Exhibits

Wagons

Official saloon-wagon of the Chinese Eastern Railway № 3

<space=1em>Chinese-Eastern

<space=1em>The car was built at the Russo-Baltic Carriage Works in Riga for the private Chinese Eastern Railway (CER) around 1902 It has a Polonceau body design with load-bearing lower half-walls in the form of trusses made of thick iron sheets, which is why cars of this type were sometimes called armored.

<space=1em>The CER had an unusual history. It was built on the territory of China on the initiative of Russia at the end of the 19th century and had the status of a joint-stock company established by the Russo-Asian Bank with Russian-Chinese capital. The road manager was General D.L. Horvat. In 1903 the road was put into operation. In 1904–1905 it found itself in the combat zone of the war between Russia and Japan.

<space=1em>Political Leapfrog

<space=1em>After the Xinhai Revolution in China, the status of the road did not change, but the civil war that followed led to the de facto autonomy of the Three Eastern Provinces (the Chinese name for Manchuria), through which the CER passed.

<space=1em>In 1918 instead of the Board of the road in Petrograd, where the Bolsheviks were in power, a new Board was created in Harbin. It was headed by General D.L. Horvat. Engineer V.D. Lachinov became the manager of the road. From 1919 the railway was managed by the Inter-Union Railway Committee, which existed until 1922, but was unable to ensure the operation of the CER. In the autumn of 1920 the government of the Republic of China reached an agreement with the Russo-Asian Bank on joint management of the railway. In 1920 the engineer D.P. Kazakevich became the manager of the CER, and in 1921 — B.V. Ostroumov.

<space=1em>Soviet control

<space=1em>In 1924, after several years of Soviet-Chinese negotiations, the government of the Republic of China recognized the USSR's rights to the CER. Since the government in Beijing did not control the provinces through which the railway passed at that time, in 1924 an agreement was also concluded between the USSR and the government of the Autonomous Three Eastern Provinces of the Republic of China. A Board was formed, headed by Bao Guiqing, with an equal number of members from the USSR and the Republic of China, A.I. Ivanov became the manager, in 1926 he was replaced by A.I. Emshanov.

<space=1em>A series of conflicts and provocations led in 1929 to the so-called "Conflict on the CER", up to and including military actions between Soviet and Chinese troops using aircraft and tanks. In 1931 the Japanese army invaded the Three Eastern Provinces. In 1932 the state of Manchuria was created on their territory, which was under Japanese control.

<space=1em>Japanese occupation

<space=1em>Soon negotiations began on the purchase of Manchukuo rights to the CER, which ended in 1935 with the sale of these rights to the USSR. From 1935 to 1945 the road was called the North Manchurian Railway and was formally operated by Manchukuo, but in fact by the Japanese occupiers. The Japanese engineer Sahara became the manager of the road.

<space=1em>Republic of China

<space=1em>In 1945 Chinese and Soviet troops forced the Japanese Kwantung Army and Songhua Flotilla to surrender and restored the Republic of China's control over the Three Eastern Provinces. The road, which became known as the Chinese Changchun Railway, was significantly damaged during the fighting.

<space=1em>Despite the fact that the Three Eastern Provinces became a theater of military operations in the renewed civil war from 1946 to 1948, the Chinese Changchun Railway was restored with the participation of the USSR. In 1952 the USSR leadership transferred the rights to the road to the People's Republic of China.

<space=1em>Kolchak and Pu Yi

<space=1em>During these twists and turns, the saloon car was used for official trips by the CER management, including the managers, and by representatives of the military and civil authorities that existed in the railway zone. It is quite possible that the car was used by such figures as General A.N.Kuropatkin, General D.L.Khorvat, Chief Inspector of the Security Guard and Member of the Board of the CER Admiral A.V.Kolchak, the ruler of the Three Eastern Provinces Marshal Zhang Zuoling and his son Marshal Zhang Xueliang, Marshal Baron Muto Nobuyoshi, Emperor of Manchukuo Pu Yi, and the last commander of the Japanese Kwantung Army General Otozo Yamada.

<space=1em>During the Chinese Civil War in 1945–1949 the carriage was moved from the Chinese Changchun Railway to the USSR, where it was used by party and railway leaders. It was repeatedly re-equipped to suit the tastes of successive owners.

