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Banihal is a town and a notified area committee, near Ramban town in Ramban district in the Indian union territory of Jammu and Kashmir. It is a rural and hilly area with Kamirwah being one of the most prominent hills. It is located about 35 km (22 mi) away from Qazigund of Anantnag district on NH 44. However, the distance between Banihal and Qazigund is only 18 km by train on the new railway line which is much shorter than the road. The most common language spoken in the region is Kashmiri.

Key Information

Etymology

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"Banihal" means blizzard in the Kashmiri language.
Another view regarding the origin of the name of the place is that the word 'Banihal' has actually been derived from two Kashmiri words viz 'bah' meaning twelve and 'nallhe' meaning a rivulet.[citation needed] Twelve rivulets signifying the various brooks flowing through the area and eventually joining the small local river called Nalla Bischlari.
There is yet another school of thought amongst the locals and some scholars in which the word Banihal is thought of as having a Persian origin.[citation needed] "Nihal" in Persian means greenery and hence "Banihal" would imply 'Eternally green'
In some older texts, it has also been referred to as 'Devgol', meaning the abode of the Gods.

Banihal Pass

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Banihal Pass Top View

Banihal Pass is a mountain pass. At 2,832 m (9,291 ft) elevation, the Pir Panjal mountains connect Banihal with Qazigund on the other side of the mountains. The Pir Panjal mountain range separates the Kashmir valley in the Indian state Jammu and Kashmir from the outer Himalaya and plains to the south. After the closure of the Murree-Muzaffarabad-Srinagar road on the partition of India in 1947, Banihal pass was the only passage from Jammu to Srinagar after independence until 1956 when Jawahar Tunnel was bored through the Pir Panjal range. The pass is accessible only in summer and in winters also if there is no heavy snowfall. If there is heavy snowfall during winters the roads are closed for few days until the snow is cleared from the highway.

Demographics

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Religion in Banihal Town (2011)[3]
  1. Islam (71.5%)
  2. Hinduism (27.5%)
  3. Sikhism (0.67%)
  4. Christianity (0.23%)
  5. Not Stated (0.10%)

As of 2011 India census,[4] Banihal had a population of 3,900 of which 2,453 (57%) are males while 1,447 (43%) are females. Banihal has an average literacy rate of 68%, higher than the Indian national average of 59.5%; with 66% of the males and 34% of females literate. 12% of the population is under 6 years of age. The population of children ages 0–6 is 388 which is 9.95% of the total population. In Banihal Municipal Committee, the Female Sex Ratio is 590 against the state average of 889. Moreover, the Child Sex Ratio in Banihal is around 902 compared to the Jammu and Kashmir state average of 862. The literacy rate of Banihal city is 83.77% higher than the state average of 67.16%. In Banihal, Male literacy is around 91.33% while the female literacy rate is 70.31%. Banihal has an overwhelmingly majority Muslim population with a minority of Hindus and Sikhs.

Administrative Divisions

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Banihal Tehsil consists of three Naibats: Naibat Tethar (Area 45 square kilometres), Naibat Banihal (Area 85 Square kilometres), Naibat Chambalwas (Area 25 square kilometres)

The total agricultural land in Tethar Naibat is 10.68 square kilometres in which the total irrigated (Aabi Awal Land) is 3.14 square kilometres and the total maize or walnut orchids land is 7.54 square kilometres.

In Banihal Naibat the total agricultural land is 11.48 square kilometres in which the total irrigated (Aabi Awal land) is 3.97 square kilometres and the total maize or walnut orchids land is 7.44 square kilometres.

in Chambalwas Naibat The total agricultural land is 3.87 square kilometres in which the total irrigated (Aabi Awal land) is 0.37 square kilometres and the total maize or walnut orchids land is 3.50 square kilometres.

Linguistic breakdown of Naibats:

Naibat Tethar : Kashmiri:95% of total population. and the rest 5% are Gojri speaking.

Naibat Banihal: Kashmiri: 85% Gojri:11% Khah/Pogli dialect:4%

Naibat Chambalwas: Kashmiri:15% Khah/Pogli dialect:68% Gojri:17%

Reference:Wadia Chenab Tehzeeb o Saqafat (وادی چناب تہذیب و ثقافت) by Shabir Hussain Shabir

Banihal town has 645 houses and is divided into seven electoral wards.

Banihal Road Tunnels

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Chanjloo, Banihal.

