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 authorizing the foreign joint-stock company “International Society of Sleeping Cars and Express European Trains” to carry out operations in Russia. 
This Belgian company was founded in 1876 as the Mann Railway 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 located in St. Petersburg. The Moscow office of the International Society of Sleeping Cars and Fast European Trains was located on Teatralnaya Square, opposite the Maly Theater on the ground floor of the Metropol Hotel. Over the years, the International Society has 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 explored Manchuria, went to Vladivostok and the newly created port of Dalniy. The comfort of these fast trains can be seen using the example of the Siberian Express. This luxury train consisted of 7 carriages: three first class sleeping cars, a restaurant car with a rich kitchen, a “pool car” with a gymnastics section, a luggage 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 took 16 days, and the branded, thin bed linen with monograms was changed three times.
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 Express Trains located on the territory of the RSFSR as the property of the Republic.” At the same time, the “Administration of Direct Communication Sleeping Cars” (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 international trains were understaffed. First of all, saloon cars were sold for military and government needs. Chairman of the Revolutionary Military Council Leon Trotsky from 1918 to 1923 traveled to the fronts and the country in the former international train with a bathroom car, a dining car and salon cars. The department of direct communication sleeping cars was melting before our eyes - its cars, one by one, were placed on fast trains with the name “international”. In 1929, these cars were transferred to the Moscow hub with the formation of the Sleeping Car Bureau. In 1930, the Sleeping Car Bureau was transformed into independent organization with the same name, subordinate to one of the Deputy People's Commissars of Railways.
In 1933, on April 16, by order of the NKPS No. 208/u, the Bureau of Sleeping Cars was transformed into the Directorate of Direct Communication Sleeping Cars. The Directorate was given control of the courier train Nagoreloye - Vladivostok (via Manchuria). In 1934, the Sleeping Car Directorate was renamed the Direct Sleeping Car Directorate. In 1935, on the basis of the Directorate, the Direct Traffic 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/ts, the Trust of Direct Communication Sleeping Cars 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/ts, the trust of direct traffic sleeping cars was transformed into the Directorate of direct traffic sleeping cars of the Main Passenger Directorate of the USSR Ministry of Railways. In 1957, by order of the USSR Ministry of Railways No. 77, the Directorate of Direct Service Sleeping Cars was reorganized into the Department of Direct Service Sleeping Cars of the Main Passenger Directorate of the USSR Ministry of Railways.
In 1957, on November 23, by order of the Ministry of Railways of the USSR No. 2848, the Department of direct traffic sleeping cars 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 USSR Ministry of Railways, G-681 was transferred to the Moscow Railway as an independent unit with its own balance sheet Directorate of International and Tourist Transportation with carriage areas, contingent labor and ancillary enterprises.
The DMTP included the following divisions:
HF-1 wagon section of the Southern direction
VCh-2 wagon section of the Central Asian direction
VCh-3 wagon section of the Eastern direction
VCh-4 wagon section of the Central direction
HF-5 carriage section of the South-Western direction
VCh-6 wagon section of the Western direction
Factory-laundry No. 1 – Severyanin platform
Factory – laundry No. 2 – Podbelsky passage
Sewing workshop
TsMB – Central material base
In 1999, on November 17, according to 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 is created, registered by the Moscow Registration Chamber on March 31 2000, registration No. 009.234.
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" Ministry of Railways of the Russian Federation dated March 21, 2001 No. NRIsh-34/506 State Unitary Enterprise "Directorate for Passenger Services of the Moscow Railway » The Ministry of Railways of Russia is being 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 No. 002.063.120.
Era: II-III
Affiliation: SZD
Company manufacturer: R. Mishin, M. Maksimov
Production start year: 2008
Model description
The SVPS passenger car model was first presented by Roman Mishin (Nakhabino, Moscow region) at the Lokotrans-Yug exhibition in June 2008 (Rostov-on-Don). Case material - teak veneer. Parts of "Egorov" cars produced by the company "Peresvet" were used (bogies, frame, deflectors, transition soufflés, etc.). The model is in progress. It is planned to design the car in the style of the Red Arrow train of the 1930s and operate it with the Egorov cars from Peresvet in the corresponding color.
A similar model, using parts from the Peresvet company and wooden veneer for the manufacture of the body, was made in 2009 by modeler Maxim Maximov.
Other models of SVPS cars with a lantern roof:
- from "B.V.-Zh.D." (small series);
- from "Peresvet" (small series).
Prototype description
Cars of this type were built before the revolution by order of the International Sleeping Car Society, which operated similar cars throughout Europe. In such a carriage it was possible to travel without a change through the whole of Europe, including Turkey and Russia. It was from these cars that the Trans-Siberian Express was equipped.
After the revolution, the nationalized cars were transferred to a specially created railway station in the USSR. Department of the SVPS Office. It also included a small number of similar cars built in Soviet times. SVPS cars were the most comfortable passenger carriages Soviet roads of those years (not counting single cars of special types). As a rule, as part of fast trains connecting big cities countries (for example, "Red Arrow" - Moscow-Leningrad), included one such carriage. It was used mainly by the Soviet elite. SVPS cars remained in operation until the end of the 50s.
