at all: they were allowed to board the car with a ticket, and that's all - as now in the train.
Third class
Lev Tolstoy spoke 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 uncomfortable, but very mentally pleasant and instructive.
For Lev Nikolaevich it is instructive, but for someone it is both inconvenient and unpleasant. Hustle, seeds, tightness, or even a quarrel with a fight. And all this in shag and pipe smoke: a trip in third class was unbearable for non-smoking passengers. As Bunin wrote, “the car is very stuffy from various tobacco smokes, in general very caustic, although it gives a pleasant feeling of friendly human life ...” Special compartments for non-smokers appeared in the 19th century in first and second class cars, in others smoking was allowed with the consent of others passengers. In the third grade, faience ashtrays were sometimes placed - very roomy so that a fire would not happen.
And, of course, the eternal Russian wagon conversation, travel routine and legend at the same time, endless, like the very sound of wheels, like the very flow of life and time ... In the third grade, all classes mixed up, there rode "various people": both peasants and factory workers, and the intelligentsia, and priests, and poor rural nobles. The third class is a bunch 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: 0.7 million passengers were carried in first class, 5.1 million in second class, and 42.4 million in third class.
"The lady checked in the luggage ..."
The level of comfort in pre-revolutionary trains, depending on the class of cars, varied markedly - much more than today. Travel costs too. Tariffs at the beginning of the 20th century 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 class was cheaper than the third one and a half times.
It is worth noting one more curious difference that exposed social contrasts, although, admittedly, at first glance it was of a constructive nature: in the third class there were luggage racks, and in the first and second - nets, since the audience there (recall the famous lady from the poem Samuil Marshak) handed over large things in luggage. For these purposes, there were standard four-axle baggage cars, although there were also three-axle ones. The baggage car, which always went right behind the locomotive, was certainly included in each long-distance train.
There were special baggage receipts, which the exact Marshak did not fail to note:
“They gave the lady at the station four green receipts.”
At the end of the 19th century, three kopecks per item were taken for baggage. Receipts could be obtained either in the luggage compartment at the station, or, in the absence of such, directly from the workers of the car (“trunks”). Now the luggage car, which is increasingly called a mobile storage room, is a relative rarity on trains: people mostly carry luggage with them - these days it seems that this is more reliable.
Following the baggage car, a mail car was usually attached. Moreover, the first standard three-axle postal wagons (1870–1880s) are 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 sign “Post Wagon”. 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 (distant) and local passenger rail service. It was clearly regulated. So, § 28 of the Rules of 1875 read: “In order for passengers to be transferred from one railway to another without renewing passenger and baggage tickets for further travel to their destination, the trains agreed in this way are called direct trains.”
Postal car of a new design on the Nikolaev railway. 1901–1902
The development of direct passenger traffic led to the appearance of carriages with places for lying, but most importantly, it marked a significant social phenomenon throughout Russian history, namely, a 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 mass movement of people. Then the very style of Russian life changed; in fact, a new world outlook was formed. Time and space were drastically compressed, which at that time was truly unheard of. Something similar in Russia will happen again only 100 years later - when long-range jet passenger aviation appears, which will also turn public consciousness and the idea of unshakable geographical and astronomical absolutes - space and time.
The widespread development of long-distance communication began in the 1880s. Then, on the one hand, the railway network was moving eastward, and on the other hand, the need to transfer from a train belonging to one private road, to train another at the junctions, as was the case in the era of the distribution of concessions and the reign of the kings of the railway business until the 1870s.
Restaurant for passengers of the first and second classes of the Kharkov station. Around 1900
The concept of "suburban train" took root already under the Soviet regime in connection with the growth of large cities. And before the revolution suburban trains were called local or dacha. “In the summer there were only 4-5 pairs on each road, and even less in winter. Then there was no permanent passenger - a worker or an employee who lived in the suburbs and every day hurried to the city to work, ”said a modern researcher. Galina Afonina who studied pre-revolutionary timetables.
Several of these local trains served wealthy citizens who traveled to summer cottages in the Moscow region. The schedule of their movement is called "Schedule of movement suburban trains Moscow junction", and the words "suburban trains" appeared in the title of the schedule only in 1935.
former service
Attempts to improve the level of service for passengers have long history: they were celebrated as early as the 1860s. At first, first-class carriages were "sofa" (shelves were not known at that time). And this is how their variety appeared as a special service - cars 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). The ticket to the “family” department was, of course, more expensive than to the first class, where the passenger, although he could stretch out on the sofa, but only when his neighbor did not claim this bed (the sofas were double).
Before the appearance of sleeping berths, first and second class passengers rode sitting or reclining on sofas or in armchairs, covering themselves with blankets or scarves and often putting clothes under their heads instead of pillows or hand luggage. There was no such inconvenience in the "family" departments, however, such cars did not have a through passage and were soon banned by the Ministry of Railways.
