Infrastruct

This proposal is complementary to the proposed high-speed line Berlin – Riga – Tallinn, and provides a second high-speed route into the Baltic States region.

The current rail route Warsaw – Kaunas is indirect (via Białystok and Šeštokai), and low-quality, with a break of gauge at Šeštokai. It is 437 km long: the great circle distance is 353 km. Nevertheless, it is included in the Trans-European Networks as part of the Rail Baltica project. This low-quality upgrade of north-south rail routes through the Baltic States, takes second place to the north-south motorway project, the Via Baltica. The project budget includes € 300 million for the Lithuanian section, primarily to benefit freight traffic. The existing route from Kaunas to Riga is also indirect (via Šiauliai, 283 km). It is also part of the Rail Baltica axis, and is scheduled for upgrading by 2014. However, the planned budget of €3 million per kilometre would not allow a major transformation of the line. In any case, there is currently no passenger service into Latvia. (From Riga, Rail Baltica follows another indirect route, via Tartu, to Tallinn).

The route proposed here avoids Białystok, with a new high-speed line via Łomża and Suwałki to Kaunas. (This was one of the route options considered for the Via Baltica). Near Warsaw and Kaunas, it would follow existing alignments. This section would be about 400 km long. North of Kaunas, a new high-speed line would run on an entirely new alignment, via Kėdainiai, Panevėžys, and Bauska to Riga (about 280 km). The route would be standard gauge, and near Riga it would share the tracks of the proposed Berlin – Riga – Tallinn line. The present arrangement of rail gauges in the region should be re-assessed. One possible option is that the main north-south lines are standard-gauge, and the main east-west lines Russian gauge (1520 mm). Each regional and local line would then use the most appropriate gauge, for its place in this pattern.

The proposed line Warsaw-Kaunas

The new line would start at Warsaw (Warszawa, metropolitan area population about 3 million), using the cross-city east-west line line out of Warszawa Centralna, of from a new central station. After crossing the Vistula (Wisła), it would use a new link line, parallel to the Elsnerów tunnel, proposed for the Warsaw urban-regional metro:

This link takes the trains to the Polish line 6, formerly the 1333 km Warsaw – Vilnius – St. Petersburg line (1862). (The line starts from Warszawa Wileńska station). Train would then continue on new tracks, as much as possible parallel to the old line (itself a straight alignment).

North of Łochów, 60 km from warsaw, the new line would diverge from the old main line, turning north-northeast toward Ostrów Mazowiecka. The first station would be at this town (population 23 000), the capital of Ostrów Mazowiecka Powiat (75 000). From there, the line would continue about 50 km north-northeast, roughly parallel to highway 63, to Łomża. This is a small city (population 63 000), and capital of Łomża Powiat (114 000 including Łomża).

North of Łomża, the line would run about 85 km north to Ełk (at first parallel to highway 61). Ełk (German Lyck) has a population of 58 000, and is the capital of Ełk Powiat (total 85 000). Here, the new line crosses the former line Königsberg – Lyck – Białystok, which is not currently in operation as a through route. This line should be restored and upgraded over its entire length, as an important inter-regional link. From Ełk, the new line would turn north-east to Suwałki, following part of the existing route Elk – Olecko – Suwałki. The Ełk – Olecko line was built as the Preussische Ostbahn line Insterburg – Goldap – Lyck (1879). The Olecko – Suwałki line was a branch of that line, so the existing route is indirect. The new line would take a shorter route south of Olecko.

The next station, about 45 km from Ełk, is at Suwałki (population 69 000, with another 35 000 in Suwałki Powiat). This is a regional centre, formerly the capital of Suwałki Voivodeship, with a population of almost 500 000. The present terminal station would be replaced by a through station, for instance on the 653 road.

North of Suwałki, the existing line follows an indirect route toward Marijampolė, via the break-of-gauge station at Šeštokai. The new alignment would be closer to the straight E67 road, for about 60 km, to Marijampolė. This is a regional centre with a population of 47 000, capital of Marijampolė apskritis or county (181 000). Near the city, the new line would run beside the existing line, but on separate tracks. (The broad-gauge line Marijampolė – Šeštokai continues only to Alytus, and terminates there, so conversion to standard gauge would be easy).

From Marijampolė, the line would largely follow the existing alignment via Kazlų Rūda (where it joins the main Kaliningrad – Kaunas line). This is not the shortest route, but it would allow a later standard-gauge HSL from Kaliningrad. A station at Kazlų Rūda (population 7 000, municipality 15 000) is possible: not all trains would need to stop there. From there, the line would turn west-northwest toward Kaunas.

Central Kaunas

The existing line enters Kaunas from the south, crossing the River Neman just south of the main station (which is east of the city centre). The new line would need new tracks, a new bridge, and reconstruction of the station. Kaunas has a population of 355 000, the region (Kauno apskritis) 675 000.

