Titagarh Rail unveils Vande production line
Kolkata:
Titagarh Rail Systems
Ltd (TRSL), in collaboration with
Bharat Heavy Electricals Ltd
(BHEL), unveiled the production line for Vande Bharat sleeper trains at its Uttarpara manufacturing facility on Friday.
TRSL had bagged a contract from
Indian Railways
to manufacture 80 Vande Bharat sleeper train sets.
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The prototype trains are expected to roll out in the next year, according to Umesh Chowdhary, TRSL vice-chairman and MD. The plant has an annual capacity of manufacturing 300 coaches, which is being scaled up to 850 to meet increasing demand.
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Hindustan Times
6 hours ago
- Hindustan Times
Train to Srinagar, carrying hope
The launch of Vande Bharat Express between Katra and Srinagar is an event that has the potential to alter the socio-economic dynamic of Jammu and Kashmir (J&K). Coming in the wake of the gruesome terror attack on tourists in Pahalgam, the launch of train services connecting the Kashmir Valley with the rest of India is a milestone rich in symbolism. An engineering marvel built over a high-altitude terrain with deep river valleys and gorges, the railway line offers a convenient and cost-effective avenue for trade and transit, and serves as a bridge between regions and people. First, it eases travel time between the Jammu region and Kashmir Valley. The Vande Bharat speeds between Srinagar and Katra in just about three hours whereas a road journey in good weather takes at least six hours. In the harsh winter, when Pir Panjal, the mountain that divides the Jammu and Kashmir regions, receives heavy snowfall, road travel is stalled or delayed by many more hours. This puts pressure on air travel, causing spikes in fares. Vande Bharat trains, designed to beat extreme weather conditions and with two daily services one way, will make travel affordable, convenient, and comfortable, including during winter. Second, a cheaper travel option should boost tourism, a key contributor to J&K's economy. Inclement weather can disrupt air travel, and the resulting high fares can cripple tourism. In the case of railways, the journey enriches the tourism experience; it may boost winter tourism and even put towns along the train route on the tourism map. Third, horticulture contributes close to 10% of J&K's gross domestic product, with potential for more. Freight trains will help in the time-bound transport of perishables and greatly reduce the travel time for produce such as apples, plums, and cherries. The launch of the train has expanded market access has expanded for J&K's horticulture sector, which employs thousands of people. Fourth, the historic experience with railways is that it breaks down barriers between people. It makes places easy to reach and opens up spaces for communication. People-to-people interaction helps in removing prejudices and preconceived notions. Less accessible places tend to fear the outsider and develop a siege mentality. Trains enable travel and provide people with a view that is more expansive and accommodative. Finally, the railroad to Srinagar is the last piece in integrating J&K with the rest of India. Just as the abrogation of Article 370 set new terms of political integration, the railway link marks a milestone in geographical and economic integration. The Vande Bharats add a new layer of meaning to the phrase from Kashmir to Kanyakumari. The train to Srinagar symbolises a journey of joy, resilience, and hope.
Hans India
8 hours ago
- Hans India
MyVoice: Views of our readers 8th June 2025
From Chenab Bridge to Delhi: Kashmir now in the mainstream When the first whistle of a train echoed through the winds of Kashmir, it was not merely a sound but a proclamation of a new India—a moment when the tracks of the railway embraced the paradise nestled in the valley. The Chenab Bridge, the world's highest railway bridge, towering over even the Eiffel Tower, is not just an engineering marvel but a symbol of India's self-reliance and resolve. By flagging off the first train service from Katra to Srinagar, Prime Minister Narendra Modi scripted history—not just the departure of a train but a divine moment that ignited the flame of development. The Modi government's vision and relentless effort have turned this impossible dream into reality, not only connecting Kashmir but also showcasing India's strength to the world. This victory resonates from the peaks of the Himalayas to the valleys of Kashmir, immortalized by the Modi government's adept leadership. For decades, Kashmir grappled with geographical barriers, but now the rail network has embraced it. The once risky, exhausting, and unsafe road journey has been transformed into a swift, modern ride on trains like Vande Bharat, covering the distance in under 10 hours. The journey from Katra to Srinagar via Banihal will not only save time and effort but also usher in a new dawn for tourists and locals alike. IRCTC's world-class facilities—convenient ticket booking, modern coaches, and delicious catering—will make this journey a memorable experience. In the Prime Minister's words, this bridge is not just a structure of steel but a bridge of hearts, erasing the shadows of terror and spreading rays of peace and prosperity. Following the recent Pahalgam terrorist attack, the