Meanwhile, first-class "armchair" carriages, which appeared a little later (they were first built in 1871 by the Kovrov workshops), served in some places until the 1930s. It was already a serious convenience! At night, the chair was moved apart with the help of a special device and turned into a horizontal "bed, quite suitable for sleeping." True, in cars with such seats, linen was not yet supposed and there was no division into compartments.
At the beginning of the 20th century, there were already not only compartments, but also such a now forgotten service as the transformation of two compartments into one. Imagine: in first-class carriages, it was possible to move apart the door arranged in the partition between neighboring compartments to make them communicate. By the way, such a car is a distant ancestor of the SV cars superior comfort beginning of the XXI century, except perhaps without a refrigerator. In the compartment there was a huge soft sofa with a raised back (it could be transformed into a shelf for the second passenger), there was an armchair opposite, a mirror hung, and in the middle there was a table with a tablecloth on which a lamp with a shade was placed. A built-in ladder for climbing onto the top shelf was also provided here. And such compartments also had a washbasin (later a shower) and a toilet, albeit for two compartments at once. The interior decoration of the car was distinguished by sophistication: these are real apartments - with bronze, inlay, polished mahogany and embroidered curtains. The compartment was illuminated with a gas jet, and it was possible to “separate the inside of the lantern from the inside of the car” (in other words, turn off the light). Since 1912, cars 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 appearance of express trains of the International Sleeping Car Society - with direct sleeping cars (SVPS) and service saloon cars. Member of the State Duma Vasily Shulgin, who left Russia after the revolution, in his Letters to Russian Emigrants, in particular, noted: "Russia, in terms of train comfort, was far ahead of Western Europe."
The Siberian Express Petersburg-Irkutsk became an ideal embodiment of railway comfort in the eyes of the entire Russian society. It was truly a miracle of its time. Proud overhead inscriptions flaunted on the express cars: “Direct Siberian Communication”, “Siberian Train No. 1”. This train had only first and second class cars with water heating and electric lighting from the train's own power plant. Since 1912, each car had an individual power supply driven by a generator from the car axle. Finally, it was in trains of this class that restaurant cars appeared for the first time in Russia in 1896 - the invention of the American George Pullman, the creator of the famous company building comfortable cars.
The Siberian Express also had a library, a piano, a living room with luxurious chandeliers, curtains, tablecloths, a barometer and a clock; it was possible to order a hot bath for a fee and even ... work out in the gym (yes, there was such a thing here!). 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 even then the shelves were illuminated by small “spotlights”. The tones of the interiors are noble: dark green and blue. That's where today's SW came from.
Church car built at the Putilov factory for the Siberian railway
The roof of the Siberian express car was sheathed with copper sheets, and lighting lanterns were on top. Bottom part the car was metal, bulletproof, up to 10 mm thick (hence the nickname “armored car”). Cars of this type, due to the large amount of metal in their design, turned out to be not only much stronger than others, but also much heavier, with a greater load on the track, so 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 Sleeping Car Society ran - Vladikavkaz, Kitaysko-Vostochnaya, St. Petersburg-Warsaw. It should be noted that the Siberian Express took over almost the entire "diplomatic flow" - and passengers, and currency, and mail - in communication between Europe and Far East. It was an international train, known throughout the world.
From 1896 to the 1950s, cars of this class were called not SV, but SVPS. This is a significant difference. Recall that the term "direct communication" meant long distance on a certain route without transfers on the way, which was a kind of luxury. Direct communication - these bewitching words indicated a long journey, which means a whole event in the passenger's fate. A sleeping car is chic, luxury, a dream, a chosen world. The realm of expensive cigars, refined manners, short but hot novels, effeminacy, 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, a mention was found of one curious pre-revolutionary document - “On the prohibition of the trade in tea 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 why. After all, titans with boiling water in trains, with the exception of the most fashionable ones, were absent until the advent 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 coasters with the symbols of the Ministry of Railways and various twisted patterns made of silver wire or bronze (Kostroma jewelers from the village of Krasnoe-on-Volga participated in their production) were only in the compartments of the International Society express trains and dining cars.
The audience at the station in the waiting room. Announcement at the door: “Exit to the platform before the call is prohibited. 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 "cast iron". The author in his lifetime found only the only surviving booth with the inscription "Boiling water" - at the secluded station Bologoe-2 with a beautiful old building of the station made of red brick. And once there were such booths at every big station. They were called - "cubic for boiling water."
