Population density in the Baltic States is low, so local traffic alone would not justify the present rail network. In fact, these railways were built for long-distance traffic, from the start. Most of the region was part of the Russian Empire, and from the Russian perspective, the Baltic railways connected ice-free ports to the imperial hinterland, and to Moscow and Saint Petersburg. The railways typically ran east-west, and the networks in Estonia, Latvia and Lithuania have retained that structure. In German East Prussia there were some standard-gauge local railways, but the main lines were primarily a link to the rest of Germany. They typically ran north-east to south-west – towards Berlin.
The Russian main lines were Russian gauge, and the German lines were standard gauge. (There were some narrow-gauge local lines). In both World Wars, railway lines were converted and reconverted, as the ‘Eastern Front’ shifted. After the Soviet victory in 1945, all main lines were converted to Russian gauge, including those in northern East Prussia, now Kaliningrad Oblast.
New and upgraded rail lines in the Baltic States were proposed here earlier. A new standard-gauge railway through the Baltic States is officially planned, the Rail Baltica project. By definition it runs north-south, and the official planning isolates it from the ‘Russian’ network. Better integration with the existing network was also proposed here. That raises the question of the ideal arrangement of Russian and standard-gauge lines in the region. This post looks at the logic of gauge conversion. As with all posts here, political considerations are ignored.
The individual rail lines can be grouped by function and geography. The ‘east-west’ lines connect to specific ports: Tallinn, Ventspils, Liepāja, Klaipėda and Kaliningrad. All except Kaliningrad were originally Russian, but now Kaliningrad is the only one in Russia. Nevertheless all have traffic from Russia and Belarus.
A standard-gauge high-speed line Kaliningrad – Kaunas – Vilnius was proposed here earlier. The existing Kaliningrad – Vilnius line could remain at Russian gauge, or also be converted with parallel freight tracks. South of that main line are two lines connecting to the Polish network, which should logically be standard gauge.
HSL Kaliningrad – Vilnius: southern boundary of Russian gauge…
A 40-km section through Šiauliai is shared by two east-west rail routes: Klaipėda – Daugavpils and Liepāja – Vilnius. Logically, they would share the same gauge, and because of their relative isolation from other east-west lines, that can be standard gauge. The port of Klaipėda would then lose its Russian-gauge connection to the interior.
The Liepāja – Jelgava – Daugavpils line should be kept at Russian gauge, as a main freight link. With about 8 km of parallel tracks for the Vilnius line, Liepāja would also have a standard gauge exit from the port. The route Liepāja – Jelgava – Riga would also be Russian gauge. With separate tracks Jelgava – Riga, it can be combined with standard gauge on the existing north-south line Sovetsk – Šiauliai – Riga. The parallel high-speed line to Riga would also be standard gauge. Riga would be therefore be accessible by standard-gauge, for both freight and passenger trains.
The Ventspils – Riga – Daugavpils line should logically have the same gauge as the Liepāja – Jelgava – Daugavpils line. The east-west routes through Jelgava and Riga would therefore retain Russian gauge. The north-south high speed route through Riga to Tallinn would be built for standard gauge.
Russian gauge north of Ventspils – Daugavpils…
With this arrangement, all existing lines north of the Ventspils – Riga – Daugavpils line would remain at Russian gauge, with the high-speed line to Tallinn at standard gauge.
Three north-south high speed routes would pass through Kaliningrad Oblast. Two would converge at Sovetsk: Berlin – Riga and Poznań – Sovetsk – Riga. At either Riga or Jelgava, the combined HSL would converge with the proposed HSL Warsaw – Kaunas – Riga. (A possible Kaunas – Daugavpils standard-gauge line would be an addition to this pattern).
North of Riga there would be one standard-gauge route, the high-speed line to Tallinn. There might also be a high-speed cut-off line on the Riga – St Petersburg route, but that would use Russian gauge. The Warsaw – Vilnius – St. Petersburg line would remain at Russian gauge north of Daugavpils. (With the relative isolation of the Vilnius – Daugavpils section, it might be possible to have the break of gauge at Vilnius instead).
This pattern requires conversion of existing lines, and some new lines would be built at a different gauge. However, it does not need much additional infrastructure, just some sections of parallel track on the approach to cites. The longest section of mixed gauge route would be Jelgava – Riga, about 50 km.