Rail Links Kashmir to Jammu - A Reality

It is really a true marvel of engineering work to bring the valley of Kashmir on the country’s railway map and succeed to switch on the dream into a visible reality. The execution of this project has already registered a 68 per cent completion of the entire rail track spread over miles together between Baramulla and Jammu with successful running of the ‘Iron wheel bogies’ on the fixed tracks across the state.

 The linking of Qazigund with Banihal, (District Ramban) the tail end of the Jammu region, by the 11 kms tunnel is really a unbelievable achievement. The work on Udhampur–Katra link is in progress and likely to be opened for rail traffic soon.  Thus, the work on Banihal-Katra track, a prestigious link in Pir Panchal region is progressively heading towards  the finalization and expected to be completed by 2017 or earliest.

On the completion of Banihal–Qazigund rail track the Prime Minister, Dr. Manmohan Singh and Smt Sonia Gandhi, UPA Chairperson flagged off the rail link two days back, on 26 June 2013 which expectedly will prove the most realistic step in strengthening the bondage of love and affection between the people in a much better manner. The rail service to Udhampur is already in operational since 2005. 

Background        

To explore the possibility of establishing a railway link connecting Srinagar with Jammu in his first attempt in 1898, the Maharaja Partap Singh received  nothing except disappointment since the political friction within state and some  complications with the then British Government forced him the retreat. The Britain offered him a rail link between Srinagar and Rawalpindi in 1902 and reiterated the proposal again in 1905 but it did not move the Maharaja from his original position of interest to have a rail line between Jammu and Srinagar via Reasi through Moghul road.

The Jammu and Kashmir had later a rail connection with rest of India in pre-independence period and it was through Jammu-Sialkot route which debarred the state, for  many more years even after the independence, to come on the railway map and connectivity with the country. However, the Pathankot railway station largely contributed to cater the requirements of state and its people. Later, the then prime minister, Indira Gandhi Government’s decision to extend the rail link beyond Pathankot finally connected Jammu to rest of the country in 1972. Similarly, a decision to link extend the Jammu rail link upto Udhampur through a 53 kms railway track which became operational in 2005 during the Atal Behari Vajpayee’s tenure as prime minister.

The prestigious Track

 

The complete rail route from Baramulla to Jammu is about 325 kms and the distance between Baramulla and Banihal is about 137 kms, (119 +18) whereas the Banihal–Katra Udhampur rail link is about 111kms (129-18) and Udhampur Katra link is just 25 kms in length. There are overall 900 or more bridges on this track with 800 on Baramulla - Banihal link, 60 on Banihal – Katra link and 38 on Katra – Udhampur link. The Udhampur- Jammu 53 kms rail link is already there and well operational.  There are about 15 stations between Baramulla and Banihal, 11 on Banihal – Katra link and 3 on Katra-Udhampur link. The average distance between the two stations is about 8.6 kms with minimum stoppage at 6 kms and maximum at 18 kms (11+7) like Qazigund-Banihal tunnel plus track. 

The Qazigund-Banihal rail track, 35 kms motorable run, has reduced it to 18 kms including a 11kms tunnel, the south asia’s longest and third longest in Asia after Taihang Tunnel 28 km and Wushaoling Tunnel 21 km, in Gansu, China, cutting the most difficult

mountain terrains of Pir Panchal range. The eight-coach train will regularly run in five trips starting in the morning at 7.10 AM from Banihal and 7.35 AM from Baramulla to carry the passengers to their respective destinations.

The tunnel has been constructed with the New Austrian Tunneling Method used, for the first time, on such a large scale in India. The tunnel is 100 per cent water-proof by providing continuous PVC membrane between primary and secondary lining.  And the Banihal-Katra track will have a 7 km tunnel at Sangaldan and a prestigious mega Chenab Bridge, the highest one on the track.

The tunnels have been perfectly equipped with modern fire fighting systems. Banihal–Qazigund rail link is exclusively a hard courted cemented track and  there is also a three meter wide concrete road, running parallel to the rail track, inside the tunnel, for maintenance and emergency rescue and relief operations. To settle down the 7.15 lakh cubic meters of earth excavated to dig this tunnel and dump the material in a nearby open field has been the most difficult task. The dumping ground has been well maintained by the railway authorities.   

                                                    

  The running of trains would ease transportation problem in the valley especially during winter season when snowy weather forces closure of Jammu-Srinagar Highway, at times even for weeks together. 

Challenges and security

The project itself is very high risk one especially to encounter the most difficult mountain terrains while excavation, machinery movement, fixing of tracks, disposal of excavated material and water depletion etc. The technical experts in the preliminary report had hinted towards certain environmental fall outs by the tunnels and cautioned

the authorities about the depletion of water in some areas and cautioned the authorities for taking necessary measures. Everyone needs to understand the importance of this huge railway connectivity project to Kashmir and the expenditures incurred. Obviously, some physical changes are bound to happen and affect people here and there during the execution.

The security for the project has been a major concern with the mountainous terrains and the track passing through continuing to face terrorist challenges. The presence of the international border with Pakistan closely

aggravates these challenges. However, the necessary installation of the close circuit cameras at all major bridges, tunnels and railway stations have been made possible. Accordingly, all arrangements have been taken for sufficient lighting arrangements have been provided on all major bridges and inside the tunnels. Necessary measures have been undertaken for additional special security details to protect the contemplated  infrastructure.

The running of trains especially during winter season when snowy weather forces closure of Jammu-Srinagar Highway, at times for weeks together, would ease trans-portation problem in the valley to a great extent.  This is significantly going to boost up the state of Jammu and Kashmir in many directions particularly the industrial growth, tourism, economic development, educational expansion, employment and security environment, a pre-requisite for any development, and much more in other areas.

     Those connected with horticulture produce, fruit growing industry, trade and business besides the other areas in the valley are hopeful that the railway transportation will be highly cost effective for them and their products would be carried out straight at the terminal markets across the country and prove highly beneficial to them. The economists, planners, advisors, industrialists, and other experts and specialists belonging to various walks of life need to formulate a fresh policy for the valley in terms of this rail link with the entire country. 

The people of the state, from all walks of life, will be largely connected with a cross section of countrymen which in turn will highly contribute to the development of the state in all spheres. Immediately, on the completion of the Pir Panchal rail link in 2017connecting Banihal with Katra have to move people in responsible positions  in and outside the Central and state Governments to take necessary initiatives and plan afresh the new developmental projects in different sectors in context to the valley’s   inclusion in the railway map of the country.