Rail Baltica

Rail Baltica will be an electric railway, motivated by a desire to reduce carbon emissions. 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, noise protection barriers will be installed. Special animal passages will be built through the embankment.{{Cite web |url=http://www.railbaltica.org/about-rail-baltica/ |title=Rail Baltica – Project of the Century |website=www.railbaltica.org |language=en-US|access-date=2018-05-24}}

The railway project will enable intermodality and multimodality, i.e. transportation of freight through two or more methods of transportation. Rail Baltica includes plans for three multimodal freight terminals located in Muuga Harbour (Estonia), Salaspils (Latvia), and Kaunas (Lithuania). This is intended to create synergies with the existing 1,520 mm railway system infrastructure. There will be seven international passenger stations—in Tallinn, Pärnu, Riga, Riga Airport, Panevėžys, Kaunas, and Vilnius—with potential regional stations and connections to airports and seaports.

The section from Helsinki to Tallinn will be operated by existing commercial ferries. A proposed Helsinki to Tallinn Tunnel was considered to provide a rail link between the two cities.{{cite news |date=31 October 2008 |title=Helsinki-Tallinn Rail Tunnel Link? |work=YLE News |url=http://yle.fi/news/id86525.html |access-date=11 May 2008 |archive-date=4 April 2008 |archive-url=https://web.archive.org/web/20080404204947/http://www.yle.fi/news/id86525.html |url-status=dead }} At the end of April 2021, governments of Estonia and Finland signed a memorandum of understanding committing themselves to cooperation in the area of transport. In February 2024, the tunnel was judged by Finnish Minister of Transport and Communications, Lulu Ranne to be unrealistic and that it was not on the agenda of the government.

File:Rail-baltica-poland-v-max.svg

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 {{convert|249|km/h|abbr=on}} for passenger trains, while the maximum operational speed will be {{convert|234|km/h|abbr=on}}.{{cite web |url=http://www.railbaltica.org/about-rail-baltica/tehnical-parametrs/ |website=Rail Baltica Global Project|title=Technical Parameters}} For freight trains, the maximum design speed is {{convert|120|km/h|abbr=on}}. The new railway line will be built as {{railgauge|1435mm}} standard gauge. Other key technical parameters include:{{Cite web|date=2018-04-11|title=Rail Baltica - Design Guidelines|url=https://www.railbaltica.org/wp-content/uploads/2018/04/Elodie_Faivre_RBGF2018_Day2.pdf|access-date=2022-01-28|website=www.railbaltica.org}}

• The maximum freight train length will be {{convert|1,050|m|abbr=on}}.
• The maximum axle load will be {{convert|25|t}}.
• No level crossings with roads.
• No flat crossings with the {{railgauge|1520mm}} (Russian gauge) rail network.
• For maintenance and emergency services, access to the main line should be every {{convert|2–3|km|abbr=on}} 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.

The network's parameters are in accordance with the EU Technical Specifications for Interoperability (TSI – P2, F1).{{Cite web|date=2018-05-03|title=Rail Baltica Design Guidelines Approved {{!}} Rail Baltica|url=https://www.railbaltica.org/rail-baltica-design-guidelines-approved/|access-date=2022-01-28|website=www.railbaltica.org|language=en-US}}{{Cite web|last=|first=|date=October 2018|title=Technical Specifications for Interoperability|url=https://www.era.europa.eu/activities/technical-specifications-interoperability_en|access-date=2022-01-28|website=European Union Agency for Railways|language=en}}

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. Meanwhile, the construction of the Rail Baltica infrastructure started in 2019, the first operations should start on some of the sections by 2028 and the overall corridor should be completed by 2030.{{Cite web|url=http://www.railbaltica.org/video/rail-baltica-is-your-future/|title=Rail Baltica is your future {{!}} Rail Baltica |website=www.railbaltica.org |language=en-US|access-date=2018-05-24}}{{Cite web |url=http://www.railbaltica.org/wp-content/uploads/2017/05/Intergovernmental_Agreement_2017.pdf|title=AGREEMENT OF THE DEVELOPMENT OF THE RAIL BALTIC/RAIL BALTICA RAILWAY CONNECTION}}

The overall length of the railway between Tallinn and Warsaw will be at least {{convert|950|km|abbr=on}}, while the length within the Baltic States proper will be {{convert|870|km|abbr=on}}.

