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Encircled by towering mountains, the Kashmir Valley stayed isolated for centuries. The few unreliable — and dangerous — routes that were carved through the mountains were often cut off during the long winters by heavy snowfall. Way back in 1892, the Dogra ruler Maharaja Pratap Singh had proposed connecting the Valley to the rest of India with a railway link.

Now, 133 years later, after Prime Minister Narendra Modi inaugurated the world’s highest railway arch bridge (359 metres above the Chenab riverbed), the maharaja’s grandnephew, Dr Karan Singh — a veteran Congress leader who also served as sadr-e-riyasat of the erstwhile state of Jammu and Kashmir — called it a “truly historic moment”.

Issuing a formal statement, he recalled: “On 1 March, 1892, Maharaja Pratap Singh even laid the foundation stone of a railway project to link Jammu and Kashmir. However, the technology and finances required for such a massive undertaking were not available back then.”

For centuries, the roads that connected Kashmir to the rest of the world were the Baramulla–Pakhli route (commonly known as the Rawalpindi Road), the historic Mughal Road linking Srinagar with Poonch and Rajouri regions, the Srinagar–Leh road and the Srinagar–Jammu road — then known as the Cart Road and now simply called NH44. All these routes, even NH44 — the most heavily used highway between Jammu and Kashmir — proved to be notorious death traps for many travellers.

Veteran columnist, writer and editor Arjimand Hussain Talib reflected in a Facebook post: ‘For decades, eight million people of Kashmir have endured untold suffering, miseries and losses inflicted by the Srinagar–Jammu road. […] politicians should have observed a moment of silence to remember the thousands of travellers, road workers, drivers who have died or have suffered disabilities on this road for no fault of theirs. Let us remember all those people today and their unrealised dreams.’

Speaking to National Herald, Talib, who is also an international development professional, reminded us that travel has lately become too costly and unaffordable for many people in J&K. “A reliable train service would improve mobility to a great extent. However, it is extremely crucial that there are direct trains between Srinagar and Delhi and Jammu. The current Srinagar–Katra arrangement has serious limitations,” he said.

“Most importantly,” he added, “in future, the government must start cargo services as well. When goods can be transported between Delhi and Srinagar with greater ease, we may see greater economic growth and job creation in Kashmir. Train cargo services would also reduce the cost of transportation between J&K and the rest of the country.”

Potentially, the new rail link offers a faster, cheaper and more efficient means of transporting goods, including perishable items like fruits. Likewise, products and raw materials from across India can now reach the Valley more swiftly, regardless of weather conditions.

Mohammad Abbas, an orchardist and fruit merchant from Shopian in south Kashmir says, “This will be the first time we can send apples and other fruits to different markets across the country at lower costs — and, above all, in less time. Earlier, our fruit-laden trucks would often get stuck for days on the highway due to bad weather.”

While the Valley sees new hope, traders in Jammu are apprehensive that the rail link could harm their business. “Earlier, goods from across the country would arrive in Jammu first. With direct access to the Valley, Jammu — which earlier served as a transit hub for trade — will lose business. This will also impact tourism, as travellers may now bypass Jammu city altogether,” said Y.V. Sharma, a prominent businessman and former president of the Jammu Chamber of Commerce and Industries.

“I think Jammu really needs to look at alternative sources of revenue — like investing in better infrastructure and building sustainable business models,” Sharma told National Herald. “We can also promote religious tourism in various parts of Jammu, which is home to several revered religious sites. And there are plenty of scenic spots that, with the right development, could attract visitors from all over the country.”

Since 1948, Jammu served as the gateway to the Valley, gaining prominence due to its strategic geographical location and status as the winter capital of J&K from the Dogra era. Jammu was connected to Sialkot via a rail link built by the British in 1897, which became defunct after Partition. In 1971, the Pathankot–Jammu Tawi rail line was established, linking the city to the rest of the country.

“This has always been the case,” explains economist Ejaz Ayoub. “Advancements in connectivity have consistently influenced economic dynamics, sometimes positively and sometimes negatively, depending on the circumstances. Civilisations often emerged along rivers because rivers were used for navigation and transportation. That is why the old city of Srinagar developed on both sides of the Jhelum.

"Nowadays, such development is driven by road and railway connectivity. For instance, Jammu once functioned as the main base camp for pilgrims travelling to Vaishno Devi in Katra. With the rail link now reaching Katra directly, much of the pilgrim-related business has bypassed Jammu.”

Ayoub also points out that Jammu suffered a blow when the Darbar Move — the biannual shift of government offices between the summer capital Srinagar and the winter capital Jammu — was discontinued a few years ago. “When the Darbar moved to Jammu, the city would experience a surge in activity and business, as thousands of Kashmiri families relocated temporarily,” he says, while emphasising the need for Jammu to diversify its economy.

“R.S. Pura in Jammu is renowned for cultivating premium-quality Basmati rice, which is highly sought after in international markets for its distinctive aroma, rich flavour and exceptional quality,” he adds. “Jammu must now turn its focus back to its traditional economic backbone — agriculture — which remains a more stable and reliable source of income.”

For the Kashmir Valley, the new rail link is expected to boost both trade and tourism. However, increased tourist traffic raises concerns about potential environmental damage and negative impacts on local culture and traditions.

“Opening the floodgates to tourism is not necessarily something to celebrate,” says Raja Muzaffar Bhat, a prominent social and environmental activist. “While welcoming tourists, the government must develop a comprehensive plan to protect fragile destinations. Due to local negligence, we are already witnessing the loss of glaciers, forests, water bodies and more. There must be proper checks and balances in place to ensure that increased tourism does not come at the cost of environmental sustainability.”

“In the good old days,” says Zarief Ahmad Zarief, a senior citizen, poet and writer, “Kashmir was known as ‘peer waer’ (the land of saints). It was an era when Muslims and Hindus alike visited their respective places of worship — masjids and temples — for ibadat and tapasya. That period truly represented a golden age for the Valley. Unfortunately, those harmonious times have faded. Today, as external influences — both positive and negative — grow stronger, we must remain vigilant.”