All in pairs, squealing buffers, with a prolonged hiss of Westinghouse's brakes, another passenger or mail train stopped at the platform. While the locomotive was being changed or filled with water, passengers rushed for boiling water. A queue formed in the cube. They approached two tall tanks with taps. On one was written "Cold water", on the other - "Hot water" (there were no tanks with drinking water in the cars yet). The hot water faucet had a wooden handle, like in a bath, so as not to burn your hand.
From the faucet vigorously, life-affirming steam escaped, bubbling water flowed with pressure. Everyone came here with their own kettle or pot, or even two, if an elderly passenger neighbor or some pretty girl asked for boiling water (a great opportunity to get to know each other!). In winter, passengers hurried back to the car as soon as possible so that the boiling water would not freeze: God forbid, the frosts were not the same as today.
Most likely, the document mentioned above meant brewing, and not a finished drink. Apparently, the conductors were supposed to provide tea leaves to passengers, and they were forbidden to sell it to the side. And so the people all - both tea and edibles - carried with them. Remember in "The Twelve Chairs" by Ilf and Petrov? “When the train cuts through the switch, numerous teapots rattle on the shelves and chickens wrapped in newspaper bags bounce” ...
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. Here are the "one-way tariffs" for 1914 for the most popular, according to statistics, distances.
Obviously, at that time, few people could afford to travel in first and second class carriages. No wonder the trains, as a rule, had from one to three blue and yellow cars, 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 by rail for the fireman of the Moscow depot N. Kasatkin. 1910
The ticket was considered valid if it had a punch mark (hence the expression "compost"). The composter stamped the departure date and train number on the ticket. Therefore, hand-selling tickets were checked for light. The ticket itself indicated the station of departure and destination (in a typographical way), the train number and the class of the car. Since the mid-1920s, the place (if it was supposed to) and the number of the car were also indicated - manually, with a station stamp or pen, and later with a ballpoint pen.
Few people remember that until the 1950s, the entrance to the platform (but not to the station building) was paid: you had to take a “platform” ticket at the box office. It cost a penny (at the beginning of the 20th century - within 10 kopecks, and in the 1950s - 1 ruble in the then money), but without it, those seeing off and meeting could not get to the train. This was a legacy of the Kleinmichel times, with their exactingness towards all private individuals who were at the station.
The classic ticket carton is a special symbol of the railway world. They were of the most different colors, shades, patterns - mostly red-brown or brownish (tickets to long distance trains) and green, with a special background texture (for suburban), and sometimes with some zigzags, prints, stripes and flourishes, understandable only to cashiers. At the conductors, the ticket bag had pockets strictly for 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 - “to go on a cast-iron” or “to go by car” or simply “by car”. Leo Tolstoy in the story "The Girl and the Mushrooms" (about how the girl fell under a steam locomotive, but survived) calls the train a "machine" in a folk manner. Later they began to say - "by train", "by a piece of iron" or (half-jokingly) "on a steam locomotive", "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 originally called "passenger trains". In Bunin’s scary accusatory tale about Emelya the Fool, we read: “The stove immediately ... prostrate out with him and flew like an arrow, and he fell apart on it, just like on a passenger train on a steam locomotive.” There was even such an offensive children's teaser:
"Fat, fat, passenger train!". Perhaps, because of this phonetic association with the word “fat”, the term “passenger” was euphonized by a lighter and more flying option - “passenger”. It must be said that railway workers still call passengers among themselves “passengers”.
Even 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 "cast iron" used to be, especially for people who are romantically inclined.
The history of railway communications is not only a fascinating engineering and technical epic, but also a lyrical story about countless events and impressions, meetings and partings, dates and partings, about the mystical infinity of the harsh horizon pierced by rails, about spaces rapidly moving to the sound of wheels, about the rumble guiding wind and the voice of a whistle ...
It is difficult to name anything else similar in the foreseeable history that would so quickly coincide with the everyday life of people, would influence the life of the people with such force, the idea of time and space, and at the same time would so easily become familiar and vital, immediately becoming a tradition, full of legends and songs. Therefore, the romance and originality of the railway track, even under the influence of technological progress and the comfort of movement growing 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. Daily life of Russian railways. M., 2007
R. V. Molochnikov, I. L. Indra, V. V. Bochenkov, and E. V. Bychkova Kolomna plant. Wagons. Ryazan, 2016
The history of the Moscow Regional Directorate for Passenger Services (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 sleeping cars for direct communication, including: 183 SV passenger cars, 39 MF passenger cars, 19 restaurant cars, 31 postal cars, and 39 baggage cars. 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 Railway" 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 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 head of the Federal State Unitary Enterprise "Moscow Railway" of the Ministry of Railways of the Russian Federation of March 21, 2001 No. NRIsh-34 / 506 of the State Unitary Enterprise "Directorate for Passenger Services of the Moscow Railway » The Ministry of Railways of Russia is reorganized into the Directorate for Passenger Services - 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.