In 2017, all three Baltic parliaments ratified the Inter-Governmental Agreement for the Rail Baltica project, thereby confirming their long-term commitment to the 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. The analysis showed that the project was financially feasible and viable, and its measurable benefits would outweigh the costs.{{Cite web |last=EY |title=Rail Baltica Global Project Cost-Benefit Analysis Final Report |url=http://www.railbaltica.org/wp-content/uploads/2017/04/RB_CBA_FINAL_REPORT_0405.pdf |website=www.railbaltica.org}}

In August 2016, the spatial planning for the entire Rail Baltica railway line was approved in Latvia by the decision of the Latvian Government. This was followed by the approval of the Lithuanian Government in January 2017 for their respective section from Kaunas to the border with Latvia. The route for the section from Kaunas to the border with Poland, known as Rail Baltica I, is subject to the results of an Upgrade Feasibility Study. On 14 February 2018, the Ministry of Public Administration of the Republic of Estonia approved the spatial plan for the line in Estonia, leading to the setting of the final route and preliminary design of the railway in the country. With Estonia's decision, the spatial territorial planning and preliminary technical design of the Rail Baltica railway in the Baltic states was finalised.{{Cite web|url=http://www.railbaltica.org/route-setting-and-spatial-territorial-planning-for-rail-baltica-railway-finalised-in-all-three-baltic-states/|title=Route setting and spatial territorial planning for Rail Baltica railway finalised in all three Baltic states {{!}} Rail Baltica|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}}

The Rail Baltica project entered the design phase in all three Baltic States with the approval of detailed design guidelines. Certain sections have finished consolidating preliminary technical design, tendering the detailed technical design services, and preparing a BIM strategy. On 20 March 2018, the first Rail Baltica construction design and supervision contract—for Rail Baltica's Riga International Airport railway station, related infrastructure, and viaduct—was signed by Eiropas Dzelzceļa līnijas SIA and PROSIV, the winner of the open international tender and a partnership of suppliers from three countries: Prodex (Slovakia), Sintagma (Italy), and Vektors T (Latvia).{{Cite web|url=http://edzl.lv/en/news/the-first-rail-baltica-construction-design-and-supervision-contract-signed-in-the-baltics.html|title=The first Rail Baltica construction design and supervision contract signed in the Baltics - Edzl|website=edzl.lv|language=lv|access-date=2018-05-24|archive-date=2018-08-06|archive-url=https://web.archive.org/web/20180806145647/http://edzl.lv/en/news/the-first-rail-baltica-construction-design-and-supervision-contract-signed-in-the-baltics.html|url-status=dead}}

In 2018, studies related to commercialisation and supply materials were finalised, including a long-term business plan, an operational plan, an infrastructure management study, and an upgraded feasibility study of the European gauge railway line from Kaunas to the Lithuanian–Polish border.{{Cite web|url=http://www.railbaltica.org/annual-press-conference-of-the-rail-baltica-implementers-2/|title=Annual Press Conference of the Rail Baltica implementers {{!}} Rail Baltica|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}} In 2019, the first cornerstone of Rail Baltica was laid in Estonia to mark the beginning of construction of the Saustinõmme viaduct. Also, detailed technical design contracts were signed for the following sections: Tallinn–Rapla and Pärnu–Rapla in Estonia, Kaunas–Ramygala and Ramygala–Latvian/Lithuanian border in Lithuania, and Vangaži–Salaspils–Misa and the main line through Riga in Latvia.{{Cite web|title=Interactive map|url=https://www.railbaltica.org/info/en/interactive-map|access-date=2020-09-21|website=www.railbaltica.org}} With the contracts signed, geotechnical research was started in different sections of the railway in order to gather information about the soil.

In 2020, the development of detailed technical design had progressed to cover {{Convert|643|km|abbr=on}} of the main track, which included all railway sections in Estonia and Latvia as well as sections from Kaunas to the Latvian/Lithuanian border in Lithuania.

