Editing Sleeping car (section)

====Former Soviet Union countries====
[[File:1st class two berth sleeper Kiev to Moscow (11386515956).jpg|thumb|1st class two berth sleeper Kiev to Moscow]]
[[File:Moscow Kazansky Station TVZ doubledecker train 08-2016 img2.jpg|thumb|A Russian [[Tver Carriage Works|TVZ]] double-deck sleeper car]]
In the [[Soviet Union]] overnight train travel formed the most common and accessible mode of long-distance travel, distances between the capital of [[Moscow]] and many outlying cities being ideal for overnight trips that depart in late evening and arrive at their destinations in the morning. Sleeping cars with berths are the only reasonable solution for railway trips lasting several days (e.g., trains running along the [[Trans-Siberian Railway]], or direct trains from [[Moscow]] or [[Saint Petersburg]] to the capitals of the Central Asian Soviet Republics).

Since then, the railroads in the smaller ex-Soviet nations have largely transitioned to daytime intercity trains, such as in [[Belarus]], where the process is based on government-funded purchases of rolling stock supplied by [[Stadler Rail|Stadler]], which operates a train factory in [[Minsk]],<ref>{{Cite web | url=https://www.stadlerrail.com/en/about-us/locations/cjsc-stadler-minsk/30/ | title=Locations - Stadler}}</ref> or in [[Uzbekistan]], which has established a 600&nbsp;km [[Tashkent–Samarkand high-speed rail line|Afrosiyob high-speed rail service]] between all of its major cities.

In the larger Soviet Union successor states like [[Kazakhstan]], [[Russia]], and [[Ukraine]], on the other hand, night trains are to this day a prime method of railway travel, as a shift towards faster daytime trains with seating rather than sleeping arrangements is hampered by insufficient investments in the railway infrastructure restricting the speed, lack of train sets, and most importantly, the distances involved. While certain numbers of high-speed trains have been acquired by the national railways of these countries (such as [[Renfe Class 130|Talgo 250]] in Kazakhstan, [[Sapsan|Siemens Sapsan]] in Russia, or [[HRCS2|Hyundai Rotem HRCS]] in Ukraine), all of them continue to operate a large number of sleeper trains both on domestic and international routes.

The need to compete against aviation with its soaring passenger numbers forces the railroads to maintain modest ticket prices, starting at below 10 Euros for third-class tickets in Ukraine, if higher in the richer ex-Soviet nations. Rolling stock age and quality also varies by country. In countries like Kazakhstan and Russia, locally-produced cars are purchased regularly to update the fleet, with newly introduced comforts such as showers, dry toilets, or conditioning units in passenger compartments becoming an increasingly common sight; Russian Railroads have also introduced double-deck sleeper cars; yet comfort levels still suffer from a modest degree of innovation in the bogie suspension systems and the passenger compartment design. Some other post-Soviet nations rely more heavily on the rolling stock fleet inherited from the Union, to a large extent based on vintage life-prolonged cars assembled in [[East Germany]] or [[Rīgas Vagonbūves Rūpnīca|Soviet Latvia]] back in the 1980s.