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From Vision to Tracks

The journey to completion has been nothing short of a triumph of resilience and innovation
11:29 PM Jan 18, 2025 IST | Shakeel Qalander
from vision to tracks
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The long-awaited completion of the 345-km Jammu–Udhampur-Srinagar-Baramulla Rail Link (JUSBRL) marks the realization of what can only be described as an engineering marvel.

This ambitious and challenging project, which traverses the rugged terrain of the region, bridges long-standing geographical and cultural divides, and connects Kashmir to the railway grid. The journey to completion has been nothing short of a triumph of resilience and innovation, overcoming formidable obstacles such as treacherous topography, seismic instability, and extreme weather conditions.

Among its remarkable achievements is the world’s tallest railway bridge spanning the Chenab River and the 11.21-km Pir Panjal Tunnel, the longest railway tunnel in India, both of which stand as monumental feats of modern engineering.

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The successful completion of this project is a testament to the dedication and expertise of the successive governments, planners, designers, engineers, and contractors involved, all of whom deserve high praise for bringing this extraordinary vision to life.

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The journey to establish a railway in Kashmir began in the late 19th century, during the reign of Maharaja Pratap Singh, who ruled Jammu and Kashmir from 1885 to 1925.

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A visionary ahead of his time, the Maharaja recognized the transformative potential of railways for the region and initiated the extension of the North Western Railways from Suchetgarh in Sialkot to Jammu. Work on the project began in October 1888, and it was opened to traffic on 13th March 1890. This was a pivotal first step in modernizing Kashmir’s transportation infrastructure.

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Maharaja Pratap Singh, driven by his forward-thinking vision, took a significant step in 1898 by initiating a survey for a direct railway connection between Jammu and Srinagar, proposing three different routes to create a vital link between the two provinces. However, this ambitious proposal met resistance from the British Government, which recommended an alternative route via Rawalpindi along the River Jehlum. This plan, though practical, did not align with the Maharaja's progressive goal of directly connecting Kashmir and Jammu.

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In 1905, after further discussions and with the Maharaja’s consent, the British Government revived the railway proposal, focusing on a route between Rawalpindi and Srinagar. This plan also incorporated a connection from Jammu to Srinagar through Reasi via the Mughal Road. A key feature of this railway was its use of hydro-electric power, harnessed from the region’s mountain streams.

Although Maharaja Pratap Singh did not live to see his ambitious railway project come to fruition, his vision and efforts played a pivotal role in shaping the future of the region’s transportation infrastructure. He will therefore be remembered as a key architect of Kashmir’s rail network, whose vision inspired future efforts to modernize the region’s connectivity.

Following the partition of India in 1947, the Jammu-Sialkot railway link was severed when Sialkot became part of Pakistan, leaving Jammu and Kashmir disconnected from the Indian railway network. In response to this setback, the Government of India announced plans to extend the railway network to the state via Pathankote, also suggesting its further extension to Srinagar.

In this regard, the construction of the 44 km Jalandhar-Mukerian to Pathankote line began in November 1949 and was completed in April 1952. However, the crucial Pathankote to Jammu line, which would link Jammu to the Indian railway network, faced delays. It wasn’t until December 1972 that the Pathankote to Jammu line was finally completed, marking a significant milestone in the project, though it was not without its challenges.

In 1983, Prime Minister Indira Gandhi announced a new railway link between Jammu and Udhampur, offering hope to the people of Kashmir for better connectivity. However, the project was abandoned shortly thereafter due to logistical and political difficulties, leaving the region without further advancements in railway infrastructure for many years.

The next major push came in 1994 under Prime Minister P.V. Narasimha Rao’s government, when Railway Minister C.K. Jaffer Sharief proposed a railway network that would connect Qazigund to Baramulla via Srinagar. This marked a significant shift, as it sought to create an intra-Kashmir rail network that would directly serve the people of the province. However, the project faced severe challenges due to the region’s difficult terrain and ongoing security concerns, which significantly slowed its progress.

In 2002, Prime Minister Atal Bihari Vajpayee breathed new life into the Kashmir rail project by declaring it a “National Project,” with the central government committing to bear the entire cost of construction. This designation was seen as an indication of India’s commitment to integrating Kashmir more fully into the national transportation network. Vajpayee also set an ambitious deadline of August 15, 2007, for the completion of the project. However, the timeline was not met owing to various reasons.

