Rail Baltic

Rail Baltica (also known as Rail Baltic in Estonia) is a high-speed railway under construction between Warsaw, Poland and Tallinn, Estonia, with further connections to Finland via Baltic Sea cruiseferries or the proposed Helsinki–Tallinn Tunnel. Trains will operate at top speeds of 234 km/hour. Travel time between Vilnius and Tallinn is projected to be 3.5 hours and travel times between Riga and either Vilnius or Tallinn will be under 2 hours. It is projected to shift travel and transportation from roads to rail and have numerous benefits on economies and quality of life. Trains are predicted to begin operating on various sections of the route at various times between 2026 and 2030.

Passenger stations will include Ülemiste railway station in Tallinn, Pärnu railway station, Riga Central Station, Riga Airport, Panevežys, Kaunas railway station, and Vilnius railway station and there will be multimodal transport freight terminals in Muuga Harbour, Estonia; Salaspils, Latvia; and Kaunas, Lithuania.

Rail Baltica is one of the priority projects of the European Union. It is part of the North Sea–Baltic Corridor of the Trans-European Transport Network (TEN-T).

Rail Baltica will add the first large-scale mainline standard-gauge railway in the area, replacing Russian gauge railways built and operated mostly when the Baltic states were under Russian and later Soviet control.

History

Project development (1991–2010)

The idea for the project was first raised during Pan-European transport conferences in Prague in 1991, Crete in 1994, and Helsinki in 1997.

In January 2007, COWI A/S published a feasibility report on the project.

Planning (2010–2017)

The planning phase of Rail Baltica took place from 2010 to 2017. In 2011, the three Baltic states agreed on a route connecting Tallinn, Pärnu, Riga, Panevėžys, and Kaunas.

A feasibility study was completed by AECOM in May 2011.

During the planning of the location of the project route in the Baltic States a conceptual agreement among the three Baltic States was reached that it should be as straight as possible as it provides the highest benefits at the lowest cost. The shorter and more direct the route is, the faster traffic it is possible to ensure, which economically has the highest advantage compared to its alternatives. This was confirmed by the AECOM study in 2013, analysing the four possible options of the location of the route in all three Baltic countries.

In October 2014, the three Baltic states established RB RAIL AS, a joint venture tasked with completion of the project overseen by the Ministry of Economic Affairs and Communications of Estonia, the Ministry of Transport in Latvia and the Ministry of Transport and Communications in Lithuania.

The design phase began in 2016, with design activities at the Riga Central Passenger Station and the Riga International Airport passenger station in Latvia to be continued until 2023.

Initially two options were considered. Both options included an upgrade of the existing railway (with standard gauge) to for the stretch that runs from Warsaw via Białystok and Ełk to Trakiszki, followed by a new railway with standard gauge Trakiszki–Kaunas. For the remainder of the route to Tallinn two different options were considered:
* Option one was to upgrade the existing railway from Joniškis via Riga and Tartu to Tallinn to 160 km/h, keeping the current Russian gauge and state-owned, and a new railway from Kaunas–Joniškis with 160 km/h, also at Russian gauge and state-owned. Because of the break of gauge at Kaunas, passengers would have to change trains there. For freight, a reloading facility or a bogie exchange station would be placed near Kaunas. This option was already completed as Rail Baltica I.
* Option two was a new railway with speed standard gauge (with 3 kV DC, the same voltage as in Poland) from Kaunas via Joniškis to Riga, as above, but then continuing in a shorter, straighter line via Pärnu to Tallinn. This option was chosen as the preferred route. The existing Lelle-Pärnu line in Estonia was permanently closed for passenger operations on 9 December 2018, as it required a €17 million refurbishment.

The name Rail Baltica is also sometimes used to mean the first phase of European gauge railway construction from the Poland-Lithuania border to Kaunas in Lithuania. It was inaugurated on 16 October 2015. The project, which built European standard-gauge one track alongside the existing Russian gauge tracks, cost €380 million. The 119 km line accommodates diesel trains, with passenger trains running at up to 120 km/h and freight trains at up to 80 km/h. Higher speeds will depend on future electrification, a new signal system and more level crossing gates. In June 2016, Lithuanian Railways and Polregio started weekend passenger train service between Kaunas and Białystok.

In Estonia and Latvia, implementation of the Rail Baltica I project included upgrades of the existing rail lines in the region.

The Šiauliai-to-Latvian border rail section (using broad gauge) was newly built. In Latvia, the existing railway upgrade between Riga and Valka was finished in 2016 at a cost of €97 million. The EU contributed about 25% of the cost for the three parts.

