Yappilya (platform)

The platform appeared in 1915, simultaneously with the construction of the line. It was located in the very center of the bush of villages, which was united under the general name Yappilya. In honor of this bush of villages, the platform got its name.

There was a small wooden station on the platform, the foundation of which has been preserved to this day. During the Finnish and World War II, the station was destroyed and not restored.

After the transfer of the Karelian Isthmus to the Soviet Union, they tried to rename the platform three times. The proposed names “Post Green”, then “Borova Post”, as well as “Ovrazhsky hillocks” did not suit the Ministry of Railways , and the renaming did not take place.

The platform has long been in the border zone. Despite this, the passenger flow was sufficient for the operation of D- ₁ diesel trains in a multi-unit system . A short Finnish platform (one of the shortest on the line), composed of granite blocks and sprinkled with small gravel, did not even accommodate a four-car train, and therefore most of the passengers had to jump directly onto the embankment, and a small stop pavilion (burned down in 1989), on which there was a plate with the name of the platform ^[3] , during the rainfall could not accommodate everyone.

During the reconstruction of the entire Primorsky line in 2004, the platform was lower than the rail head, and therefore in 2005 several concrete slabs were laid, and in 2010 - a new asphalt platform, which is designed to receive the DT1 four-car diesel-electric train. Yappilya is the only stopping point on the line where the new platform was made longer than the old Finnish one.

Today, the stopping point has no track development.

In 1916, a branch was built from the main railway line that led past the Stirsuuden lighthouse and the village of Seivästö (Fin. Seivästö , now Ozerki ) to the shore of the Gulf of Finland. This line was intended for loading and unloading ships arriving at marinas. However, due to the separation of Finland from Russia, the cargo turnover fell so much that after the line was ready, less than 10 trains followed it (in the working movement mode), after which it was not operated for almost two years and was completely dismantled by 1918.

In view of the cut budget that was allocated for the construction of this branch, closer to the Gulf of Finland the pillow under the rail-sleeper grid was not dumped, the sleepers were laid directly on the ground. Places neglected the arrangement of water disposal. The plot (the interval between the sleepers) was also larger than usual throughout.

The only bridge was completely wooden.

For 2010, only the embankment and the wreckage of a wooden bridge over the stream remained from the line. The part of the embankment adjacent to the main canvas of the Primorsky line was torn off during the arrangement of the drainage ditch. The remaining section to the highway Green Grove - Mirror strongly overgrown, but can be traced in the forest.

From the Green Grove - Zerkalny highway, almost to the destroyed bridge over the creek, a highway was laid along the embankment, which after heavy rainfall in the southern part is passable only by tracked vehicles or by an SUV. Just before the bridge over the stream, the road abruptly leaves to the left - into the fields. Then - 100 meters of overgrown embankment, then - a notch, which goes directly to the ruins of the bridge, a path is trodden along the notch. Behind the bridge is again a forest road, which ends at the fence of a military unit.

In the village of Ozerki, traces of the embankment are lost.

In the mid-50s of the 20th century, another branch appeared 200 meters south of the Yappil platform, which crossed the Green Grove - Zerkalny highway in a southeast direction. Further, the path went past Komon Lake, then curved in an arc along the Zelenogorsk – Primorsk – Vyborg highway and ran parallel to it at a distance of about 1 km to the military unit in the village of Ozerki. There was one bifurcating branch from the main course of this line, which was located at the place where the path came out of the forest and began to go along the highway to Primorsk . This branch also ran parallel to the latter.

There was a small station near the military unit (three ways, the main one in the middle, the side ones laid with a trapezoid). In the main course of the branch, there were at least two intermediate crossings and three wooden bridges across the streams.

The line was used by the military to operate rocket trains. The military unit in the village of Ozerki was engaged, in particular, in the maintenance of these trains. Part of the path, which ran parallel to the shore of the bay (including the mentioned branch from the main course), could also be used for firing from rocket trains, including in motion. A three-track station near the military unit was arranged by an amphitheater - fire could be fired from all three tracks simultaneously.

On topographic maps of the late 1960s, the entire line system for rocket trains has already been dismantled.

As of 2010, the embankment of the branch for rocket trains (with branches from it) has been preserved on most of its route; you can even find sleepers, linings and crutches on it. In one place blurred. In two places - it is torn down when arranging sites for gardening. In some places, a highway has been laid along the embankment. In several places, the watercourse is disturbed, and the road following the embankment is flooded after heavy rainfall.

The wreckage of three wooden bridges can be found in the forest, following the embankment.

Until 1989, the Yuppil platform was in the border zone. Despite this, in 1989 on a weekday 3 pairs of trains passed along this stop on the Zelenogorsk - Vyborg route, on Fridays one of the flights was extended to Leningrad and then from Leningrad back to Vyborg, and on weekends it was added to the main pairs a pair of trains along the route Leningrad - Primorsk - Zelenogorsk . On Sunday evening, the main flight was also extended to Leningrad . On Sunday evening, an additional flight was scheduled from Vyborg to Leningrad .

After the appearance on the line of ER2 electric trains under the M62 diesel locomotive, the schedule was optimized, a couple of weekend St. Petersburg-Primorsk-Zelenogorsk trains disappeared from it, a couple of St. Petersburg- Pribylovo -Saint-Petersburg electric trains were added. Then the morning flight St. Petersburg - Vyborg was reduced to the station Soviet .

In the 2010s, the number of flights began to decline. First, the morning train of the weekend St. Petersburg - Pribylovo was canceled, then the morning train of St. Petersburg - Sovetsky began to go only on weekends, and he only went back to Zelenogorsk station, after which he went to Vyborg.

Since July 2014, the platform has passed through the platform:

• 1 morning pair of RA2 rail buses on the route Vyborg - Zelenogorsk - Vyborg .
• 1 evening pair of RA2 rail buses on the route Vyborg - St. Petersburg - Vyborg (from October 13, 2014 - with oncoming traffic at the station Privetnenskoe ).
• 1 pair of electric trains ER2 under the locomotive M-62 on weekends in the summer on the route St. Petersburg - Soviet - St. Petersburg .

In the late 1990s, in one of his television appearances, Vadim Gustov, the then governor of the Leningrad Region , announced plans to organize a port in Primorsk , noting, in particular, the need to increase the capacity of the Ushkovo - Primorsk railway section. These plans were not only to electrify the specified site, but also to build a second path. However, no work has been carried out to implement these plans until 2014 and is not currently underway. Only the main track was completely replaced in 2004. Due to the organization of high-speed traffic on the main Vyborg route and the deviation of freight traffic to the Losevo-Kamennogorsk line , plans for the electrification of the Ushkovo-Primorsk section are not currently being discussed.