In Estonia, discussions about environmental impact assessment were started and meetings were planned until the end of 2020. During the discussions, people were invited to ask questions regarding the project's environmental impact, while various technical solutions were presented.{{Cite web|title=Kõrvek: Conducting Rail Baltica's environmental impact assessment discussions electronically has proven itself useful {{!}} Rail Baltica|url=https://www.railbaltica.org/korvek-conducting-rail-balticas-environmental-impact-assessment-discussions-electronically-has-proven-itself-useful/|access-date=2020-09-21|website=www.railbaltica.org|language=en-US}}

In Latvia, the Riga Central Station construction was officially started with ceremonies on 23 November 2020.{{Cite web|title=The Start of Construction of Rail Baltica Central Hub in Riga {{!}} Rail Baltica|url=https://www.railbaltica.org/the-start-of-construction-of-rail-baltica-central-hub-in-riga/|access-date=2020-12-01|website=www.railbaltica.org|language=en}} On the 3rd of February 2021, the project implementer of Riga Airport Station was also chosen; construction began in May 2021 and is ongoing {{as of|2023|7|lc=on}}.{{Cite web |date=2023-07-05 |title=At Riga International Airport, the construction of the Rail Baltica passenger terminal's reinforced concrete structures and railway platforms is underway {{!}} Rail Baltica |url=https://www.railbaltica.org/at-riga-international-airport-the-construction-of-the-rail-baltica-passenger-terminals-reinforced-concrete-structures-and-railway-platforms-is-underway/ |access-date=2023-12-06 |website=www.railbaltica.org |language=en-US}} Talks with NGOs in Riga were started to discuss technical solutions within the city, especially for infrastructure elements such as crossings and overpasses.{{Cite web|title=Publiskā diskusija "Rail Baltica kā projekts Rīgas attīstībai" {{!}} Rail Baltica|url=https://www.railbaltica.org/lv/publiskaja-diskusija-rail-baltica-ka-projekts-rigas-attistibai/|access-date=2020-09-21|website=www.railbaltica.org|language=lv-LV}}

The Russian invasion of Ukraine has raised the importance of this European project, because of the connectivity across Europe that it will create, for civilian and military travel. Lithuania has a new commission to speed construction within the cities (freight terminal facilities and passenger depot). Estonia faces cost increases and construction delays.{{cite news |url=https://www.railway-technology.com/features/how-rail-baltica-is-making-progress/#catfish |title=How Rail Baltica is making progress |work=Railway Technology |first=Andrew |last=Tunnicliffe |date=March 7, 2023 |quote=In addition, projected costs for the multi-billion-Euro project continue to rise above initial estimates. At the end of 2022, it was reported costs for the Estonia section alone were expected to be €1.8bn, almost double what had originally been projected. Speaking to Estonia’s daily newspaper, Postimees, Anvar Salomets, Chair of the board at RB Eesti, acknowledged the difficulties this section had faced, saying: “It is indeed the case that the design of the main route of the railway has proved difficult.” |access-date=June 30, 2023 }}

{{As of|2023}}, the project completion is scheduled for 2030, with services starting in 2028 on some sections.[https://www.railbaltica.org/about-rail-baltica/ Rail Baltica – Project of the Century"] on the Rail Baltica official website, accessed on 26 April 2023.

The Rail Baltica project is being implemented by the three Baltic States: Estonia, Latvia, and Lithuania. Finland announced in February 2019 that it will also join the project.{{Cite web|url=https://news.err.ee/907106/finland-to-formally-join-rail-baltica-joint-venture|title=Finland to formally join Rail Baltica joint venture|last=Estonian Public Broadcasting|first=BNS {{!}}|date=2019-02-03|website=ERR|language=en|access-date=2019-02-15}}{{Cite web|url=http://www.railbaltica.org/finland-to-join-the-rail-baltica-joint-ventures-as-a-shareholder/|title=Finland to join the Rail Baltica Joint Ventures as a shareholder {{!}} Rail Baltica|date=2019-02-05|website=www.railbaltica.org|language=en-US|access-date=2019-02-15}}{{Cite web|url=https://www.railtech.com/policy/2019/02/04/finland-to-become-shareholder-of-rail-baltica/|title=Finland will take part in Rail Baltica|date=2019-02-04|website=RailTech.com|language=en-GB|access-date=2019-02-15}}{{Cite web|url=https://emerging-europe.com/news/finland-hops-on-board-rail-baltica/|title=Finland hops on board Rail Baltica|last=Shah|first=Shakhil|date=2019-02-05|website=Emerging Europe|access-date=2019-02-15}}

The beneficiaries of the Rail Baltica project are ministries of the three Baltic States: Estonia's Ministry of Economic Affairs and Communications, Latvia's Ministry of Transport, and Lithuania's Ministry of Transport and Communications. In 2014, they established RB Rail AS, a joint venture that acts as the main coordinator and project implementer for the project. Its main business is the design, construction, and marketing of the railway. RB Rail AS also submits EU financing proposals for the Rail Baltica purchasing body for all parties for the procurement of studies, plans, designs for the Global Project, sub-systems (control, command, and signalling and energy/electrification), raw materials, key components, and cross-border track sections.{{Cite web|url=http://www.railbaltica.org/project-implementers/main-coordinator/|title=Main Coordinator|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}}

