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On the rails

The launch of the Katra-Srinagar train connectivity is generating excitement, and some bit of anxiety too
A speed trial underway on the Katra-Banihal route, which has one of the world’s highest rail structures, an arch bridge on the Chenab in Reasi district. ANI
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The concerns articulated by Jammu’s traders, Kashmir’s orchardists and environmentalists across the UT notwithstanding, it’s a milestone that goes much beyond symbolisn. The first train to Srinagar from Katra in Reasi district is expected to run anytime after January 20, connecting the Kashmir valley with the rest of the country through a rail link. The travel time between Jammu and Srinagar is expected to be a little more than three hours, almost half the time it takes by road. A separate railway division has also been created at Jammu, an indication of the Centre’s push to make rail inroads into far-off areas of the region.

Detailed project reports are being examined for multiple rail links in Jammu and Kashmir. Surveys are on for the Anantnag-Bijbehara-Pahalgam (78 km) and Awantipora-Shopian (28 km) rail lines, while project reports are being studied for new lines linking Baramulla-Uri (46 km), Baramulla-Kupwara (39 km), Jammu-Poonch via Akhnoor, Rajouri (223 km), Manwal-Talra via Ramkote, Billawar and Dunera (117 km) and Sopore-Kupwara (37 km). Also under consideration are the Pathankot-Leh (664 km) and Bilaspur-Manali-Leh (489 km) rail lines and doubling of the Baramulla-Banihal line.

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The newly created Jammu Railway Division, covering an area of 742.1 km, comprises Pathankot-Jammu-Udhampur-Srinagar-Baramulla, Bhogpur Sirwal-Pathankot, Batala-Pathankot and Pathankot-Joginder Nagar sections.

The history of railways in Jammu and Kashmir dates back to 1890 when the first train between Sialkot (now in Pakistan) and Jammu was started. Interestingly, in 1902, Dogra ruler Maharaja Pratap Singh got a survey conducted for a rail line to Srinagar through different routes. However, the construction could not be started owing to the humongous finances required for the project.

The speed trial on the Katra-Banihal route that has India’s first cable-stayed rail bridge was successfully conducted recently. A train chugging at a speed of 110 kmph ran on the tracks, paving way for the first train to the Valley. The route also has one of the world’s highest rail structures — an arch bridge — on the Chenab in Reasi district. As the Udhampur-Srinagar-Baramulla Rail Link (USBRL) meanders through many tunnels and bridges built in the fragile mountainous region, the security of the project becomes a matter of utmost importance.

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If there is excitement on the ground, there is also a fair bit of anxiety. The proposed infrastructure development is giving jitters to the small apple orchard owners in the Valley. Fayaz Ahmed, president of the Sopore Fruit Mandi, says the land on which the surveys are underway for rail projects are mostly fruit orchards. “Growers are naturally concerned. They may get a one-time compensation but these orchards are their lifeline,” he adds.

Ahmed says the government must give proper compensation for land acquisition so the small orchard owners do not face the brunt.

While the government believes that the direct rail link to Kashmir will boost tourism and trade activities, in Jammu, the view of the business community is just the opposite. Traders see the train link as a double blow after the discontinuation in 2021 of the Durbar Move — the seasonal shifting of offices from Kashmir to Jammu and vice versa, The end of the summer-winter shift, they claim, has had a major impact on Jammu’s markets as buyers from the Valley stopped coming. They fear that a direct train to Srinagar will further dent the economy of Jammu as tourists will avoid the halt here.

The direct rail service to Srinagar is also likely to pose a threat to the economy of smaller tourist destinations in the Jammu region, including Patnitop and Bhaderwah, which many pilgrims to Vaishno Devi visit after paying obeisance at the shrine.

Rakesh Wazir, chairman of the PHD Chamber of Commerce and Industry, says the direct train to the Valley will pose a danger to trade as well as tourist destinations of Jammu region. “There is a need to strengthen the tourist infrastructure in Jammu so that there is a reason for tourists to visit this city as well. In case goods trains’ service to the Valley starts, the traders in Jammu will be adversely impacted.”

At an event recently, Chief Minister Omar Abdullah tried to allay fears. He assured the people of Jammu “that while there may be challenges, the benefits — including the boost to trade and tourism — will far outweigh them”. The inclusion of parts of Punjab and Himachal Pradesh in the new railway division would foster greater regional cooperation, he added.

Environmentalists, meanwhile, have voiced serious concerns about the impact of such large-scale development projects on the fragile ecosystem. Anmol Ohri, founder of Climate Front, highlights that frequent incidents of land subsidence in areas like Ramban and other parts of Jammu are linked to projects such as national highways, hydroelectric developments, and railway construction.

“The use of blasting to clear paths for these projects destabilises the delicate ecosystem,” Ohri says. “The railway line to Kashmir, which passes through Reasi and Ramban, poses additional environmental risks and is likely to have significant consequences in the near future,” he adds.

In 2008, the Ministry of Railways had suspended work on the Katra-Qazigund rail line due to geological instability. The work was resumed on a different alignment in 2009.

Lt Governor Manoj Sinha recently said that in view of the rapid industrialisation taking place in J&K and emergence of Jammu, Samba and Kathua as industrial hubs, Indian Railways should explore establishment of a private freight terminal to facilitate the transportation of goods and products of traders and industries of these areas.

Train to Srinagar — it does have a welcoming, positive vibe to it, all said and done.

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