Modi government's resolute and courageous response sent a clear message: Pakistan's attempts to spread fear will fail, and India no longer merely endures—it forges the path to victory. This rail network is set to become the foundation of an economic revolution. Kashmir's red apples, handicrafts, and traditional products will now reach major markets across the country at lower costs and in less time, bringing prosperity to local traders and opening new employment opportunities for the youth. This transformation will elevate Kashmir's economy to new heights, bringing prosperity to every household. For tourism, this connectivity marks the beginning of a golden era. People from every corner of India can now step directly into Kashmir's enchanting valleys by train—where the chinar trees blooming in the lap of the Himalayas, the serenity of Dal Lake, and the beauty of Shalimar Bagh will be visible from the train's window. Travelers who once hesitated due to arduous journeys will now find wings for their dreams, and Kashmir will emerge as a global tourism hub—all made possible by the Modi government's steadfast resolve and technological advancements. This railway is not just a network of tracks but an unparalleled saga of unity, trust, and progress. Kashmir, once seemingly disconnected from the mainstream, is now becoming its beating heart. The sound of the tracks, the whistle of the train, and the winds of the valley carry the call of this new creation, propelling India toward the role of a global leader. This project will not only enrich Kashmir but also strengthen the nation's unity and integrity. The Modi government's monumental achievement has given Kashmir a new identity—one that pierces the darkness of terror to spread the light of development. As the train races through Kashmir's valleys, it will not merely be a train but a symbol of every dream that seeks to reach from the snow-capped peaks of the Himalayas to every village in the valley. This is a journey that touches hearts, brings tears of hope to eyes, and fills India's soul with pride. The Modi government's extraordinary triumph has shown Kashmir the path to prosperity, and this railway will remain a source of inspiration for generations to come—an inspiration that will echo as long as the Himalayas stand and Kashmir's valleys remain lush and green. This is the song of India's victory, one that will reside in every heart and inspire every soul. Prof RK Jain 'Arijeet',Barwani (MP) India's global influence waning India's diplomatic isolation represents a failure of its foreign policy. The all-party delegations that visited various foreign countries received only a lukewarm reception. They could not even get an audience with the most influential figures from those countries in the international arena. There is nothing substantial that India has gained from the diplomatic outreach. Even brilliant parliamentarians like Shashi Tharoor and Salman Khurshid could not make any difference. The international community's disinclination to delink the India-Kashmir conflict from the Kashmir issue seems to be the major problem that even its rigorous diplomacy finds hard to surmount. No matter what the BJP and the Modi government say for domestic consumption, even the all-weather friend Russia has seconded US President Donald Trump's claim of mediation for an end to military operations. At the same time, Pakistan seems to have succeeded in winning over the international community and multilateral financial agencies. It has managed to become the vice-chair of a UN panel on terrorism and avail loans from the International Monetary Fund, the World Bank and the Asian Development Bank. By fulfilling the legitimate political aspirations of the people of Jammu and Kashmir and devolving more power to them, India can hope to demonstrate that Jammu and Kashmir is its integral part and change the global perception of it and win international support. G David Milton, Maruthancode, Tamil Nadu Suffocated academics The United States government's plans to cut economic support to universities is quite disheartening. American Universities have been a lighthouse for the world and this nation has also attracted talent from everywhere. Renowned Nobel Laureates have been given in every field. The politicians of the world must abstain from playing with the educational institutions and universities in their bid to destroy the academics and scholastic pursuits thoughtlessly. Instead of curtailing economic support by the US government, it should find ways to correlate with the alumni of these universities as well as other universities and governments for collaborative strengthening of educational pursuits. It must be understood by all the nations' politicians that disturbed teachers and students due to lack of funding support in research will do no good either to the polity or economy of the country they govern. Suffocation due to lack of opportunities for flow of innovative ideas will be fatal for the growth of our civilization and for lasting peace. Brij B Goyal, Ludhiana (Punjab) Leave language politics alone The formation of Bharatiya Bhasha Anubhag (Indian languages section) within the Department of Official Languages by the Union government is a step towards appeasing the non-Hindi speaking states to use their mother tongue in official languages. The government