Existing road tunnel

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A 2.5-kilometre-long (1.6 mi) tunnel at elevation of 2,194 m (7,198 ft) through Pir Panjal mountain under the Banihal pass connects Banihal with Qazigund on the other side of the mountain. The tunnel named Jawahar tunnel after the first prime minister of India was constructed in early 1950s and commissioned in December 1956 to ensure snow-free passage throughout the year. However, it remains closed for a few weeks in winter due to snow avalanches. It was designed for 150 vehicles per day in either direction but now used by more than 7,000 vehicles per day in both directions.[5] Therefore, a new wider and longer tunnel has been planned at a lower elevation.

Jawahar tunnel is maintained by Border Road Organisation (BRO) of the Indian army and guarded 24x7 by the CRPF (Central Reserve Police Force), which also monitors it by CCTVs as the tunnel is vital for the Kashmir valley. The tunnel used to be closed to civilian traffic from midnight to 08:00 until 2009. Now it is open 24 hours a day.

Banihal Qazigund Road Tunnel

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Construction of a new 8.45-kilometre-long (5.25 mi) Banihal Qazigund Road Tunnel started in 2011 to widen NH 44 (former name NH 1A before renumbering of all national highways) to four lanes. It is a double tube tunnel consisting of two parallel tunnels – one for each direction of travel. Each tunnel is 7 metres wide and has two lanes of the road. The two tunnels are interconnected by a passage every 500 metres for maintenance and emergency evacuation. The tunnel has forced ventilation for extracting smoke and stale air and infusing fresh air. It has state of the art monitoring and control systems for security.

The new tunnel's average elevation at 1,790 m is 400 m lower than the existing Jawahar tunnel's elevation and has reduced the road distance between Banihal and Qazigund by 30 km. The new tunnel is also less prone to snow avalanches as it is at a lower elevation. The vehicles have to pay toll tax to use the tunnel. The Southern portal (end) of the tunnel is at 33°29′22″N 75°10′22″E / 33.4895°N 75.1729°E / 33.4895; 75.1729 and the Northern portal (end) of the tunnel is at 33°33′53″N 75°11′12″E / 33.5646°N 75.1867°E / 33.5646; 75.1867.

The boring of the entire 8.5 km tunnel was completed on 20 May 2018.[6] The tunnel was inaugurated on 24 April 2022.[7]

Qazigund Rail Tunnel

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A new 11.215 km (7 miles) long Banihal-Qazigund tunnel (also known as Pir Panjal railway tunnel) for the Jammu–Baramulla line connecting Bichleri Valley of Banihal with Qazigund area of Kashmir Valley has been constructed. The tunnel is 8.40 m wide with a height of 7.39 m. There is a three-metre-wide (9.8 ft) road along the length of the tunnel for the maintenance of railway tracks and emergency relief. The boring was completed in October 2011, its lining and laying of rail tracks were completed in the next year and a trial run commenced at the end of 2012. Commercial runs started from 27 June 2013 reducing the distance between Quazigund and Banihal by 17 km (from 35 km by road to 17.5 km by train).[8]

The tunnel's average elevation at 1,760 m (5,770 ft) is 440 m (1,440 ft) below the existing road tunnel.[9] The rail tunnel facilitates transportation during winters when inclement weather forces closure of the road tunnel and Srinagar-Jammu highway. Pir Panjal Railway Tunnel is India's longest and Asia's third longest railway tunnel (28 km long Taihang Tunnel in China is the longest and 21 km long Wushaoling Tunnel in Gansu, China is the second longest).

The north portal of the Banihal railway tunnel is at 33°33′42″N 75°11′56″E / 33.5617942°N 75.1988626°E / 33.5617942; 75.1988626 and the south portal is at 33°27′48″N 75°11′38″E / 33.463203°N 75.193992°E / 33.463203; 75.193992.

Banihal railway station

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Banihal railway station (2014)

Banihal railway station is situated at 1,702 m (5,584 ft) above mean sea level. It was commissioned on 26 June 2013 and passenger trains run from Banihal to Budgam. The railway network in Kashmir from Banihal to Baramulla is now 137 km. Five trains run daily from Banihal to Baramulla. Until the 148 km Katra-Banihal section of Jammu–Baramulla line gets constructed, expected to be completed by 2018, people can travel from Jammu Tawi or Udhampur to Banihal by road and take the train from Banihal to Srinagar. The train service from Banihal To Budgam was stopped on 5 August 2019 after the Abrogation of Article 35A, and it has not been resumed for the normal commuters since then it was only resumed once with 4 coaches for a special documentary shoot.[10] Indian Railways resumed train operations in Kashmir valley on Banihal-Baramulla section from 22 February 2021, with two services operating initially.[11]