The new Kaunas-Riga line

The existing lines leave the city in a north-western direction, toward Jonava (trains to Šiauliai make a right-angle turn there). The new Riga line would turn due north, toward Kėdainiai, near Kaunas Airport. A station here would be difficult, since the terminal is on the north side of the single runway. Possibly, the new line could turn north just after the station, with an alignment in tunnel out of the city.

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At Kėdainiai, the new line would run beside the existing line, upgraded to remove the S-curve at the river. Kėdainiai has 31 000 inhabitants, with 66 000 in the district municipality. Here, the new line would have interchange with the main east-west line Vilnius – Šiauliai – Klaipėda. North of the station, the new line would turn north to Panevėžys, approximately parallel to the Nevėžis River. The existing line through Panevėžys (from Šiauliai to Daugavpils) runs east-west, with a station just north of the central area. The new line would use this alignment, turning east through the city, and then north toward Bauska and Riga. Panevėžys has 113 000 inhabitants, with a total of 290 000 in the Panevėžys region (apskritis). The next station would be 35 km north at Pasvalys, a small town (population 8 500, district 33 000).

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Here the line would run parallel to the A10 / E67 road. About 45 km further north, the next station would be at Bauska (population 11 000, Bauska Rayon 52 000), a small regional centre in the Zemgale region. Here too, the alignment would roughly parallel the E67 / A10 road, with a station just east of the town.

From there, the line would at first follow the A10. At Iecava, it would turn away from the road, to run almost due north to Tiraine, on the main line into Riga. Here, the new line would join the proposed high-speed line Berlin – Riga. The Bauska – Riga section would be about 65 km long, so it would also have a regional function. (Bauska is a tourist destination, for the baroque Rundāle Palace 10 km west of the town).

Proposed Kaliningrad-Riga line

Riga is the largest city in the Baltic states (717 000), and is a logical end point for a service from Warsaw. The new standard-gauge line would cross the Daugava river into a reconstructed Riga station: it is just south of the historic city centre (Vecriga).

Journey time Warsaw – Riga should be under 5 hours. The line would carry a combination of through services, and high-speed regional services (such as Kaunas – Panevėžys).

This proposal is related to the proposed regional rail line Valmiera – Pärnu, and also to the proposed Berlin – Riga – Tallinn high-speed line, especially if it was routed through Valmiera. The Riga – Valmiera line carried services to Tartu and Pskov, via Valka/Valga(services to Tartu are currently suspended). The Pärnu – Valmiera line would connect at Mõisaküla to a restored line to Viljandi, in turn connecting with Viljandi – Tallinn services.

In other words, two north-south routes from Tallinn would reach Valmiera. Valmiera would also be the first station on any future high-speed line from Riga to Tartu, Pskov, and St. Petersburg, by-passing the current line via Cesis (121 km). However, the only way to travel south from Valmiera by rail, is via Riga. There is no ‘cross-country’ link from Valmiera, the regional centre of Vidzeme region, to the the Daugava river axis, and to the more densely populated Latgale region. The Daugava river rail line, as far as Jēkabpils, is part of the shortest route Riga – Moscow. The east-west orientation of the rail lines developed under the Russian Empire, and the Soviet Union, but it is not an ideological whim. It reflects the transit function of the Baltic ports for the Russian hinterland, which they still retain. In fact, north-south rail connections worsened after the independence of the Baltic States.

The proposed new route would use the existing Riga line from Valmiera (population 27 500, district population 60 000) through Cēsis, 28 km further south. There are three intermediate stations. Cēsis has a population of 18 000 (district 57 000). About 10 km south of Cēsis, near the crossing of the rail line and the A2 highway, and near Āraiši station, the new section would begin.

The new line (about 95 km long) would approximately follow the P31 road to Ērgļi (2 500 inhabitants). There is already a station at Ērgļi, the terminus of rail line Riga -Ērgļi. The line was built in 1935, and the plan was to extend it via Madona to Kārsava (on the main Warsaw – St. Petersburg line), creating an east-west line. Instead it was left as a minor rural line from Riga: the new line would give it some regional function. There would be no other stations on the new section: the area is heavily forested, and thinly populated.

From Ērgļi, the new line would approximately follow the P78 road, to Pļaviņas station, on the main line along the Daugava river – the 1861 Riga – Dünaburg railway. Pļaviņas (population 4 000) is also the junction, for the branch line to Madona and Gulbene – both small district capitals, with a population of 9 000 each. (The branch was originally a narrow-gauge line to Valka/Valga).