<space=1em>Museum exhibit

<space=1em>The car was restored during repairs carried out in 2007. It was returned to its original appearance with some exceptions, the most important of which are the preservation of the late bogies on roller bearings, late coupling and absorption devices, as well as the enlarged windows in the end wall (the windows were enlarged before the car came to the USSR). The car was transferred to the museum by the Perm branch of the Sverdlovsk Railway in 1995. under the number 076 75010.

ID экспоната: 121

Аудио: http://dpmzdr.infomedia.digital/files/98/fe/98fefca4edf44e727965a4a04302782d5ec69d55.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/93/a0/s193a0a19800a30b3083a127a3eb322eefb6d70a87.jpg / http://dpmzdr.infomedia.digital/files/56/f1/s156f19f12722f029bd73440a0d29975a263d70b1a.jpg / http://dpmzdr.infomedia.digital/files/72/ee/s172ee65f8749261c416896c91350cce5f89bcf8f5.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/93/a0/93a0a19800a30b3083a127a3eb322eefb6d70a87.jpg / http://dpmzdr.infomedia.digital/files/56/f1/56f19f12722f029bd73440a0d29975a263d70b1a.jpg / http://dpmzdr.infomedia.digital/files/72/ee/72ee65f8749261c416896c91350cce5f89bcf8f5.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/93/a0/s293a0a19800a30b3083a127a3eb322eefb6d70a87.jpg / http://dpmzdr.infomedia.digital/files/56/f1/s256f19f12722f029bd73440a0d29975a263d70b1a.jpg / http://dpmzdr.infomedia.digital/files/72/ee/s272ee65f8749261c416896c91350cce5f89bcf8f5.jpg

Параметры (технические характеристики): Year of construction 1902 Number of axles, pcs. 4 / Body length with vestibule, m 20.2 Body Load-bearing, Polonso system Distance between kingpin centers of kingpin beams, m 14,100 Tare, t 50 Bogie type Double suspension, type KVZ-TsNII, on roller bearings (instead of triple suspension bogies, type KVZhD, on plain bearings) Heating type Autonomous water Lighting type Electric and candle Ventilation type Natural

План: http://dpmzdr.infomedia.digital/files/e3/71/e37143cb2349bcefaf9afc4169405653ea7c4f48.png

План 1000: http://dpmzdr.infomedia.digital/files/e3/71/s1e37143cb2349bcefaf9afc4169405653ea7c4f48.png

План 2000: http://dpmzdr.infomedia.digital/files/e3/71/s2e37143cb2349bcefaf9afc4169405653ea7c4f48.png

Хронология: <space=1em>The car was built at the Russo-Baltic Carriage Works in Riga for the private Chinese Eastern Railway (CER) around 1902. Its body design is of the Polonceau type: with load-bearing lower half-walls in the form of trusses made of thick iron sheets. Because of this design, cars of this type were sometimes called "armored". <space=1em>In 1903, the CER was put into operation, and in 1904-1905 it found itself in the combat zone of the war between Russia and Japan. <space=1em>Since 1919, the CER was managed by the Inter-Union Railway Committee, which existed until 1922, but was unable to ensure the operation of the road. In the fall of 1920, the government of the Republic of China agreed with the Russo-Asian Bank on joint management of the road. In 1924, after several years of Sino-Soviet negotiations, the government of the Republic of China recognized the USSR's rights to the CER. <space=1em>At that time, the government of the Republic of China in Beijing did not control the provinces through which the CER passed. Therefore, in 1924, an agreement was also concluded between the USSR and the government of the autonomous Three Eastern Provinces of the Republic of China. A series of conflicts and provocations led to the so-called "conflict on the CER" in 1929. The situation escalated to hostilities between Soviet and Chinese troops using aircraft and tanks. <space=1em>In 1931, the Japanese army invaded the Three Eastern Provinces. In 1932, the state of Manchuria was created on their territory, which was under Japanese control. Negotiations soon began on the purchase of Manchukuo's rights to the CER. In 1935, they ended with the sale of these rights by the Soviet Union. From 1935 to 1945, the line was called the North Manchurian Railway and was formally operated by Manchukuo, but in fact by the Japanese occupiers. <space=1em>In 1945, Chinese and Soviet troops forced the Japanese Kwantung Army and the Songhua Flotilla to surrender and restored the administration of the Republic of China in the Three Eastern Provinces. The road, which became known as the Chinese Changchun Railway, was significantly damaged during the fighting. From 1946 to 1948, the Three Eastern Provinces became the theater of operations of the renewed civil war. But despite this, the Chinese Changchun Railway was restored with the participation of the USSR. In 1952, the USSR leadership transferred the rights to the road to the People's Republic of China. <space=1em>During these vicissitudes, the saloon car was used for business trips. It was used by the CER management (including the managers) and by representatives of the military and civil authorities that existed in the CER zone. It is possible that this car was also used by Pu Yi, the Emperor of Manchukuo. During the Chinese Civil War of 1945–1949, the car was moved from the Chinese Changchun Railway to the USSR, where it was used by party and railway leaders. It was repeatedly re-equipped to suit the tastes of its successive owners. <space=1em>Transferred to the museum by the Perm branch of the Sverdlovsk Railway in 1995 under number 076 75010. Restored during repair work in 2007. The car was returned to its original appearance with a few exceptions. The most important of them are: the late bogies on roller bearings, late coupling and absorption devices, as well as the enlarged windows in the end wall were preserved. The windows were enlarged before the car came to the USSR.