thinks that this will soften their stand against the charge of Hindi bias. There is no special interest in developing the local languages by the central government. English helps the southern states to communicate easily and effectively with the centre. Moreover, translating everything in local languages is not possible. There are many pressing issues to be taken up by the government. Why is the government taking up the language issue time and again? Let the government continue to deal in English and Hindi as has been the practice. S Sankaranarayanan, Chennai Does Modi believe in 'I' over 'We'? The construction of the world's highest railway bridge over the Chenab river makes every Indian swell with pride. It was a massive engineering feat, requiring the expertise of over 1,300 engineers, technicians, and workers. Civil engineers, mechanical engineers, structural engineers, welders and technicians, and all manner of other professionals were needed to complete this engineering marvel. Yet, Modi's image walking all alone by himself with India's national flag had "I" rather than "We" written all over it. Only an Everester can claim such bragging rights, as the achievement is singularly his. In the case of the Chenab bridge, it is just a happy coincidence that this engineering marvel has been completed under Modi's watch. Modi ought to have humbly dedicated the bridge to the nation, rather than conveying the unspoken message that it was "I" ( rather than "We" ) who did it. Avinash Godboley, Dewas, Madhya Pradesh Is cricket now a fatal attraction for its fans? The event is only IPL, a money making venture. The team has not won any international trophy. It is the madness that cricket is injecting into the younger minds. Result these types of tragedies. Gainers the individual players, IPL and cricket boards. It is high time this frenzy is curtailed and divert the youth to take up alternate sport events. As a country, we are yet to make an impact in the Olympics. IPL is just a fun game. The loss of 11 lives is precious and whoever is responsible should be severely punished as per the law and there is no escape route. The first accused are all Karnataka television news channels. They are the ones who truly promoted this RCB team. They emotionally hyped up these auctioned players as if they were nation-builders, societal architects, or those who achieved something remarkable after 18 years. They discussed a 3-hour game for 30 hours, indulging in perverse sensationalism. Hence, they are the first accused. The second accused are the RCB franchise, RCB fans' club, and KSCA. Despite having a stadium with a capacity of 35,000 seats, they allowed a flood of lakhs of frenzied fans without any preparation, despite past experiences. There was no need to bring players on a special flight and organize an event the very next day after the final. Had they planned carefully, issued passes to those who needed them, and obtained police permission, this accident could have been prevented. They sacrificed people for their spectacle. The third accused is the Karnataka government, particularly Chief Minister Shri Siddaramaiah and Deputy Chief Minister Shri D.K. Shivakumar. They should not have displayed the immorality of honouring individuals who won in such gambling at the temple of democracy, Vidhana Soudha. For a Chief Minister with a socialist background like Siddaramaiah, the words of Ram Manohar Lohia about cricket should have come to mind. What was the need to honour them in front of Vidhana Soudha? The fourth accused are the Bengaluru Police Commissioner and the heads of the intelligence and surveillance departments. Regardless of the pressure from KSCA, the government, or cricket fans, they should have rejected the proposal to organize such an event so soon in an emotionally charged situation with a large crowd. They should not have granted permission or should have dispersed the crowd with a lathi charge. Their failure in this regard is evident. People rely on the police for their safety, and the police are the only ones who can control such frenzy; no one else can. The fifth accused are helpless social activists like us with feeble voices. We have failed to bring enlightenment to society's mindset. When cricket, a wonderful sport, was turned into gambling, we failed to raise awareness against it. We are unable to stop the youth from indulging in such madness because we, too, are helpless. Therefore, we are also the fifth accused. In IPL, the game of cricket is not a winner and the madness comes in the open. C.K. Suresh, Ghaziabad Locked out, beaten down: Human rights violated at KSCA Stadium Thousands of RCB fans injured and traumatised after stadium gates were shut and police resorted to lathi charge despite sparse crowd inside. What began as a day of enthusiasm and hope for thousands of Royal Challengers Bengaluru (RCB) fans turned into a harrowing example of institutional mismanagement, negligence, and a disturbing case of human rights violations at the Karnataka State Cricket Association (KSCA) Stadium. On Wednesday, June 4, throngs of cricket fans—many of them students and young adults—arrived at the stadium, eager to witness their beloved RCB team in flesh and blood. But instead of cheers and cricket, they were met with locked gates, baton-wielding police, and chaos that left at least 40 persons