Война отменяется, прибалты срывают планы по строительству инфраструктуры для перевозки военной техники.

Ну и из старых статей:

The military importance of railways was clearly demonstrated during the 2008 Russian-Georgian War, as well as during the ongoing armed conflict between Russia and Ukraine. A typical train can move up to 120 armored units—tanks, armored vehicles or other machines—in a single trip. It is possible to move even more equipment at a time by sea; but compared to rail, the time required for this transport is longer. While most NATO member states have railroads that use the standard 1,435 mm gauge, the Baltics still rely on the wider, Russian- and Soviet-built 1,520 mm rail lines. But even these are extremely limited in their density. When built, the new Rail Baltica line would thus allow the North Atlantic Alliance to move large volumes of military cargo from Germany and Poland to the Baltic States without interruption—saving time and limiting the numbers of personnel and transport equipment involved in the logistics. This railway, therefore, has the potential to become crucial to the Baltic States’ defense.

Since the European standard gauge ends at the Polish-Lithuanian border, the United States Army Europe has had to rely on much more difficult logistics routes to reach the Baltic States. One option is to ship equipment across the Baltic Sea to the ports of Klaipeda, Ventspils, Liepaja, Riga or Tallinn; another option is to fly equipment in via Riga Airport (TVNET, June 13). The first attempt to deliver US heavy armored equipment to the Baltics was practiced during the military exercise Baltops 2010, when several vehicles, including an Abrams main battle tanks, were transported from the Western port of Ventspils to Garkalne railway station (the site near the largest shooting range and military base of Ādaži) in central Latvia and back (Māris Andžāns, Latvian Institute of International Affairs, 2016).

Of course the act of moving heavy equipment off of a boat and onto a train adds additional time and complexity to a logistical operation—a fact that may be particularly perilous in war time. A rail connection between the Baltic States and the rest of Europe, however, promises to dramatically improve this vulnerable transportation chain, which is undoubtedly good news to both Baltic and NATO defense planners.

The first one is Rail Baltica, the long-term economic sustainability of which depends on it realising its potential for freight and passenger transport. The 2017 CBA for Rail Baltica projects rail freight traffic volumes of about 15 million tonnes in 2030 and up to 25 million tonnes of freight by 2055 (approximately one third of this is intra-Baltic traffic, one third is freight from Finland, and one third is transit traffic from neighbouring countries). Based on current maritime traffic levels in the area around the Baltic countries, we noted a maximum potential demand of 30 million tonnes of freight per year which could be shifted onto rail. However, no north-south rail freight traffic between Estonia, Latvia and Lithuania currently exists, and for a modal shift to occur, rail transport must be able to compete with road and maritime transport.