Historical references

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Climate

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Climate data for Banihal, elevation 1,624 m (5,328 ft), (1991–2020, extremes 1962–2020)
Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Record high °C (°F) 22.6
(72.7) 		26.0
(78.8) 		29.0
(84.2) 		31.8
(89.2) 		35.2
(95.4) 		36.3
(97.3) 		34.8
(94.6) 		33.2
(91.8) 		33.0
(91.4) 		32.0
(89.6) 		27.9
(82.2) 		23.8
(74.8) 		36.3
(97.3)
Mean daily maximum °C (°F) 10.8
(51.4) 		12.5
(54.5) 		17.2
(63.0) 		22.4
(72.3) 		26.2
(79.2) 		28.6
(83.5) 		28.7
(83.7) 		28.2
(82.8) 		27.6
(81.7) 		24.6
(76.3) 		19.4
(66.9) 		14.7
(58.5) 		21.9
(71.4)
Mean daily minimum °C (°F) 0.0
(32.0) 		1.8
(35.2) 		5.0
(41.0) 		8.6
(47.5) 		11.5
(52.7) 		14.6
(58.3) 		17.8
(64.0) 		17.4
(63.3) 		13.2
(55.8) 		7.2
(45.0) 		3.8
(38.8) 		1.8
(35.2) 		8.7
(47.7)
Record low °C (°F) −12.0
(10.4) 		−10.0
(14.0) 		−6.4
(20.5) 		−0.7
(30.7) 		3.0
(37.4) 		6.3
(43.3) 		10.3
(50.5) 		8.7
(47.7) 		5.1
(41.2) 		0.8
(33.4) 		−2.4
(27.7) 		−13.6
(7.5) 		−13.6
(7.5)
Average rainfall mm (inches) 192.2
(7.57) 		237.1
(9.33) 		224.1
(8.82) 		132.3
(5.21) 		82.9
(3.26) 		67.9
(2.67) 		83.8
(3.30) 		99.4
(3.91) 		68.4
(2.69) 		34.8
(1.37) 		54.3
(2.14) 		87.7
(3.45) 		1,364.8
(53.73)
Average rainy days 7.3 8.5 9.1 8.1 7.1 5.4 6.1 6.2 4.1 2.3 2.6 3.9 70.6
Average relative humidity (%) (at 17:30 IST) 55 55 50 48 49 51 62 66 60 50 46 47 53
Source: India Meteorological Department[13][14]
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Tanjmaidan, Khairkoot
Hill named Kamirwah in Banihal town (photograph taken from Banihal railway station)
The local Rivulet Bischlari

Transport

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Road

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Banihal is very well-connected by road to other places in Jammu and Kashmir and India by the NH 44. The Jawahar Tunnel between Banihal and Qazigund connects the Jammu division with Kashmir division through Banihal. The new Banihal Qazigund Road Tunnel opened in 2021 which shortened the distance between Banihal and Qazigund by 16 kilometres.[15]

Banihal Railway station in winter.

Rail

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Banihal railway station is located 2 kilometres from the main town. It is part of the Jammu–Baramulla line. The Katra-Banihal section of the Jammu–Baramulla line will be completed by December 2022 which will allow trains from Jammu Tawi to directly reach Banihal and further into Kashmir Valley.[16]

Air

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The nearest airport is Srinagar International Airport located at a distance of 110 kilometres.

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Banihal

View on Grokipedia
from Grokipedia
Banihal is a town and headquarters in the of the Indian of Jammu and Kashmir, situated in the region at an average elevation of 1,666 meters (5,466 feet) along the . As of the 2011 census, the Banihal Municipal Committee recorded a of 3,900, with a rate of 83.77% and a of 889 females per 1,000 males. The town has long functioned as a critical gateway linking the to the region, historically traversed via the at 2,832 meters elevation, which facilitated trade and military movement before modern infrastructure. This connectivity was revolutionized in 1956 with the opening of the 2.85-kilometer , constructed under the pass to provide an all-weather road link between Banihal and , reducing dependence on seasonal routes and enabling year-round access. Further advancements include the 8.45-kilometer Banihal-Qazigund road tunnel, completed in 2021, which shortens the Srinagar-Jammu highway distance by 16 kilometers and travel time by about 1.5 hours. Banihal's strategic importance extends to rail transport, anchored by the Banihal railway station and the 11.215-kilometer Pir Panjal Railway Tunnel—India's longest—connecting Banihal to Qazigund and integrating the Kashmir Valley into the national rail network since its operationalization in 2013. These developments, built using advanced tunneling methods amid challenging Himalayan geology, underscore Banihal's role in enhancing logistical efficiency, defense mobility, and economic ties across the region.