Rail Baltic Estonia OU in Estonia, Eiropas Dzelzceļa līnijas SIA in Latvia, and Rail Baltica statyba UAB and LtgInfra in Lithuania are the national implementing bodies. All construction carried out by the implementing bodies is done under the supervision of RB Rail AS and is based on common procurement principles, rules, and contract templates.{{Cite web|url=http://www.railbaltica.org/project-implementers/|title=Project Implementers|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}}

File:RB_Project_Structure-copy-1.png

A feasibility study of Rail Baltica in the three Baltic States carried out by AECOM in May 2011 estimated a cost of €3.6 billion for the railway and proved that Rail Baltica is economically viable. Based on that study, key political and practical decisions—both on the national and EU level—were made to implement Rail Baltica.{{Cite web|url=http://www.railbaltica.org/wp-content/uploads/2017/05/AECOM_Rail_Baltica_Final_Report_Executive_Summary_31_05_11_FINAL_v2.pdf|title=Rail Baltica Final Report}}

Since the AECOM study, the project has grown to include additional elements to the Rail Baltica Global Project for better connectivity, passenger mobility, and inter-modality. These additions include routing the Rail Baltica passenger mainline through the Riga International Airport and the construction of the airport passenger station (Latvia), the Kaunas–Vilnius connection (Lithuania), an improved connection in Kaunas (Lithuania), and the construction of the Ülemiste–Tallinn airport tram line (Estonia). Moreover, the preparation of environmental impact assessments, spatial planning, and some preliminary designs has provided better investment estimations for the project.

Thus, in April 2017, the overall cost of the Rail Baltica Global Project implementation in all three countries—including the construction of the Kaunas–Vilnius section—was estimated to be €5.8 billion, according to a cost-benefit study carried out by Ernst & Young.{{cite web|url=https://news.err.ee/587839/rail-baltic-to-cost-5-8-billion|title=Rail Baltic to cost €5.8 billion|last=ERR|date=3 April 2017|website=ERR}} According to the analysis, the project's economic feasibility and social benefits were still proved, providing the necessary updated parameters for continued EU and national co-financing of the project.

The project's profitability lies in its wider socio-economic benefits, which Ernst & Young estimated to be around €16.22 billion.{{cite web|url=https://news.err.ee/591968/analysis-rail-baltic-project-to-have-3-96-billion-gap|title=Analysis: Rail Baltic project to have €3.96 billion gap|last=ERR|date=25 April 2017|website=ERR}} In addition, several immeasurable (mostly catalytic) benefits would be created through regional integration, such as tourism development, new business creation, increased attractiveness to FDI, access to new export markets, technological transfer, and innovation.

The project is financed by the member states, the European Union TEN-T budget, and the Structural and Cohesion Funds provided to the EU New Member States.{{cite press release |title=Trans-European Transport Network (TEN-T): selection of projects for the TEN-T multi-annual programme 2007–2013 and the annual TEN-T programme 2007 |publisher=European Union |url= http://europa.eu/rapid/pressReleasesAction.do?reference=MEMO/07/491&format=HTML&aged=0&language=EN&guiLanguage=en |date=21 November 2007}} By the start of 2018, the three Baltic States and RB Rail AS had received two grants totaling €765 million designed under the CEF for the construction of the Rail Baltica railway. On 13 July 2018, a third grant agreement was signed for an additional €130 million, of which €110 million was CEF contribution.{{cite web |title=Third CEF Grant Agreement for Rail Baltica Global project signed |url=http://www.railbaltica.org/third-cef-grant-agreement-for-rail-baltica-global-project-signed/ |website=Rail Baltica |access-date=23 July 2018}} In July 2020, another CEF funding was received, amounting to €216 million for construction, technical design, and planning works.{{Cite web|title=Rail Baltica receives next round of funding {{!}} Rail Baltica|url=https://www.railbaltica.org/rail-baltica-receives-next-round-of-funding/|access-date=2020-09-21|website=www.railbaltica.org|language=en-US}} In total, the project has received around €1.2 billion from the EU and national funds.

