Aleksandr Solzhenitsyn - The GULag Archipelago Volume 1 - An Experiment in Literary Investigation

And you, hurrying along the platform with your children, your suitcases, and your string bags, are too busy to look closely: Why is that second baggage car hitched onto the train? There is no identification on it, and it is very much like a baggage car—and the gratings have diagonal bars, and there is darkness behind them. But then why are soldiers, defenders of the Fatherland, riding in it, and why, when the train stops, do two of them march whistling along on either side and peer down under the car?

The train starts—and a hundred crowded prisoner destinies, tormented hearts, are borne along the same snaky rails, behind the same smoke, past the same fields, posts, and haystacks as you, and even a few seconds sooner than you. But outside your window even less trace of the grief which has flashed past is left in the air than fingers leave in water. And in the familiar life of the train, which is always exactly the same—with its slit-openable package of bed linen, and tea served in glasses with metal holders—could you possibly grasp what a dark and suppressed horror has been borne through the same sector of Euclidean space just three seconds ahead of you? You are dissatisfied because there are four of you in your compartment and it is crowded. And could you possibly believe—and will you possibly believe when reading these lines—that in the same size compartment as yours, but up ahead in that zak car, there are fourteen people? And if there are twenty-five? And if there are thirty?

The zak car—what a foul abbreviation it is! As, for that matter, are all the executioners’ abbreviations. They meant to indicate that this was a railroad car for prisoners—for zaklyuchennye. But nowhere, except in prison documents, has this term caught on and stuck. The prisoners got used to calling this kind of railroad car a Stolypin car, or, more simply, just a Stolypin.

As rail travel was introduced more widely in our Fatherland, prisoner transports changed their form. Right up to the nineties of the last century the Siberian prisoner transports moved on foot or by horse cart. As far back as 1896, Lenin traveled to Siberian exile in an ordinary third-class passenger car (with free people all around him) and shouted to the train crew that it was intolerably crowded. The painting by Yaroshenko which everyone knows, Life Is Everywhere, shows a fourth-class passenger car re-equipped in very naive fashion for prisoner transport: everything has been left just as it was, and the prisoners are traveling just like ordinary people, except that double gratings have been installed on the windows. Cars of this type were used on Russian railroads for a very long time. And certain people remember being transported as prisoners in just such cars in 1927, except that the men and women were separated. On the other hand, the SR Trushin recalls that even during Tsarist times he was transported as a prisoner in a “Stolypin” car, except that—once again going back to legendary times—there were six people in a compartment.

Probably this type of railroad car really was first used under Stolypin, in other words before 1911. And in the general Cadet revolutionary embitterment, they christened it with his name. However, it really became the favorite means of prisoner transport only in the twenties; and it became the universal and exclusive means only from 1930 on, when everything in our life became uniform. Therefore it would be more correct to call it a Stalin car rather than a Stolypin car. But we aren’t going to argue with the Russian language here.

The Stolypin car is an ordinary passenger car divided into compartments, except that five of the nine compartments are allotted to the prisoners (here, as everywhere in the Archipelago, half of everything goes to the auxiliary personnel, the guards), and compartments are separated from the corridor not by a solid barrier but by a grating which leaves them open for inspection. This grating consists of intersecting diagonal bars, like the kind one sees in station parks. It rises the full height of the car, and because of it there are not the usual baggage racks projecting from the compartments over the corridor. The windows on the corridor sides are ordinary windows, but they have the same diagonal gratings on the outside. There are no windows in the prisoners’ compartments—only tiny, barred blinds on the level of the second sleeping shelves. That’s why the car has no exterior windows and looks like a baggage car. The door into each compartment is a sliding door: an iron frame with bars.

From the corridor side all this is very reminiscent of a menagerie: pitiful creatures resembling human beings are huddled there in cages, the floors and bunks surrounded on all sides by metal grilles, looking out at you pitifully, begging for something to eat and drink. Except that in menageries they never crowd the wild animals in so tightly.

According to the calculations of nonprisoner engineers, six people can sit on the bottom bunks of a Stolypin compartment, and another three can lie on the middle ones (which are joined in one continuous bunk, except for the space cut out beside the door for climbing up and getting down), and two more can lie on the baggage shelves above. Now if, in addition to these eleven, eleven more are pushed into the compartment (the last of whom are shoved out of the way of the door by the jailers’ boots as they shut it), then this will constitute a normal complement for a Stolypin prisoners’ compartment. Two huddle, half-sitting, on each of the upper baggage shelves; another five lie on the joined middle level (and they are the lucky ones—these places are won in battle, and if there are any prisoners present from the underworld companionship of thieves—the blatnye—then it is they who are lying there); and this leaves thirteen down below: five sit on each of the bunks and three are in the aisle between their legs. Somewhere, mixed up with the people, on the people and under the people, are their belongings. And that is how they sit, their crossed legs wedged beneath them, day after day.

No, it isn’t done especially to torture people. A sentenced prisoner is a laboring soldier of socialism, so why should he be tortured? They need him for construction work. But, after all, you will agree he is not off on a jaunt to visit his mother-in-law, and there is no reason in the world to treat him so well that people out in freedom would envy him. We have problems with our transportation: he’ll get there all right, and he won’t die on the way either.

Since the fifties, when railroad timetables were actually straightened out, the prisoners haven’t had to travel in this fashion for very long at a time—say, a day and a half or two days. During and after the war, things were worse. From Petropavlovsk (in Kazakhstan) to Karaganda, a Stolypin car might be seven days en route (with twenty-five people in a compartment). From Karaganda to Sverdlovsk it could be eight days (with up to twenty-six in a compartment). Even just going from Kuibyshev to Chelyabinsk in August, 1945, Susi traveled in a Stolypin car for several days, and their compartment held thirty-five people lying on top of one another, floundering, fighting. [281]And in the autumn of 1946 N. V. Timofeyev-Ressovsky traveled from Petropavlovsk to Moscow in a compartment that had thirty-six people in it! For several days he hung suspended between other human beings and his legs did not touch the floor. Then they started to die off—and the guards hauled the corpses out from under their feet. (Not right away, true; only on the second day.) That way things became less crowded. The whole trip to Moscow continued in this fashion for three weeks. [282]

Was thirty-six the upper limit for a Stolypin compartment? I have no evidence available on thirty-seven or higher, and yet, adhering to our one-and-only scientific method, and remembering the necessity to struggle against “the limiters,” we are compelled to reply: No, no, no! It is not a limit! Perhaps in some other country it would be an upper limit, but not here! As long as there are any cubic centimeters of unbreathed air left in the compartment, even if it be beneath the upper shelves, even if between shoulders, legs, and heads, the compartment is ready to take additional prisoners. One might, however, conditionally accept as the upper limit the number of unremoved corpses which can be contained in the total volume of the compartment, given the possibility of packing them in at leisure.