Geography

Location and Topography

Banihal is situated in of the Union Territory of Jammu and Kashmir, , at geographic coordinates approximately 33°26′N 75°12′E. The town occupies an average elevation of 1,666 meters above sea level within the of the Lesser Himalayas. The of Banihal is dominated by steep slopes and rugged, rocky terrain characteristic of the region's Himalayan , which features heterogeneous rock masses including , , , , agglomeratic slates, and volcanic rocks shaped by tectonic folds, faults, and past volcanic activity. materials on these slopes range from finer clays to rocky fragments, contributing to high instability and susceptibility along steeper gradients. Land use in the area is constrained by the predominance of steep, rocky slopes and low infiltration rates in the , which limit water accumulation and expansive ; flatter pockets suitable for settlement or cultivation are scarce, with much of the supporting sparse rather than . This geological and topographical framework positions Banihal as a transitional highland zone, with gradients influencing localized micro-terrains of varying slope inclination from moderately inclined bases to near-vertical upper reaches.

Banihal Pass


Banihal Pass, located across the in the , attains a maximum of 2,832 and constitutes the primary saddle connecting the to the south with the plains. Geologically, the pass manifests as a narrow, tunnel-like constriction amid steep gradients and rocky outcrops, rendering it susceptible to landslides and that exacerbate traversal difficulties. This topographic bottleneck, with its limited width and exposure to prevailing westerly winds, funnels moisture into heavy precipitation, causally dictating profound snow accumulation during colder months. Historically, served as an essential artery for overland trade and pastoral migrations, enabling merchants to transport Kashmiri commodities like and shawls southward in exchange for staples from the plains, primarily viable during thaw periods. Prior to mid-20th-century engineering interventions, the route's exposure enforced annual closures spanning to April, isolating the Valley and compelling reliance on alternative, riskier paths or maritime detours for sustained connectivity. Such intermittency underscored the pass's role as a strategic chokepoint, where control over its narrow defile dictated access across the Pir Panjal barrier, influencing regional commerce and defense dynamics through pre-modern eras.

Climate

Seasonal Variations

Banihal's temperate highland manifests in marked seasonal temperature fluctuations, with annual mean maxima of 21.0°C and minima of 8.0°C recorded at the local observatory. Summer months from to bring the warmest conditions, with average maxima reaching 28°C and minima between 14.6°C and 17.4°C, moderated by the region's above 1,800 meters. Winters from to February are cold, featuring maxima of 9.8–13.7°C and minima from -0.4°C to 1.1°C, with extremes dipping to -13.6°C as observed on 12 1964. Precipitation averages 1,330 mm annually in , distributed across seasons with winter (December–February) contributing 434 mm largely as from western disturbances, yielding about 21.9 snowfall days and water-equivalent accumulation of 461 mm per year. rainfall from to totals around 400 mm over 20–25 rainy days, while pre-monsoon (March–May) adds 410 mm. Relative humidity varies seasonally, averaging 60–70% overall, with morning peaks of 75% in and 85% in , and lower evening values around 45–64%. Fog occurrences, tied to winter cooling and moisture, prevail in – and –, stemming from high and at , which reduces through ground-level temperature inversions. This altitude-driven follows the environmental , decreasing temperatures by roughly 6.5°C per 1,000 meters ascent, yielding cooler, wetter winters and milder summers compared to adjacent lowlands.