In October 2023 Rail Baltica joint venture of the Baltic States, RB Rail AS, announced the signing of an additional cross-border Grant Agreement for Connecting Europe Facility (CEF) funding, which amounted to 928 million euros CEF support. This substantial funding, combined with national co-financing from the three Baltic States, will exceed 1.1 billion euros, enabling necessary activities for further high-speed infrastructure development.{{cite web |url=https://eng.lsm.lv/article/economy/transport/18.10.2023-rail-baltica-cleared-to-receive-another-billion-euros.a528342/|title=Rail Baltica cleared to receive another billion euros|website=Public broadcasting of Latvia|date=18 October 2023}}

File:Rail Baltica.svg

The planning phase of Rail Baltica took place from 2010 to 2017.{{citation needed|date=October 2022}} In 2011, the three Baltic States agreed on a route connecting Tallinn, Pärnu, Riga, Panevėžys, and Kaunas.{{cite web |url=http://www.baltic-course.com/eng/transport/?doc=38760 |title=Rail Baltica's fate to become clearer by the end of May |date=March 2011 |format=PDF}} A feasibility study for this option estimated the line would cost about €3.68 billion in total.{{cite web |url=http://www.baltic-course.com/eng/transport/?doc=42701 |title=Project Rail Baltica would cost EUR 3.68 bln |date=June 2011}}

During the planning of the location of the project route in the Baltic States, a conceptual agreement among the three countries was reached that the railway should be as straight as possible, as this provides the highest benefits at the lowest cost. The shorter and more direct the route is, the faster traffic it can ensure, which economically has the highest advantage compared to its alternatives. This was confirmed by an AECOM study in 2013.{{citation needed|date=October 2022}}

Initially, two options were considered. Both options included upgrading the existing standard gauge railway to enable travel speeds of up to {{convert|160|km/h|abbr=on}} along the stretch in Poland from Warsaw via Białystok and Ełk to Trakiszki, followed by a new railway with standard gauge from Trakiszki to Kaunas. For the remainder of the route to Tallinn, two different options were considered:

1. The first option was to upgrade the existing state-owned Tallinn–Tartu–Riga–Joniškis railway to 160 km/h (maintaining its Russian gauge) and build a new state-owned railway from Joniškis–Kaunas with 160 km/h, also at Russian gauge. However, 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.{{citation needed|date=October 2022}}
2. The second option was a new standard gauge railway with {{convert|200|km/h|abbr=on}} speed and 3 kV DC power (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.{{cite web |url= http://ec.europa.eu/regional_policy/sources/docgener/evaluation/railbaltica/concl_en.PDF |title=Feasibility study on Rail Baltica railways |date=January 2007 |work=European Commission, Directorate-General for Regional Policy}} 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,{{cite web |url=https://bnn-news.com/estonia-to-close-railway-line-and-wait-for-rail-baltica-193449 |title=Estonia to close railway line and wait for Rail Baltica|website=Baltic News Network|date=6 November 2018}} as it required a €17 million refurbishment.[https://news.err.ee/874854/tallinn-parnu-railway-line-to-be-closed-permanently-in-december ERR News. Tallinn-Pärnu railway line to be closed permanently in December.] news.err.ee accessed 7 June 2019

The Šiauliai–Latvian border rail section (using broad gauge) was newly built and scheduled to be finished in 2015{{Update inline|date=May 2023}} with an estimated cost of €270 million. 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.{{citation needed|date=October 2022}}

File:RB_infografiki_Karte_EN.jpg

File:Rail Baltica future tracks at Ülemiste.jpg in Tallinn]]

File:Construction of Ülemiste station, Rail Baltica.jpg

In 2017, the parliaments of the three Baltic States ratified the intergovernmental agreement on Rail Baltica, stating that the "route shall be from Tallinn through Pärnu–Riga–Panevėžys–Kaunas to the Lithuanian/Polish state border with a connection of Vilnius–Kaunas as a part of the railway" and defining a design speed of 240 km/h for passenger travel. Thus, the Rail Baltica Global Project route was aligned from Tallinn until Kaunas, with the pre-existing European gauge railway line section from Kaunas to the Lithuanian/Polish border being subject to the results of the Upgrade Feasibility Study.{{Cite web|url=http://www.railbaltica.org/rail-baltica-route-setting-in-the-baltics/|title=Rail Baltica Route Setting in the Baltics {{!}} Rail Baltica|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}} Nevertheless, in April 2018, the Ministries of the three Baltic States approved the design guidelines of Rail Baltica, which state that the maximum design speed will be 249 km/h and maximum operational speed should be 234 km/h.{{Cite web|url=http://www.railbaltica.org/rail-baltica-design-guidelines-approved/|title=Rail Baltica Design Guidelines Approved {{!}} Rail Baltica|website=www.railbaltica.org|language=en-US|access-date=2018-05-24}}