From Pļaviņas, trains would use the main line for about 15 km, to Jēkabpils. (population 27 000, district 53 000). Here, the line to Moscow via Rēzekne, diverges from the line along the river to Daugavpils, the largest city in the region (population 108 000). The station is in fact at the northern edge of Krustpils, across the river from the old town of Jēkabpils. It should be relocated closer to the bridge, which would mean re-routing the Rēzekne line over a short link from Zīlāni.

Jēkabpils is the logical terminus for a regional service from Valmiera: passenger can change for Intercity trains to Rēzekne (100 km to the east) and Daugavpils (90 km south-east). The total length of the route is about 150 km, and since most of it will be on new line, or existing main line, journey time can be under 2 hours.

Saaremaa is a large Baltic island (2 900 km2) north of the Gulf of Riga. Since 1896, it is joined to the smaller island of Muhu by a causeway. Muhu is separated from the mainland by the Suur Strait. Together the islands form Saare County with 37 000 inhabitants. Its capital, the only town, is Kuressaare (population 15 000).

Access to Saaremaa was restricted during the Soviet period, because it housed several military bases. Since the 1990’s, it has become a Baltic-level tourist destination, with about 300 000 visitors/year. There is a summer ferry service to Ventspils, and summer air services to Stockholm, Riga and Helsinki. Traffic flows are therefore higher than would be expected, given the population – especially on the route to Tallinn, the nearest large city (population 400 000). There are 15 Tallinn – Kuressaare bus services per day, taking about 4 hours for the journey. The main connection for road traffic is the hourly ferry from Virtsu to Kuivastu, across the Suur Strait, part of Highway 10, Risti – Virtsu – Kuivastu – Kuressaare. From 1931 to 1968, Virtsu was the terminus of the 96-km narrow-gauge line Rapla – Virtsu, which connected to the older Viljandi – Tallinn line at Rapla. It provided a 150-km link, from Tallinn to the ferry.

Since the 1990’s, the idea of a fixed link across the Suur Strait (already proposed in the 1930’s) has been discussed. The project has reached the stage of an environmental impact assessment, but there is no final decision, or construction date. The only options under consideration are a road bridge, or a road tunnel. The strait is relatively shallow, with a maximum depth of 24 m and it is 7 km wide. The fixed link would be 8 to 9 km long, depending on the route option. (Most pass Virtsu: some lie further north, and most assume use of the existing causeway Muhu – Saaremaa).

Assuming the construction of a standard-gauge Riga – Tallinn high-speed line, there are three possible options for a rail link to Saaremaa, via a Suur Strait tunnel. The first is a standard-gauge branch from the high–speed line at Märjamaa, probably using the alignment of the old narrow-gauge line. This implies a standard-gauge tunnel, and a standard-gauge line on the islands themselves. To take advantage of the high-speed route, there would be only two stations on the mainland (Märjamaa and Lihula).

Virtsu via Märjamaa, about 140 km.

A second option is an operationally separate line with a different gauge, starting at the Märjamaa station on the high-speed line. It would make sense to connect it to Rapla as well – in effect restoring the 1931 line. The disadvantage is, that passengers from Tallinn must change trains at Märjamaa.

Virtsu via Risti

The third option is a rail line parallel to the Tallinn – Saaremaa road route, via Risti. This also could be operationally separate, and use a different gauge (with additional tracks in the Tallinn area). The variant proposed here uses the former Tallinn – Haapsalu line, from Keila to Risti, and the Kirbla – Virtsu section of the old narrow-gauge line. They would be joined by a new Risti- Kirbla section. Between Keila to Tallinn, the line would follow existing lines, or use a new link from Laagri, parallel to the high-speed line. This option would facilitate re-opening of the line to Haapsalu (closed 1995). The image below shows the Saaremaa line – about 220 to 230 km – in its Baltic context:

The proposal here is a metre-gauge line, on the third route option. The Tallinn – Riga high-speed line would parallel the existing rail alignment to Saku, about 15 km south of the city centre (this is itself originally a narrow-gauge route). The proposed Saaremaa line would diverge from this alignment at Männiku, at the edge of the built-up area, and turn west to Laagri. From there it would run beside the line to Keila: this route is about 3 km longer, than the existing route via Nõmme.

At Keila, there would be an interchange station for the suburban trains (currently Elektriraudtee). From Keila, the Saaremaa line would use the alignment of the Haapsalu line, to Risti. From there, a new section of about 35 km would be built, to Kirbla. From Kirbla, it would re-use the alignment of the old line to Virtsu. There would be 8 intermediate stations on the mainland.

The line would cross the Suur Strait in tunnel, approximately on the line of the southern variants investigated for the road tunnel. (The tunnel entrances might be further back from the coast, to allow easier descent, but the tunnel would not go very deep anyway, perhaps 40 m). On Muhu and Saaremaa, the line would approximately follow the main road to Kuressaare. It might use a more southern route for the causeway (possibly relocating the road as well).