Effects on Infrastructure and Travel

Prior to the construction of the Jawahar Tunnel in 1956, the Banihal Pass on National Highway 44 (NH44) was routinely closed for 4-5 months annually during winter due to heavy snowfall, isolating the Kashmir Valley from Jammu and the rest of India and causing severe supply disruptions. Historical records indicate that these prolonged closures led to shortages of essential goods, including food and fuel, with trade logs from the pre-tunnel era documenting halted overland commerce and reliance on airlifts during extreme periods. The pass's exposure to avalanches and blizzards exacerbated these issues, necessitating military and civilian adaptations like stockpiling provisions, though empirical data from Jammu and Kashmir government reports highlight recurring economic losses tied to such seasonal blockages. Even after tunnel mitigations, including the all-weather and subsequent projects like the Qazigund-Banihal road tunnel completed in phases through 2021, climate-induced disruptions persist, with NH44 experiencing closures from snow accumulation, landslides triggered by heavy rain, and shooting stones. In January 2021, fresh snowfall led to multiple highway shutdowns in the Banihal sector, stranding vehicles and delaying clearance operations that typically take days amid sub-zero temperatures. Recent data from 2024-2025 show cumulative closures exceeding 50 days in some years due to winter , contributing to breakdowns such as mutton shortages during peak demand and estimated agricultural losses of 6-7 billion rupees from delayed apple exports. These events underscore the highway's vulnerability, with transport ministry assessments noting heightened risks from icy conditions and reduced visibility, though specific quantified increases remain underreported in . Infrastructure projects in Banihal have faced delays attributable to harsh , including the Banihal-Qazigund , where winter conditions halted work and extended timelines by years due to geological challenges amplified by and . Similarly, Ramban-Banihal constructions have been impeded by inclement , with studies citing seasonal interruptions as a primary causal factor in overruns, countering claims of minimal environmental barriers by evidencing the need for adaptive engineering like avalanche protection. The Pir Panjal Railway , operational since 2013, offers a more resilient alternative, minimizing -related rail disruptions compared to surface roads, though occasional events still affect track maintenance near Banihal station. Overall, while tunnels have curtailed closure durations from months to intermittent days, climate realism demands ongoing investments in -hardened to mitigate persistent impediments.

History

Etymology

The name Banihal is commonly interpreted in local Kashmiri linguistic traditions as deriving from two words: bah, meaning "twelve," and nallhe, referring to a rivulet or small stream, thus denoting "twelve rivulets" in reference to the numerous watercourses originating in the surrounding hills. This etymology aligns with the area's , where multiple seasonal streams drain into the Lidder River system, though no primary philological dictionaries confirm the precise morphology. An alternative local explanation posits Banihal as signifying "" or "land of blizzards" (bah for blizzard and hal for land or place), emphasizing the pass's severe winter snowstorms that historically isolated the region. Some historical analyses trace the name to an older Sanskrit form, Vāṇashala (from vāṇa or vana, meaning forest, and shala, abode or hall), suggesting "forest abode" and reflecting the dense woodlands that once covered the valley before extensive . This form purportedly appears in 12th-century records by the Kashmiri chronicler , predating modern usages, though direct textual cross-references in surviving manuscripts of his remain unverified in accessible archival editions. These derivations lack consensus in rigorous linguistic studies of Kashmiri or Pahari dialects, with romanticized or anecdotal interpretations often prevailing in regional accounts over empirical etymological analysis.

Early Historical References

The , traversing the at an elevation of approximately 2,832 meters, emerged as a vital transit corridor during the Mughal of in 1586, when Emperor dispatched forces under commanders such as Raja Bhagwan Das and Qazi Musa to subdue the and integrate the valley into the empire. This campaign highlighted the pass's strategic utility for military logistics, enabling the transport of troops and supplies from toward despite the formidable terrain. Post-annexation, Mughal administrators prioritized enhancements to connectivity, including the Banihal route, to sustain governance and expedite reinforcements to the of , as evidenced by imperial road-building initiatives under that linked peripheral regions more effectively. Trade caravans traversed the pass to exchange commodities such as , grains, and salt between the and Jammu plains, though records emphasize its role as a seasonal conduit prone to closure by heavy snowfalls averaging over 10 meters annually in winter months. Contemporary accounts portray Banihal not as a benign pathway but as a severe natural impediment, with steep gradients, frequent avalanches, and sub-zero temperatures exacting high tolls on pack animals and porters—losses estimated at up to 20% of caravans in adverse conditions—contrasting romanticized depictions by underscoring the empirical hardships of high-altitude transit in pre-modern . Mughal reinforcements, including those dispatched during Jahangir's reign in the early , similarly navigated these perils to maintain imperial presence, reinforcing the pass's documented function as a contested gateway rather than an effortless .