injured, many with lacerations, bruises, and trauma. This was not a stampede born of unruliness. It was the outcome of preventable administrative failure and state-enabled violence—both of which demand scrutiny under the lens of human rights law. At the core of the fiasco lies a critical breach of Article 21 of the Indian Constitution, which guarantees the right to life and personal liberty. This fundamental right, interpreted over the decades to include the right to safety and dignity, was blatantly disregarded by KSCA authorities and law enforcement officials. Senior human rights activists and advocates point out that this was a case of grave violation of personal liberty and Human rights put together. State based human rights association are now examining at the high court level to go in for a case for human rights violations against the KSCA. Despite widespread ticketing and crowd anticipation, KSCA inexplicably shut the stadium gates, leaving thousands stranded in tightly packed, suffocating conditions. Eyewitnesses confirmed that less than a quarter of the stadium was filled at the time, raising serious questions about intent, transparency, and competence. The predictable outcome was a human crush. When the gates were eventually opened—far too late and without any control mechanisms—the desperate crowd surged forward. Instead of orderly entry, fans were met with gates slammed shut in their faces, resulting in dozens of injuries. These actions are not merely logistical lapses; they represent culpable negligence. Any reasonable authority could have anticipated the danger of locking large crowds outside an underfilled venue. In failing to take even minimal precautions, the KSCA and its partners compromised the safety of citizens—a violation that must be investigated under relevant public safety and human rights frameworks. As if the chaos outside the stadium gates were not traumatic enough, the police response escalated the situation into an outright assault on civil liberties. With fans pushed against barricades, police resorted to a lathi charge to control the crowd. But video and first-hand accounts indicate that the violence was indiscriminate, directed even at those trying to de-escalate or retreat. This use of force—especially on unarmed, peaceful fans including minors—is in direct violation of international human rights standards, including the UN Basic Principles on the Use of Force and Firearms by Law Enforcement Officials, which state that force must be used only when strictly necessary and in proportion to the threat posed. In this case, the threat was manufactured by institutional mismanagement. The police were not responding to violence—they were reacting to a crowd denied access and dignity. Their role should have been to protect citizens, not to punish them for institutional failures. These are not rhetorical questions. They demand formal investigation and public accountability, not just from the KSCA but also from local police leadership and civic authorities responsible for event coordination. It is alarming that, as of now, no one has stepped forward to accept responsibility, nor have any apologies been issued to the injured fans or their families. The treatment meted out to the fans also infringes on Article 19(1)(b) of the Indian Constitution—the right to assemble peacefully. By criminalising a civilian gathering and reacting with force rather than facilitation, both the KSCA and the police turned a peaceful sporting event into a site of state-enabled trauma. This incident is not merely a matter of mismanagement—it is a case study in how public institutions can turn everyday civil gatherings into rights violations. Sporting events are supposed to unite communities. What happened outside KSCA on June 4 will be remembered as a moment when cricket fans were treated as liabilities, not citizens. The injuries, physical and emotional, will take time to heal. But unless institutional accountability, apologies, and corrective actions follow, the damage will only deepen. -M Raghuram, Mangaluru A litmus test of popular mood Apropos, "The real battle for Bihar has begun," THI, Jun 7. Though still five months away, the Bihar Assembly elections have already ignited intense political fervour. The high-stakes battle looms larger than ever, as the polls mark the first major democratic exercise following the spectacular success of Operation Sindoor—an assertive military manoeuvre against Pakistan that the NDA will undoubtedly spotlight as a testament to its nationalist credentials. The ruling alliance appears poised to capitalise on the patriotic euphoria, weaving national security triumphs into its state-level narrative. Meanwhile, the opposition UPA faces a strategic conundrum—caught between countering the jingoistic wave and articulating a locally resonant alternative vision, a task that appears Sisyphean in the prevailing sentiment. Compounding the political intrigue is the advancing age of Chief Minister Nitish Kumar. Whispers of a potential leadership transition within the NDA have gained traction. Should Kumar step aside, speculation intensifies over whether a BJP or JD(U) stalwart would emerge as the alliance's face, with implications for intra-coalition dynamics. In essence, Bihar's electoral verdict will transcend local governance—it will be a litmus test of popular mood, ideological resonance, and the evolving contours of national versus regional political priorities. N Sadhasiva Reddy, Bengaluru