For the Kaunas (Jiesia)–Lithuanian/Polish border section, a 78.1 km route named "alternative 6A" was approved in May 2022 by the Lithuanian Ministry of Transport and Communications, taking into account the opinion of the majority of the local residents.{{Cite web | url=https://sumin.lrv.lt/uploads/sumin/documents/files/02_SPAV%20ataskaita_%20Tekstiniai%20priedai.pdf | title=Tekstiniai Priedai (Text Attachments) (planning document comparing several alternative routes for the Kaunas (Jiesia) - Lithuanian-Polish border section) | via=Government of Lithuania | date=February 2022 | access-date=2022-05-18 | archive-date=2022-03-31 | archive-url=https://web.archive.org/web/20220331120311/https://sumin.lrv.lt/uploads/sumin/documents/files/02_SPAV%20ataskaita_%20Tekstiniai%20priedai.pdf | url-status=dead }} This optimal route is the shortest among the alternatives which were proposed and the most remote from the urban areas.

The Polish section of Rail Baltica is being upgraded to allow passenger trains to run at 200 km/h.{{cite news |first=Jakub |last=Madrjas |title=Zmieniona koncepcja Rail Baltiki w Polsce. Nowy przebieg i obwodnica Białegostoku |trans-title=Amended concept of Rail Baltica in Poland. New route and Białystok bypass |url=https://www.rynek-kolejowy.pl/wiadomosci/zmieniona-koncepcja-rail-baltica-w-polsce-nowy-przebieg-i-obwodnica-bialegostoku-95187.html |website=Rynek Kolejowy |date=24 January 2020 |language=pl }} The Ełk–state border section may be built to allow 250 km/h and may be electrified using the 25 kV AC system.{{cite news |first=Jakub |last=Madrjas |title=Adamczyk: Zmieniamy projekt Rail Baltica na prośbę Komisji Europejskiej. Będzie 250 km/h? |trans-title=Adamczyk: following European Commission request, we amend Rail Baltica project. Will there be 250 km/h? |url=https://www.rynek-kolejowy.pl/wiadomosci/adamczyk-zmieniamy-projekt-rail-baltica-na-prosbe-komisji-europejskiej-bedzie-250-kmh-92903.html |website=Rynek Kolejowy |date=25 July 2019 |language=pl }}

On 29 February 2024, construction on the Rail Baltica Riga Central Railway Station reached the rooftop, which was celebrated with a ceremony according to Latvian tradition. This train station is expected to become the busiest in the Baltics once Rail Baltica is fully operational.{{Cite web |title=The rooftop ceremony of Rail Baltica at Riga Central Station was celebrated |author= |work=baltictimes.com |date=1 March 2024 |access-date=19 April 2024 |url= https://www.baltictimes.com/the_rooftop_ceremony_of_rail_baltica_at_riga_central_station_was_celebrated/}}

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 one track at European standard-gauge 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.{{cite news|title=Lithuanian, Polish railways to launch Kaunas-Bialystok passenger route in June|publisher=The Baltic Course |url= http://www.baltic-course.com/eng/good_for_business/?doc=121482 |date=31 May 2016}}

In Estonia and Latvia, implementation of the Rail Baltica I project included upgrades of the existing rail lines in the region.{{cite web|url=https://ec.europa.eu/inea/en/ten-t/ten-t-projects/projects-by-priority-project/priority-project-27|title=Priority Project 27|website=Innovation and Networks Executive Agency - European Commission}} The {{convert|66|km|mi|adj=mid|-long}} Russian gauge line from Tartu to Valga (on the Latvian border) in Estonia was renovated between 2008 and 2010. The work was done by the Finnish VR Group for a cost of €40 million.{{cite web |title=Mid-Term Review |format=PDF, 65 MB |work=Detailed report from 2010 |pages=161–172 (PDF) |url=http://ec.europa.eu/transport/wcm/infrastructure/ten-t_map_project_portfolio.pdf |archive-url=https://web.archive.org/web/20121103110640/http://ec.europa.eu/transport/wcm/infrastructure/ten-t_map_project_portfolio.pdf |url-status=dead |archive-date=2012-11-03 |year=2010 }}{{cite press release |title=VR-Track wins superstructure renovation contract for Tartu-Valga track |author=VR Group |location=Finland |url=http://www.vrgroup.fi/vakiolinkit/VRinforms/news_119.html |date=28 April 2008 }}{{dead link|date=April 2018 |bot=InternetArchiveBot |fix-attempted=yes }}