Initially, these carriages were varnished over the wooden lining; in recent years they were simply painted brown.
Yesterday a heated battle broke out on my Facebook around this Cartier-Bresson photograph.
And in the end, under the pressure of serious arguments, I had to give up. And then the over-politicized public sometimes complains that it’s impossible to convince me. Why - it’s quite possible if you really understand the issue and have strong arguments in stock. But let's see what the argument was about.
So, K-Bresson was in the USSR in 1954 and 1972 and took this picture on one of the two trips.
Which one? The attribution on his website says that in 1954.
But! There already Immediately the localization is incorrect- Trans-Siberian Railway: the Moscow - Minvody train does not appear even close on the Trans-Siberian Railway. Therefore, it is necessary to double-check. Westerners make a ton of mistakes in attributing Soviet photographs - sometimes even funny ones. They are even in the LIFE collection, not to mention smaller collections.
Means what? We need to look at the details.
My first assumption was this: in 1954, this particular type of CMV (German Ammendorf) did not yet exist; it appeared in large numbers in the second half of the 60s. Before this there were similar ones, first generation, but another distinctive detail was the ventilation grille above the door. But she is not in the photo.
What guided me?
a) Album of carriages from 1993: the first series of Ammendorffs are listed there as 1963/64. Moreover, the early series, until 1967, came with a ventilation grille above the vestibule door, and they were easy to recognize, then it disappeared,
b) a booklet from the plant itself from 1972. There is no such type there either,
c) the fact that the windows in the photo did not yet have branded GDR fittings and were not all-sliding,
d) a quick check of the books by Mokrshitsky “History of the USSR Carriage Fleet” (1946) and Shadur “Development of the Domestic Carriage Fleet” (1988) showed the absence of this type until 1963.
For this case, I have a special directory on my computer, like this, everything is grouped there:
So, I'm kind of confident and defend 1972 as the correct year.
(and by the way, I wasn’t the only one who attributed the photo to his second trip)
But here, upon careful examination, it turns out that the 1993 album of carriages does not include equipment before 1960 in the list at all, and other verification books describe either the entire pre-war and pre-revolutionary (1946 edition), or only domestic (1988 edition). ) a park. Foreign cars supplied to the USSR between 1947 and 1959 are missing from the array. This is the gap.
So, now look carefully at the picture. The important details here are:
1 - trolley type
2 - standard number holder
3 - separate glazing
4 - marking "SVPS"
Which argument turned out to be ironclad, out of the 4 mentioned?
It turned out that the Germans (Görlitz, Ammendorf) began supplying cars to the Union back in 1948/49.
The early series have hardly survived, I didn’t remember them visually either, although I rode a lot on old carriages with linkrust in the 1970s, during my school years. In the early 1980s, they began to be written off en masse. But those old ones were either Kalinin or Leningrad. For the life of me, I don’t remember the German ones before the “white plastic Ammendorfs”!
Okay, okay, there were Ammendorff cars before 1963. Where are the bars over the doors?
- It was introduced only in 1959. It didn’t exist before that either.
- Okay, what about all-sliding windows?
- Introduced into the design in 1956-57.
Let's check - for sure, on Gettyimages there is a photograph dating back to January 1959. Although all the old Ammendorffs that can be found on the Internet only have separate glazing.
By the way: under the car there are not just TsMV type bogies (installed before 1960), but with plain bearings, which allows us to date the car to approximately 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 “Steam Locomotive IS” (a fragment of a photo with old cars in the depot):
Is “SVPS” on the label? They are impossible in 1972.
Knockout! There is nothing to answer to this.
Indeed, the “Direct Service Sleeping Car” (DSVS) in 1972 on an existing carriage is impossible.
* * *
Cars with this marking appeared before the war, as the heirs of the International Society of Sleeping Cars. Then they began to put markings 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 management of the SVPS in Moscow. And the rigid cars were marked with railroad markings (Lat, Omsk, SE, DVost, etc.)
After Stalin's death in 1953-61. In two waves, smaller railway administrative units (there were 56-57) merged into larger ones (there were 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 there were no traces of the old markings left. Therefore, the photo is from 1954.
Below we will look at the labeling options.
4. Here is an ordinary simple carriage, interregional transport (1950s). Road marking - Lat (Latvian).
(photo fragment from "Steam Locomotive IS")
5. And this is 1960, Gorkovskaya railway. Look, the markings can also be distinguished - Svrd (Sverdlovskaya).
By the way, these notorious ventilation grilles above the doors are visible here.
6. 1980, filmed by a Japanese on the Trans-Siberian Railway. Marking of "Russia" cars - Moscow time. All categories.
7. 1961 Kyiv. Branded No. 1/2, the train also includes SVPS cars, even without numbers.
8. 1990. There is a general simplification here, the raised numbers have disappeared, and 8-digit numbering has been introduced with a verification digit for centralized processing.
This was an instructive debate in which the truth was born! :)
PS. Yes, they also gave me clothes as an argument against 1972.
But here it must be said that at a remote station along the way, the clothes could have been very archaic. You still need to look at the details.