Construction (2017–present)

In 2017, the parliaments of the three Baltic States ratified the intergovernmental agreement on Rail Baltica stating "route shall be from Tallinn though Pärnu–Riga–Panevezys–Kaunas to the Lithuanian/Polish state border with a connection of Vilnius–Kaunas as a part of the railway" and defining the design speed 240 km/h for passenger travel. Now the Rail Baltica Global Project route is aligned from Tallinn till Kaunas with already built European gauge railway line section from Kaunas to Lithuanian/Polish border being subject to the results of the Upgrade Feasibility Study. Nevertheless, in April 2018 the Ministries of the three Baltic States approved the Design Guidelines of Rail Baltica, which states that the maximum design speed will be 249 km/h and maximum operational speed should be 234 km/h.

The Polish section of Rail Baltica is being upgraded to allow passenger trains to run at 200 km/h, the Ełk–state border section may be built to allow 250 km/h and may be electrified using the 25 kV AC system.

In 2017, all three Baltic parliaments ratified the Inter-Governmental Agreement for the Rail Baltica project, thereby confirming their long-term commitment to the Rail Baltica project. In addition, Rail Baltica Global Project's cost-benefit analysis was delivered by Ernst & Young and Atkins International experts, based on the European Union's CBA guidelines, proving that the project is financially feasible and viable, and its measurable benefits will outweigh the costs.

On 14 February 2018, the Ministry of Public Administration of the Republic of Estonia approved the spatial plan for the Rail Baltica railway in Estonia, setting the final route and preliminary design of the railway in Estonia. The spatial planning for the entire line was approved in Latvia by the decision of the Latvian Government in August 2016, and followed by the approval of the Lithuanian Government in January 2017 for their respective section from Kaunas to the Lithuanian-Latvian border in Lithuania. The route for the section Kaunas–Lithuania/Poland State border, known as Rail Baltica I, is subject to the results of the Upgrade Feasibility study. On 15 February 2018, the spatial territorial planning and preliminary technical design of the Rail Baltica railway in the Baltic States was finalised.

In January 2018, the long-term Business Plan, Operational Plan, the Upgraded Feasibility Study of the European gauge railway line from Kaunas to Lithuanian/Polish border, Infrastructure Management Study and other studies related to commercialisation and supply materials were finalized.

In March 2018, the first contract for the design, construction, and supervision of the Rail Baltic railway station and related infrastructure at Riga International Airport was signed.

In February 2019, Finland announced that it will also join the project.

In November 2019, the first cornerstone of Rail Baltica was laid in Estonia to mark the beginning of construction of Saustinõmme viaduct. Detailed technical design contracts for the sections Tallinn-Rapla and Pärnu-Rapla in Estonia, Kaunas-Ramygala and Ramygala-Latvian/Lithuanian border in Lithuania, Vangaži-Salaspils-Misa and main line through Riga in Latvia were signed. With the contracts signed, geotechnical research was started in different sections of the railway in order to gather information about the soil.

In December 2019, design of the passenger station in Pärnu began.

In February 2020, contracts for the design of the rail in Estonia were signed.

On 23 November 2020, the construction of a hub at Riga Central Station was officially started. On the 3rd of February 2021 the project implementer of Riga Airport Station has also been chosen and construction began in May 2021, construction will finish in early 2023. Technical with NGOs in Riga have been started, to discuss the project technical solutions, especially crossings, overpasses and other infrastructure elements in the city.

In July 2020, during the COVID-19 pandemic, discussions on the environmental impact of the project in Estonia took place electronically.

In April 2021, while the Helsinki–Tallinn Tunnel was still in the investigative state, the governments of Estonia and Finland signed a Memorandum of Understanding committing themselves to cooperation in the area of transport.

In May 2022, for the Kaunas (Jiesia) - Lithuanian-Polish border section, a 78.1 km route named "alternative 6A" was approved by the Lithuanian Ministry of Transport and Communications, taking into account the opinion of the majority of the local residents. This route is the shortest among the alternatives which were proposed and the most remote from the urban areas.

Financing

In May 2011, the feasibility study by AECOM estimated total costs at €3.6 billion. However, the 2017 study by Ernst & Young estimated total costs to be €5.8 billion. This factored changes to the scope including upgrades for better connectivity, passenger mobility and inter-modality such as passenger mainline through the Riga International Airport and construction of the airport passenger station (Latvia), the Kaunas–Vilnius connection (Lithuania), an improved connection in Kaunas (Lithuania), and construction of the tram line "Ülemiste-Tallinn airport" (Estonia). Moreover, the Environmental Impact Assessments, spatial planning and some preliminary designs have been prepared allowing for more accurate cost projections.

The project is financed by the member states and the European Union TEN-T budget, and the Structural and Cohesion Funds provided to the EU New Member States.

By the start of 2018, the three Baltic States and RB RAIL AS have received two grants under the Connecting Europe Facility for the construction of the Rail Baltica railway, having signed Grant Agreements with a total value of €765 million. As of 13 July, third Grant agreement was signed for the total amount of €130 million from which €110 million is CEF contribution.

In July 2020, another CEF funding was received, amounting to €216 million for construction, technical design and planning works, bringing the total received funding from the EU and national funds to €1.2 billion.