The Baltic railway infrastructure will be connected to the European railway corridor, ensuring high-speed passenger travel and freight movement. Rail Baltica creates the possibility to shift the major freight transport in the regions from road to rail, which is currently being transported towards Russia and then north by heavy trucks. In the case of Poland, trucks follow local roads and directly cross the villages of Podlaskie Voivodeship.{{citation needed|date=December 2015}}

File:RB_infografiks_EN-01.jpg

According to the 2017 cost-benefit study by Ernst & Young, the benefits from Rail Baltica are calculated to be:

• €7.1 billion saved in climate change and noise reduction
• 30–40% relevant truck traffic flow shifted to railways
• 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

All in total, measurable socio-economic benefits are estimated at €16.2 billion. The assessed GDP multiplier effect the Rail Baltica Global Project would create is an additional €2 billion. It is also claimed there will be "substantial unmeasurable benefits".

In late April 2022, implementers of the Rail Baltica project presented the progress at the European Parliament where the strategic and geopolitical security importance of the project was stressed repeatedly in reference to the 2022 Russian invasion of Ukraine.[https://www.railbaltica.org/rail-baltica-global-project-progress-presented-at-the-european-parliament-necessity-of-swift-implementation-of-rail-baltica-and-eu-added-value-clearer-than-ever/ Rail Baltica global project progress presented at the European Parliament: necessity of swift implementation of Rail Baltica and EU added value clearer than ever] (26 April 2022)

Criticism started after the feasibility study published by AECOM in 2011, with the government of Lithuania keen to include a link to Vilnius.{{cite news|last1=Barrow|first1=Keith|title=Governments edge towards consensus on Rail Baltica|url=http://www.railjournal.com/index.php/main-line/governments-edge-towards-consensus-on-rail-baltica.html|work=International Rail Journal|date=11 March 2014|language=en-gb}} The mayor of Tartu, Estonia's second-largest city, called for the city to be included in the route.{{cite news|title=Current Rail Baltic route through Latvia publicly approved|url=https://news.err.ee/119874/current-rail-baltic-route-through-latvia-publicly-approved|work=ERR|date=30 November 2016|language=en}}{{cite news|title=Tartu-Valga Rail Baltic Route Should Be Considered, Says Tartu Mayor|url=http://news.err.ee/111389/tartu-valga-rail-baltic-route-should-be-considered-says-tartu-mayor|work=ERR|date=17 January 2014|language=en}}

In 2013, the Estonian Association for the Club of Rome advised the government to abandon the Rail Baltica route.{{cite news|title=Eesti Rooma Klubi soovitab Rail Balticust loobuda|url=https://www.err.ee/322052/eesti-rooma-klubi-soovitab-rail-balticust-loobuda|work=ERR|date=15 November 2013|language=et}} Problems in the environmental assessment programme have also been claimed.{{cite news|last1=Arumäe|first1=Liisu|title=Expert says Rail Baltica endangers Tallinn drinking water|url=https://news.postimees.ee/2589316/expert-says-rail-baltica-endangers-tallinn-drinking-water|work=Postimees|date=7 November 2013|language=en}}

In 2017, two Estonian environmental groups claimed that the lack of public participation on the decision made by Baltic governments and building of a new line, rather than upgrading the existing network, is in conflict with the Aarhus Convention.{{cite news|title=Estonian ex-PM: Ratification of Rail Baltic accord will result in litigation|url=https://www.baltictimes.com/estonian_ex-pm__ratification_of_rail_baltic_accord_will_result_in_litigation|work=Baltic Times|date=15 June 2017|language=en}}

In 2016 and 2017, three open letters were composed in Estonia which called on the Estonian government and parliament to stop the project in its planned form.Open letter of 101 public people requesting the Estonian government stop Rail Baltic via et.wikipedia.orgOpen letter of 152 public people requesting the Estonian government stop Rail Baltic via et.wikipedia.orgOpen letter of 222 public people requesting the Estonian government stop Rail Baltic via et.wikipedia.org The main arguments in these letters were that the new track as a greenfield project will cause too much damage to nature and does not essentially improve travel possibilities.