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At the end of the causeway, it would divert north, to serve a station at the edge of Orissaare. With only 1063 inhabitants, it is the second ‘urban’ centre of Saaremaa, and the station would serve the eastern end of the island. With very low rural density (about 7/km2) and no large villages, no other station on Saaremaa is needed. If the tunnel also carries cars, the terminal could also be at Orissaare. The line would enter Kuressaare on the eastern side. along Marientali tee, with a terminal station near Pihtla tee.

For comparison, the proposed Den Helder – Texel light metro would link the island of Texel (population 13 500, area 162 km2) to the mainland, by a tunnel about 7 km long (4 km undersea).

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With a modern electric metre-gauge line, and 9 intermediate stops, a Tallinn – Kuressaare journey time of well under 4 hours should be possible.

This proposal is closely related to the proposed Berlin – Riga – Tallinn high-speed line. The Riga – Tallinn section could be built via Valmiera to Pärnu. (In that case, the Riga – Valmiera high-speed section can also be used by services to Tartu and Pskov, via Valka/Valga). From Valmiera the line would run north to Rūjiena and Mõisaküla, and then follow the alignment of the former line Valga – Pärnu. If this option is adopted, then the new line should include provision for use by regional trains, serving a few intermediate stations. Even if this route was not used by high-speed trains, a Valmiera – Pärnu regional line would still make sense, in combination with other high-speed routes, through either Pärnu or Valmiera. At Valmiera, it would also connect with the proposed regional rail line Valmiera – Cesis – Jēkabpils.

The former narrow-gauge line Pärnu – Mõisaküla – Rūjiena – Valga was opened in 1896. The branch from Mõisaküla to Viljandi was opened in 1897, and by 1900 the line had been extended to Tallinn. This created a very indirect route Tallinn – Pärnu, and a shorter route to Pärnu was built, via Lelle. Only Tallinn – Pärnu (141 km) and Tallinn – Viljandi (150 km) are still in use, with only 2 or 3 trains/day. At Rūjiena, the Pärnu – Valga line met a 1937 line to Riga, via Aloja and Limbaži. (Only the Riga – Skulte section is still in operation). From 1981, a through service Riga – Limbaži – Rūjiena – Pärnu – Tallinn operated.

The alignment of the abandoned lines is still available: the Mõisaküla – Viljandi line, for instance, is accessible by motorcycle. And even in this thinly populated region, a rail network can function. Mõisaküla station was apparently a busy junction, although by western European standards it is ‘the middle of nowhere’.

There was never a rail connection north from Valmiera: the proposal here is to build this ‘missing link’ – and create a viable regional network, despite the low population density. Valmiera is the regional centre for the historical region of Vidzeme, although its population is only 27 500 (district population is 60 000). It is on the main rail routes Riga – Valga – Tartu, and Riga – Valga – Pskov – St. Petersburg. The improvement of these routes would be sufficient reason for a high-speed line Riga – Valmiera, shortening the current line via Cesis (121 km). The existing Valmiera station is at the edge of the town: there would be few problems in expanding it, and in constructing a new line curving northwards. However, if a high-speed line from Riga followed the A3 highway, the station would be better re-located, to the north side of the town.

North of Valmiera, the new section (about 45-50 km) would approximately follow the P17 road, to Rūjiena (population 4 000). The station would be relocated in this village itself (from several km north). The line would now follow the alignment of the old narrow-gauge line, to the next station at Mõisaküla (1000). With a population density of around 10/km2, no other stations are needed. Passengers from Valmiera would change at Mõisaküla, for a re-opened line to Viljandi. The only other station before Pärnu would be at Kilingi-Nõmme, 17 km further. The village has about 2 500 inhabitants, the municipality about 5 000 – population density here is only 7/km2.

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From Kilingi-Nõmme, the line would continue about 25 km to Pärnu (the exact distance depends on alignment and station siting). There, it would connect with the proposed Riga – Tallinn high-speed line. A station on the regional line, in the east of Pärnu (near the former Raekula station), would give better access to the peninsula with the old town (and the beaches). The regional line would, like the proposed high-speed line, follow the E67 by-pass road (Ehitajate tee), to the proposed main Pärnu station. Passengers would change there, for the high-speed trains to Tallinn.

There would be two regional services on the line: Pärnu – Valmiera (about 125-130 km), and Pärnu – Viljandi (about 90-95 km, if the Mõisaküla – Viljandi line is re-opened). If these services use the same tracks as a high-speed line, then obviously that will determine the type of trains, and the operating speed. If the Riga – Tallinn line follows the coast, or runs via Limbaži, then the Pärnu – Valmiera line could use a different gauge and engineering standards – for instance a metre-gauge line. In any case, the design should allow journey times of 90 minutes, for both Pärnu – Valmiera, and Pärnu – Viljandi.