The Print
14 hours ago
- The Print
Srinagar train was decades in the making. It's set to transform security, trade, identity
From Jammu through Chenani and then over the windswept, 2,382-metre Banihall Pass, Forbes, Forbes, Campbell & Co.'s engineers proposed a 150-kilometre ropeway to haul timber and iron, live animals, fruits, and vegetables. Linked to a railway line running from Srinagar to Shahabad in south Kashmir's Dooru, the project would connect Kashmir's agrarian markets to the industrial powerhouses of India. And yet, those single-spaced pages were precisely that, a proposal to create the impossible from iron and rock. The neat-blue typewritten manuscript from Forbes, Forbes, Campbell & Co. of Karachi arrived on the desk of Maharaja Pratap Singh of Kashmir, proposing an improbable adventure. The oldest corporate conglomerate in India, the grandees at Forbes were practical men, not given to allowing their imaginations excessive rein. Their company had grown cotton in Lyallpur, built railway lines that cut through Sindh and Mirpur, operated fleets out of Manchester, and served as bankers to the imperial government of Bombay, which later became the State Bank of India. Fantasies were not among their many lines of business. Like so many impossible ideas, that dream was realised last week when the first train linking Katra with Srinagar traversed the Chenab Bridge, hanging 359 metres over raging waters below—the result of seventeen years of work led by the Indian Institute of Science engineering professor G Madhavi Latha—and then headed through the brand-new Banihal Tunnel. Geography, the engineers of the age of industry at Forbes, Forbes and Campbell had, however, taught Kashmir's rulers, is not a fait-accompli. Train lines, roads, tunnels and rivers can all be transformed through technology to build new relationships between peoples and economies. From 1921 onward, Maharaja Pratap Singh, Prime Minister Jawaharlal Nehru, his successors HD Deve Gowda, Inder Kumar Gujral, Atal Bihari Vajpayee, and Manmohan Singh all contributed to the transformation of the geographic relationship Kashmir has with the rest of India—culminating in the triumph that Prime Minister Narendra Modi has now presided over. Also read: Not a seat left vacant as J&K's all-new Vande Bharat makes first journey from Katra to Srinagar A turn to roads For most of the nineteenth century, the fastest way from Srinagar to Delhi was a rutted cart road over the Banihal Pass. 'This route is reserved by HH Maharaja of Jammu and Kashmir, and no visitor can travel this way without his express permission,' sourly recorded Pratap Singh's advisor, Major-General Roul, the Marquis of Bourbel. 'When the letter is given, the traveller should arrange for the through transport of his camp and baggage from Jammu to Islamabad [Anantnag] otherwise much trouble and difficulty may be felt, the local coolies frequently putting down their loads on the roadside and running away.' This ought to have been no surprise, of course: The labourers were slaves, forced to labour for the crown for parts of the year. A number of ambitious railway projects were brought to the table in the late nineteenth century, but without success. SR Scott Stratten & Co. proposed, in 1898, to conduct surveys and execute the project. Engineer DA Adams proposed electric engines, but it was thought infeasible because of the elevations he proposed to traverse. In 1902, WJ Weightman suggested building a railway line along the Jhelum River. The First World War, though, put an end to these explorations. For the most part, passengers and goods from the Kashmir Valley used the metalled and well-bridged road running through Pattan and Baramulla and through Kohala to the town of Jhelum in northern Punjab. The route was designed and delivered by Charles Spedding and his company Spedding & Co., who also built a road through the mountains linking Srinagar to the monarchy's furthest outpost in Gilgit. The Baramulla-Jhelum road, American explorer Ellsworth Huntington reported in 1906, was the only one capable of bearing wheeled traffic. 'The roads are terrible,' Huntington complained, 'and as outside traffic is largely shut out by the mountains, beasts of burden are rare, wheeled vehicles are practically confined to the single new thoroughfare down the Jhelum, and traffic is carried on in boats, the loads being usually carried for short distances on men's backs.' Why was this so? Through earlier centuries, historian Parvez Ahmad writes, Kashmir's trade relations focussed on markets in Central Asia, such as Samarkand, Kashgar, Bukhara, Khurasan and Yarkand. The Mughal invasion of 1586 led to the formation of linkages between Kashmiri traders and markets in the plains of Punjab and beyond. The brief period of Afghan rule, from 1753 to 1819, saw this trade collapse. However, the rise of the Dogra monarchy in 1819 led to further evolution in trade with the plains. Led by the Kashmiri Pandit Laxman Joo Tickoo, the first qualified engineer in the state, the Maharaja also decided to develop the Banihal Cart Road as a commercial axis. The project included a tunnel at Banihal, which reduced some of the road's worst vulnerabilities to weather and made it possible for