The JUSBRL was divided into four key segments for design and construction viz. Jammu-Udhampur, Udhampur-Katra, Katra-Qazigund, and Qazigund-Baramulla.

The first phase of the project, 53 km Jammu- Udhampur, was inaugurated on 13th of April 2005 by Prime Minister Manmohan Singh, 22 years after its foundation stone was laid in 1983.

The 119-kilometer Qazigund–Baramulla section was completed in phases. The first stretch, a 66 km segment from Mazhom to Anantnag, was inaugurated on October 11, 2008, by Prime Minister Manmohan Singh. This was followed by the 35 km Mazhom–Baramulla stretch, inaugurated by UPA Chairperson Sonia Gandhi on February 14, 2009, and the 18 km Anantnag–Qazigund stretch, inaugurated by Prime Minister Singh on October 28, 2009. On June 26, 2013, he also inaugurated the 18-kilometer Banihal–Qazigund section, which includes  11.21-kilometer tunnel.

On 4th July, 2014, the 25 km Udhampur–Katra railway section was completed after missing several deadlines. The section was inaugurated by Prime Minister Narendra Modi, who, on the occasion, declared that the Centre wanted to win the hearts of the prople of Jammu and Kashmir through development. While reiterating the importance of the railway for economic development and national integration, the Prime Minister admitted that the state had gone through many “problems and difficulties” and the country wanted it to be “prosperous and peaceful”.

The final 148 km segment of the project, linking Banihal to Katra, has now been successfully completed and is scheduled for inauguration on January 26, 2025. This section is regarded as the most challenging and complex part of the project, featuring numerous bridges, viaducts, tunnels, and over 300 km of access roads. This vital stretch marks the completion of the Kashmir region’s connection to the national railway network, fulfilling a long-awaited goal of seamless connectivity for the valley.

While the people of Kashmir were filled with excitement and eagerly waiting for the day, the recent proposal to make Katra the terminal point has introduced cracks in their collective joy, leaving it fragile and incomplete. The plan to designate Katra as the terminus for the Kashmir Valley railway network, requiring passengers to switch trains at Katra before continuing to or from Srinagar, has sparked significant concerns.

The justification for the proposal, based on addressing logistical and security challenges, is increasingly being questioned. This has sparked strong opposition from Kashmiris, local businesses, and travelers, dampening the initial enthusiasm.

For Kashmiris, who have long awaited seamless railway connectivity, the need to change trains at Katra feels like a significant inconvenience. Forcing a change of trains could also be interpreted as a denial of their rightful access to equal transportation facilities. Many view it as a missed opportunity for inclusivity, leading to feelings of being overlooked and fostering a sense of unequal treatment.

Additionally, the increase in travel time and transportation costs could harm the local economy, particularly in sectors like MSMEs and horticulture. A break in continuity at Katra could increase logistical costs, time delays, and the complexity of transporting perishable items, thereby hindering trade.

Tourism, a critical part of Kashmir’s economy, may suffer as potential visitors might find the additional inconvenience of changing trains at Katra off-putting.

Changing trains at Katra will add unnecessary delays, discomfort, and complications for passengers, particularly families, the elderly, the children and those traveling with heavy luggage. This decision diminishes the convenience and efficiency that modern railway services aim to provide, making train travel less attractive for long-distance Kashmiri travelers.

To address these concerns, both the central and Jammu & Kashmir governments must recognize the importance of direct connectivity between Jammu and Srinagar. Allowing trains from Kashmir to travel directly to other parts of India would ensure that the people of the valley enjoy the same privileges as those in other regions. Making Kashmir an integral part of India’s transportation network would send a powerful message of inclusivity and unity. Additionally, establishing direct freight services would support local businesses, reduce costs for traders, and promote economic integration with the rest of the country. It is crucial to avoid decisions that may be perceived as discriminatory, instead prioritizing the sentiments and aspirations of the Kashmiri people to build trust and foster goodwill.

Syed Shakeel Qalander is a social activist and business leader