Блоки описания: [{"quote":"In 1903, the Chinese Eastern Railway was put into operation.","title":"","images":[],"content":"The car was built at the Russo-Baltic Wagon Factory in Riga for the private Chinese Eastern Railway (CER) around 1902. It features a Polonceau-type body structure with load-bearing lower half-walls in the form of trusses made from thick iron sheets, which is why carriages of this type were sometimes referred to as “armored”.","subtitle":"Chinese Eastern"},{"quote":"","title":"","images":[],"content":"The CER had a remarkable history. It was constructed on Chinese territory at the end of the 19th century, initiated by Russia, and operated as a joint-stock company established by the Russo-Asiatic Bank with both Russian and Chinese capital. The road manager was General D.L. Horvath. The railway was put into operation in 1903. During the Russo-Japanese War of 1904–1905, it was in the combat zone.","subtitle":""},{"quote":"","title":"Political Chaos","images":[],"content":"After the Xinhai Revolution in China, the status of the railway remained unchanged, but the subsequent civil war led to the de facto autonomy of the Three Eastern Provinces (Manchuria), through which the CER passed.\r\n\r\nIn 1918, a new Board was established in Harbin, replacing the Railway Board in Petrograd, where the Bolsheviks were in power. This new Board was headed by General D.L. Horvath. Engineer V.D. Lachinov became the Road Manager. From 1919, the road was managed by the Inter-Union Railway Committee, which operated until 1922 but was unable to ensure the proper functioning of the CER. In the autumn of 1920, the government of the Republic of China reached an agreement with the Russo-Asiatic Bank to jointly manage the railway. In 1920, Engineer D.P. Kazakevich became the Manager of the CER, followed by B.V. Ostroumov in 1921.","subtitle":"After the Revolution"},{"quote":"In 1924, control over the CER was passed to the Soviet Union.","title":"","images":[],"content":"In 1924, after several years of Soviet-Chinese negotiations, the government of the Republic of China officially recognized the USSR’s rights to the CER. Since the central government in Beijing did not control the provinces through which the railway passed at that time, an additional agreement was made in 1924 between the USSR and the government of the Autonomous Three Eastern Provinces of the Republic of China. A Board headed by Bao Guiqing was established with an equal number of members from both the USSR and the Republic of China. A.I. Ivanov was appointed as the Manager, but in 1926, he was replaced by A.I. Emshanov.","subtitle":"Soviet Governance"},{"quote":"","title":"","images":[],"content":"A series of conflicts and provocations culminated in 1929 with the so-called “Conflict on the CER”, which led to military action between Soviet and Chinese troops, involving aircraft and tanks. In 1931, the Japanese army invaded the Three Eastern Provinces. In 1932, the state of Manchuria was established on this territory, which came under Japanese control.","subtitle":""},{"quote":"After Japan's invasion of Manchuria, the Soviet Union sold the rights to the CER.","title":"","images":[],"content":"Negotiations soon began over the purchase by Manchukuo of the rights to the CER, culminating in 1935 with the sale of these rights by the USSR. From 1935 to 1945, the railway was known as the North Manchuria Railway. Although it was officially operated by Manchukuo, in reality, it was under the control of the Japanese occupiers. The Japanese Engineer Sahara was appointed as the Railway Manager.","subtitle":"Japanese Occupation"},{"quote":"After the war, the USSR regained control over the CER, but in 1952 transferred the rights to the People's Republic of China.","title":"","images":[],"content":"In 1945, Chinese and Soviet troops forced the Japanese Kwantung Army and Songhua Flotilla to surrender, restoring the rule of the Republic of China in the Three Eastern Provinces. The railway, which was renamed the Chinese Changchun Railway, suffered significant damage during the combat operations.","subtitle":"Republic of China"},{"quote":"","title":"","images":[],"content":"Despite the Three Eastern Provinces becoming a battlefield in the renewed civil war from 1946 to 1948, the Chinese Changchun Railway was restored with the assistance of the USSR. In 1952, the Soviet leadership transferred the rights to the railway to the People’s Republic of China.","subtitle":""},{"quote":"","title":"","images":[],"content":"Throughout these turbulent times, the palace car was used for official trips by the management of the CER, including the railway’s directors, as well as by military and civil authorities along the route. It is highly likely that the car was used by notable figures such as General A.N. Kuropatkin, General D.L. Horvath, Chief Inspector of the Security Guard and CER Board Member Admiral A.V. Kolchak, the ruler of the Three Eastern Provinces Marshal Zhang Zuolin and his son Marshal Zhang Xueliang, Marshal Baron Muto Nobuyoshi, Emperor of Manchukuo Puyi, and the last commander of the Japanese Kwantung Army General Otozo Yamada.\r\n\r\nDuring the Chinese Civil War (1945–1949), the car was transferred from the Chinese Changchun Railway to the USSR, where it continued to be used by party and railway leaders. Over the years, it was re-equipped several times to meet the preferences of its successive owners.","subtitle":"Kolchak and Puyi"},{"quote":"","title":"","images":[],"content":"The car was restored during repair work carried out in 2007, returning it to its original appearance with a few exceptions. Notably, the later trucks on roller bearings, later coupling and absorption devices, and enlarged windows in the end wall were preserved. The enlargement of the windows occurred before the car was transferred to the USSR.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Year of construction","type":"number","value":"1902","is_two_colls":false},{"name":"Number of axes","type":"number","value":"4","is_two_colls":false},{"name":"Body length with vestibule, m","type":"number","value":"20 200","is_two_colls":false},{"name":"Tara, t","type":"number","value":"50","is_two_colls":false},{"name":"Body, system","type":"text","value":"Carrier, Polonceau","is_two_colls":false},{"name":"Distance between centers of pivot beams, m","type":"number","value":"14 100","is_two_colls":false},{"name":"Heating type","type":"text","value":"Water autonomous","is_two_colls":false},{"name":"Lighting type","type":"text","value":"Electric, candle","is_two_colls":false}]