trucks to cross the pass into Jammu and on to Pathankot. There is no evidence in the historical record that the Maharaja had strategic considerations on his mind, but the Dogra state now had a second, fateful highway curling through its territories. The expansion of road and rail projects needed money, and the monarchy didn't have it. The revenues of Rs 27.7 million in 1939 had a substantial amount of Rs 4 million deducted by the Maharaja and his private departments. Another Rs 5 million was spent on what was to prove a woefully underequipped army. Little was left for infrastructure. In 1947, the Maharaja's successor, Hari Singh, fled Srinagar as his army collapsed in the face of an invasion by Pakistani irregulars. Indian troops were able to use this road to support Indian Army special forces who had been airdropped to save the state. A blueprint for freedom From the 1930s, the economist and political activist Prithvi Nath Dhar—later to head Prime Minister Indira Gandhi's secretariat—had begun to think through what Kashmir's accession to India might look like. The one possible rail line, he wrote in a 1951 note, would have been through Banihal, as the Forbes, Forbes, Campbell & Co. report had made clear. 'Thus, if Kashmir develops her railway communications, a much closer integration with India will be possible, and her comparative isolation, brought about by the high mountain ranges of the Himalayas, broken.' The technology and resources of the time, though, meant a project of this kind just wasn't feasible. The Government focussed, instead, on boring a new tunnel to replace Laxman Joo's old one, and work was completed in 1956. The Army also invested in upgrading the cart road to one that met the needs of the giant logistical chain leading up to what was then called the Ceasefire Line. Even more important, though, was Dhar's revelation that the severance of trade links with Panjab would have few consequences—if alternative routes were available. Trade with Panjab, through hubs like Lahore, rose both in volume and value from Rs 40,442 in 1900-01 to Rs 1,53,35,877 in 1925-26. This was mainly composed of finished cotton, dyes, gunny bags, liquor, metals, oils, grain, tea, and tobacco. To Punjab, Kashmir sent live animals, timber, herbal drugs, fruits, vegetables, pulses, hides and skins, as well as opium and charas—then traded legally. For Dhar, it seemed that the agricultural economy of Kashmir and the industrial economy of India complemented each other perfectly. Much of what Kashmir needed was just being routed through Punjab, not made there. Linking Kashmir to the broader Indian market would yield substantial profits for its farmers. All that was needed was a secure logistical system. Kashmir had to be related to India with iron and concrete, not soldiers and bullets. Also read: India needs to focus on winning in Kashmir, not fighting Pakistan The final push The idea of a railroad, though, never quite went away. In this, there was remarkable strategic coherence that cut across successive governments. Prime Minister Deve Gowda laid a foundation stone for the railway line in 1996, at a time when it seemed impossible to assemble workers and protect them from assault. A year later, Prime Minister IK Gujral laid another foundation stone. In 2002, the project was declared one of national importance, freeing it from the limitations of the railway's budget. The big impacts of the railway line, when it is fully functional, will be visible in cities across India: Fruit will be transported far more cheaply and efficiently, the movement of ghee and spices like saffron will be better organised, and new Kashmiri products like high-end cheese will find markets. Less noticed, the compression of space will bring about profound cultural changes. The new train will enable easy day trips between Kashmir and Jammu, two cities divided not only by religion, ethnicity, and culture but also by the bitter history of Partition and the Pir Panjal Mountain range. The impact of this cultural change ought not to be underestimated—because we know that's just what happened earlier. Travelling on the new highway their father had built, Laxman Joo Tickoo's sons went to Mumbai to learn engineering. They discovered new ideas instead. Lambodar Nath Tickoo, the eldest son, decided to become a tailor and set up a high-end bespoke business in Srinagar. Local Pandit conservatives derided the young rebel for engaging in work below his caste status—but the profits from Navyug Tailors soon silenced the critics. Kashmir's railway story reveals essential aspects of what India has achieved in the state, which often receives insufficient attention. Instead of developing its rail network, Pakistan currently lacks a single electrified line, which reduces the efficiency of its system. Large numbers of railway stations in the country's North-West have simply been abandoned. Islamabad also failed to push through a railway line to Kandahar and the north, which would have enabled it to dominate trade in parts of Central Asia. The war India really needs to win is to make Kashmir's people secure, prosperous partners in the project of India. To this end, each journey on the new train will bring us just a little closer. Praveen Swami is contributing editor at ThePrint. His X handle is @praveenswami. Views are personal. (Edited by Theres Sudeep)