Benefits

According to a study by Ernst & Young published in April 2017, the measurable socio-economic benefits are estimated at €16.22 billion. The assessed GDP multiplier effect that the Rail Baltica Global Project would create is an additional €2 billion. According to the same study, Rail Baltic is projected to save an estimated 400 human lives between 2026 and 2055 due to safer transport.

According to the study, the benefits from Rail Baltica are calculated as:

* €7.1 billion saved in climate change and noise reduction
* Relevant track traffic flow shift to railways – 30-40%
* 13,000 jobs created during the construction phase
* €5.3 billion saved for passenger and freight travel
* 5.3 million passenger hours saved
* 400 human lives saved in 29 years

The railroad may also have geopolitical security value after the 2022 Russian invasion of Ukraine.

Environmental impact

Environmental considerations include:
* Rail Baltica will be an electric railway, motivated by a desire to reduce greenhouse gases by shifting transport from road to rail.
* The railway has been planned to avoid Natura 2000 protected areas, in addition to minimising impacts on other environmentally-sensitive protected areas, and existing 1,520 mm gauge railway networking areas.
* Wherever necessary, train noise protection barriers will be installed.
* Special cattle creeps will be built through the embankment to allow animals to pass.

Parameters

Rail Baltica will be built as a new, publicly owned, fast conventional double-track railway. If the railway runs freight trains it will be quadruple-track. It will be electrified and equipped with the European Rail Traffic Management System (ERTMS) for signalling and communications. The maximum design speed is for passenger trains, while the maximum operational speed will be . For freight trains, the maximum design speed is . The new railway line will be designed with a gauge. Other key technical parameters include the following:
* The maximum freight train length will be .
* The maximum axle load will be .
* No level crossings with roads
* No flat crossings with the (Russian gauge) rail network
* For maintenance and emergency services, access to the main line should be every and in specific areas.
* The railway will have ballasted track.
* Its energy system should be 25 kV.
* Its double track side should be right-hand running.
* It is ERTMS Level 2, Baseline 3.

Its parameters are in accordance with the EU Technical Specifications for Interoperability (TSI – P2, F1).

The section from Helsinki to Tallinn will be operated by existing commercial ferries. In the future, the proposed Helsinki–Tallinn Tunnel could provide a rail link between the two cities. The length of the railway between Tallinn and Warsaw will be at least . Total length of the Baltic railway part will be .

Criticism

Criticism of the railway has been most pronounced in Estonia and has included the following:
* Criticism of the route, for example, the mayor of Tartu wanted the main network to be diverted to his city, at the expense of Pärnu.

* Issues with special interests of each of the Baltic states. For example, in 2013, the Estonian Association for the Club of Rome advised the government to abandon the Rail Baltica route, claiming that the interests of Lithuania and Latvia with regards to freight transport were being prioritized.

* Environmental concerns, including potential endangerment of drinking water in Tallinn.

* In 2017, two Estonian environmental groups claimed that the lack of public participation on the decision made by the Baltic states and building of a new railway, rather than upgrading the existing network, is in conflict with the Aarhus Convention.

* Priit Humal, Karli Lambot, Illimar Paul and Raul Vibo, experts on logistics and engineering, published a critical analysis of the Rail Baltica Cost-Benefit Analysis made by Ernst & Young where they claimed that €4.1 billion of the stated socio-economic benefits are faulty and therefore the Rail Baltica project is neither feasible nor eligible for EU financing. RB RAIL AS responded to their concerns via a letter in October 2017.

* The project has been accused of being subject to poor corporate governance, misuse of EU funds, and conflict of interest situations.

* On 10 April 2018, an open letter signed by 424 people was published, suggesting stopping the whole plan in its current form, claiming that the EY analysis was flawed and that the rail network would be harmful to Estonia, economically and environmentally.

See also

* Via Baltica (E67)
* Helsinki to Tallinn Tunnel
* Rail transport in Estonia
* Rail transport in Latvia
* Rail transport in Lithuania
* Rail transport in Poland
* Rail transport in the European Union
* Pan-European Corridor I

References

External links

Official website
– Global Project
* European Commission

Pavel Telička, July 2007 – July 2008

Information about Rail Baltica on the TEN-T website of Greens/EFA in the European Parliament

* European Commission
Feasibility study on Rail Baltica railways – Main conclusions and recommendations
January 2007
* European Commission
Feasibility study on Rail Baltica railways – Annexes
January 2007
* Priority Project 2


Baltic countries' agreement on Rail Baltica project to be signed at the beginning of summer

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Rail transport in Estonia
Rail transport in Latvia
Rail transport in Lithuania
Rail infrastructure in Poland
Proposed rail infrastructure in Europe
Higher-speed rail
High-speed rail in Europe
Proposed transport infrastructure in Estonia
Proposed transport infrastructure in Latvia
Proposed transport infrastructure in Lithuania
Projects of the Three Seas Initiative