История (блоками): [{"year":"1902","content":"The palace car was built at the Russo-Baltic Wagon Factory in Riga for the private Chinese Eastern Railway (CER)."},{"year":"1903","content":"The CER was put into operation."},{"year":"Autumn 1920","content":"The Government of the Republic of China reached an agreement with the Russo-Asiatic Bank to jointly manage the railway."},{"year":"1924","content":"After several years of Soviet-Chinese negotiations, the government of the Republic of China officially recognized the USSR’s rights to the CER."},{"year":"1935–1945","content":"The CER was called the North Manchuria Railway and was formally operated by Manchukuo."},{"year":"1945","content":"Chinese and Soviet troops forced the Japanese Kwantung Army and Songhua Flotilla to surrender, restoring the rule of the Republic of China in the Three Eastern Provinces."},{"year":"1945–1949","content":"The palace car was moved from the Chinese Changchun Railway to the USSR, where it was used by party and railway leaders."},{"year":"1995","content":"The palace car was brought to the Russian Railway Museum in Saint Petersburg."},{"year":"2007","content":"The palace car was restored during repair work."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/e3\/71\/s2e37143cb2349bcefaf9afc4169405653ea7c4f48.png","title":"Drawing of a service car-salon"}]

Модель (деталка): No. 3 of the Chinese Eastern Railway

Заголовок (деталка): Service Palace Car

Подвал описания: The car was brought to the museum by the Perm Branch of the Sverdlovsk Railway in 1995 under number 076 75010.

Заголовок истории: Chronology

Mnemonic code: 121

Code in external DB source: 398

Name: Official saloon-wagon of the Chinese Eastern Railway № 3

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