On 8 June 2017, 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, claiming that €4.1 billion of the stated socio-economic benefits are faulty and therefore the Rail Baltica project was neither feasible nor eligible for EU financing.{{cite web |url=http://avalikultrailbalticust.ee/PDF/RB%20EY%20errors.pdf |title=Humal, Lambot, Paul, Vibo. Major mistakes in Rail Baltic CBA made by EY |website=avalikultrailbalticust.ee}} They asked for comments from RB Rail AS, the Rail Baltica coordinator, who provided answers four months later.{{cite web |url=http://www.railbaltica.org/wp-content/uploads/2017/04/ResponsetoARB_102017.pdf|title=RB Rail AS Comments on MTÜ ARB's questions |website=www.railbaltica.org}} The authors of the first study claimed that the issues raised in their previous analysis were not adequately addressed in the official replies and that therefore Rail Baltica will be detrimental to society.[http://avalikultrailbalticust.ee/PDF/ARB_MMistakesRB_CBA_by_EY.pdf Humal, Lambot, Paul, Vibo. Major mistakes in Rail Baltica Cost-Benefit Analysis made by Ernst & Young Baltic] avalikultrailbalticust.ee{{citation |url=http://www.railbaltica.org/wp-content/uploads/2017/04/5609474-HR-to-Mr-Humal.pdf |publisher=European Commission Directorate-General for Mobility and Transport, Directorate B - Investment, Innovate & Sustainable Transport - The DIRECTOR |title=Re: Rail Baltica Project - Mr Humal Letter of 19 September 2017 |website=www.railbaltica.org |date=October 17, 2017 }}

The authors of the critical analysis have been accused of having a conflict of interest, as one of the authors owns a logistics company. It has been claimed that Rail Baltica would decrease the volume of business for road transport businesses. The author has denied these claims.{{Cite web |url=https://www.delfi.ee/news/paevauudised/eesti/tiibmanoover-valitsusparteid-kulutasid-katuseraha-rail-balticu-kohtus-takistamiseks?id=88866829 |title =Tiibmanööver: Valitsusparteid kulutasid katuseraha Rail Balticu kohtus takistamiseks |website=www.delfi.ee}}

• Via Baltica (E67)
• Helsinki–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

{{Reflist}}

{{Commons category}}

• {{YouTube|3yBM_mgDkzs|Zoom in on Rail Baltica}}
• {{YouTube|l2B85SQc0j0|The EU’s €5.8BN Railway to Secure Europe}}
• {{YouTube|FgX1Ml2K3yc|Rail Baltica Riga/ Construction of the Central Station Riga/ Latvia/ European Mega Project Update}}
• {{YouTube|UIltcI7cfZ0|Rail Baltica Ülemiste ühisterminal}}
• {{YouTube|GzXaFj5EOq8|Rail Baltica Central Station Project in Riga}}
• {{YouTube|xmJfOWFHyMU|Rail Baltica station at the Riga International Airport}}
• [http://railbaltica.org/ Official website] – Rail Baltica Global Project
• [https://www.openstreetmap.org/relation/12646139#map=6/56.165/24.644 Planned route of Rail Baltica on Open Street Map]
• European Commission: [http://ec.europa.eu/ten/transport/coordinators/index_en.htm Progress report on Rail Baltica compiled by the European coordinator of the project] Pavel Telička, July 2007 – July 2008
• [http://www.green-ten-t.eu/core-networks/corridor-1/ Information about Rail Baltica on the TEN-T website of Greens/EFA in the European Parliament] {{Webarchive|url=https://web.archive.org/web/20190602141406/http://www.green-ten-t.eu/core-networks/corridor-1/ |date=2019-06-02 }}
• European Commission: [http://ec.europa.eu/regional_policy/sources/docgener/evaluation/railbaltica/concl_en.PDF Feasibility study on Rail Baltica railways – Main conclusions and recommendations] January 2007
• European Commission: [http://ec.europa.eu/regional_policy/sources/docgener/evaluation/railbaltica/annex.PDF Feasibility study on Rail Baltica railways – Annexes] January 2007
• [https://web.archive.org/web/20130211090319/http://tentea.ec.europa.eu/en/ten-t_projects/30_priority_projects/priority_project_27/priority_project_27.htm Priority Project 27]
• [http://www.baltic-course.com/eng/transport/?doc=117782 Baltic countries' agreement on Rail Baltica project to be signed at the beginning of summer]

{{Trans-European Transport Networks |state=expanded}}

{{Higher-speed rail |state=collapsed}}

{{Authority control}}

Category:European Union transport policy

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