India has been proactively ramping up-all-weather, multimodal connectivity infrastructure in the Kashmir Valley and Ladakh since 2019, following Chinese belligerence along the line of actual control (LAC) and in Pakistan-Occupied Kashmir (POK). Despite the treacherous terrain, complex geography, harsh weather conditions and bureaucratic hurdles, New Delhi has pursued connectivity projects ardently, given the region’s geostrategic and geoeconomic importance. Most projects, including the world’s highest cable-stayed Chenab Bridge (1315 mt), T49 rail tunnel (12.77km) and Zojila tunnel (13.5 km), signify India’s marvellous engineering feat and strategic leap over adversaries.
To increase its geostrategic and geopolitical influence over Xinjiang and Tibet, the Communist Party of China (CPC) started the construction of roads and other infrastructure in 1949. China’s dominance over the region grew manifold after establishing the Xinjiang Production and Construction Corps (XPCC) in 1954; XPCC was initially comprised of decommissioned soldiers and mainly by Hans. The XPCC’s mandate was to develop agriculture, economy and connectivity in frontier areas. With a military structure and hybrid modes of enterprise and bureaucracy, XPCC constructed the Xinijang-Xizang (Tibet) highway in 1958 through Aksai Chin. The strategic Karakoram highway, mainly built by the Peoples Liberation Army, was completed in 1979 and opened to traffic in 1982. In 1958, Beijing also built a railway line from Lanzhou to Siling to connect the Tibetan plateau to China by rail. The project was completed in 1959, and by 1961, China had established full connectivity with the Tibetan plateau by rail. Two other railway lines joined Gansu to Urumqi in Xinjiang and Lanzhou to Baotou in Inner Mongolia. The Lanzhou-Xinijang line was extended to Kashgar in 1999 and to Khotan by 2011 for strategic reasons.
There are three lines linking Tibet with other parts of the China-Qinghai-Tibet link (2006), the Lhasa-Shigatse rail (2014), and the Lhasa-Nyingchi line (2021), with political designs and in pursuance of its expansionist policies, the CPC also plans to connect Xinjiang with Tibet via a railway line running close to the LAC. The rail line, designed through the disputed Aksai Chin region, is expected to be completed in 2035. As it gained economic heft since the turn of the century, China matched its increasing financial prowess with its military ambitions to encircle India with the controversial and sensitive China-Pakistan Economic Corridor (CPEC), which violates Indian sovereignty in POK. China invested billions of dollars in linking the restive Xinjiang province with the Gwadar port in the Arabian Sea. It also helped Pakistan build defence infrastructure, including bunkers, roads, tunnels, and bridges along the LoC. Suspicious of Pakistani officials’ ties with terror organisations in the area, China has also deployed People’s Liberation Army soldiers and members of the XPCC to guard its CPEC projects in the POK. Furthermore, in a move that can have more serious strategic implications for India, China and Pakistan are planning the Muzaffarabad-Shaksgam-Yarkand Road, which will shorten the existing road travel distance between the two nations by around 350 km.
To counter the growing encirclement of its northern territory by China that threatens its sovereignty and integrity, India has embarked on mega multimodal connectivity projects in the Kashmir Valley and Ladakh. Most of these projects for strategic deterrence are expedited after 2019 and are regularly monitored at the apex level. The 272 km-long Udhampur-Srinagar-Baramulla Railway Link (USBRL), proclaimed a ‘National Project’ in 2002, is considered one of India’s most important strategic projects. It was constructed in four phases with an estimated cost of INR 37,021 crores. The Baramulla- Qazigund section, spanning 118 km, was commissioned in 2009. The 19 km Quazigund-Banihal section was commissioned in 2013, followed by the 25 km Udhampur-Katra section in 2014. The 111 km Banihal-Katra section of the project that runs through treacherous terrain is now in its final stages of completion. The USBRL, to be commissioned by March 2024, features 38 tunnels, including the longest T49 tunnel spanning 12.77 km.
The Indian government has undertaken an ambitious project to widen the strategic 295 km highway (NH44) into a four-lane road in 2011. Four of the six projects are complete. The remaining 79km four-lane stretch will have 14 tunnels, costing INR 5,118 crores. The project is expected to be completed by 2024, considerably reducing the travel time from Srinagar to Jammu. The highway is home to the longest tunnels like the Chenani-Nashri tunnel (10.89 km), the Qazigund-Banihal tunnel (8.45km) and other smaller tunnels along the road.
Post 2019, New Delhi also expedited the construction of two tunnels on the Srinagar-Leh strategic highway to shorten the distance and provide all-weather access to Ladakh. The work on the 6.5 km Z-Morh tunnel between Gagangir and Sonamarg is completed. The foundation stone for the Zojila tunnel was laid in 2018. With a construction const of INR 6,800 crore, the tunnel will provide a crucial strategic link between Ladakh and Srinagar. Considered the longest in Asia, the Zojila tunnel is 13.5 km long and will reduce the time to cross the Zojila pass from four hours to 15 minutes. Despite the harsh weather conditions and avalanche-prone terrain, the tunnel will be completed two years ahead of schedule. India is also constructing another 298 km all-weather substitute road to Western Ladakh and Zanskar from Manali; 65 percent of the road is completed and will likely open for traffic by 2026. The road also consists of a 4.1 km twin-tube Shinkun La tunnel for establishing all-weather connectivity to Ladakh from Himachal Pradesh. Another engineering marvel on the Leh-Manali highway is the Atal Tunnel at Rohtang Pass, which provides all-weather connectivity to Lahaul-Spiti Valley. Built at 3000 meters, the 9.02 km Atal Tunnel was inaugurated in 2020. The tunnel reduced the distance between Manali and Leh by 46 km. New Delhi expedited many new road and bridge projects in Ladakh along LAC between 2014 and 2019. Road construction in Ladakh increased by 33 percent, and by 2021, 87 bridges will have been constructed. In 2022, out of the 75 projects worth INR 2,180 crores inaugurated by the defense minister, 18 were solely for Ladakh.
The controversial Chinese infrastructure along LAC and POK raised the real spectre of a two-front war and increased India’s encirclement concerns. China has adopted a collaborative approach to build this infrastructure and provided Pakistan military assistance. New Delhi strategically addressed this discreet approach and covert cooperation between two northern adversaries through the speedy execution of infrastructure projects for deterrence and dissuasion. In doing so, it has also projected its newfound tunnelling capabilities. Besides giving New Delhi a strategic heft over the twin northern adversaries, these projects will ensure security, integration, growth, effective governance and emergency response. New Delhi should now prioritise resources for the timely completion of other projects like the tunnel along the historic Mughal Road, the 489 km long Bilaspur- Manali Leh railway line and the all-weather connectivity towards Gurez. Train connectivity to Kashmir must be supplemented with train connectivity to Leh. This rail link is crucial to increase the tourist footfall along the scenic LAC and the rapid deployment of troops and equipment.
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