Modern Historical Developments

The , India's first major road tunnel, was constructed between 1954 and 1956 through the near Banihal to provide all-weather connectivity between the and region, bypassing seasonal closures of mountain passes that previously isolated the valley for months each year. Measuring 2.85 kilometers in length, it was inaugurated on December 22, 1956, and named after , marking a pivotal step in integrating Jammu and Kashmir with mainland via the Jammu-Srinagar National Highway. This infrastructure milestone reduced dependency on precarious overland routes, enabling year-round vehicular access and facilitating the transport of goods and personnel, though initial single-lane design limited capacity until later upgrades allowed 24-hour operations. Advancements in rail connectivity accelerated with the Udhampur-Srinagar-Baramulla Rail Link (USBRL) project, including the 11-kilometer Pir Panjal Railway Tunnel linking Banihal to , which achieved breakthrough in the late and enabled trial operations by 2010, with full service on the Qazigund-Banihal section commencing in 2013. This tunnel, employing the New Austrian Tunnelling Method from both ends, shortened rail distances across the Pir Panjal barrier and supported broader efforts. Further progress included the 48.1-kilometer Banihal-Sangaldan section, incorporating 38 tunnels and multiple bridges, which was inaugurated on February 20, 2024, extending connectivity southward and reducing overall Jammu-Kashmir rail travel times. Following the abrogation of Article 370 on August 5, 2019, which reorganized Jammu and Kashmir as a , infrastructure initiatives in the Banihal area gained renewed momentum, with accelerated funding and execution of USBRL segments to enhance national integration. Official reports highlight how these developments have empirically diminished geographic isolation, boosting freight movement—such as the first goods train to in August 2025—and generating local employment through project-related jobs, while improving access to markets and services without reliance on seasonal weather. By mid-2025, partial USBRL operations had connected Banihal to key nodes, fostering socio-economic ties evidenced by increased rail usage and reduced logistics costs for valley residents.

Demographics and Society

Population and Composition

As per the , Banihal town recorded a of 3,900 residents. This comprised 2,453 males and 1,447 females, resulting in a of 590 females per 1,000 males. The urban population density stood at approximately 958 persons per square kilometer across 4.07 square kilometers. Religious composition in the town was dominated by , who accounted for 71.51% (2,789 individuals), while formed 27.49% (1,072 individuals); and represented smaller shares at 0.23% (9 individuals) and 0.67% (26 individuals), respectively. In the broader Banihal , which includes the town and 88 villages with a total of 125,045, constituted 87.18% (109,011 individuals) and 12.33% (15,424 individuals). The town's grew from 2,729 in to 3,900 in , reflecting a decadal increase of about 43%, or an average annual growth rate of 3.4%. This exceeded the Ramban district's decadal growth of 31.99%, from 214,944 to 283,713. Within the , scheduled tribes comprised 9.4% of the , primarily nomadic and semi-nomadic groups such as Gujjars.

Literacy and Socioeconomic Indicators

The rate in , encompassing Banihal, stood at 54.27% as per the 2011 , reflecting persistent challenges from geographic isolation and seasonal inaccessibility prior to enhanced connectivity. Male reached 68.82%, while lagged at 38.04%, yielding a of over 30 percentage points attributable to cultural norms, limited school infrastructure in remote villages, and higher dropout rates linked to household responsibilities and early marriage. Rural areas exhibited even lower rates at 52.82% overall, with at 36.49%, underscoring disparities exacerbated by pre-2010s limitations that hindered teacher retention and student attendance during harsh winters. Recent district-level strategies, initiated post-2019 Union Territory reorganization, target female literacy improvement and school dropout reduction through community outreach and infrastructure upgrades, addressing a reported female literacy rate below 40% in 2024 assessments. School enrollment data from 2019-2020 indicate primary-level participation nearing universality for boys but with gaps for girls in upper primary stages, where dropout rates exceed 10% due to distance to facilities; enhanced and rail access has correlated with rising by facilitating to secondary schools. Socioeconomic health indicators have shown progress amid connectivity gains, with Jammu and Kashmir's rate declining to 16.3 per 1,000 live births by 2024-25, driven by better outreach in districts like Ramban via upgraded health posts and referral systems. In Ramban, institutional deliveries and outpatient footfall have increased post-infrastructure enhancements, reducing isolation-related delays in care that previously elevated neonatal risks; inputs since 2019 have bolstered local facilities, yielding measurable gains in coverage and metrics despite baseline vulnerabilities from terrain. These shifts counter pre-UT stagnation, as empirical access improvements—tied to tunnel expansions and rail links—have causally lowered barriers to preventive services, though gender-disaggregated welfare gaps persist in and outcomes.
IndicatorValue (Ramban District, 2011)Source
Overall Literacy Rate54.27%
Male Literacy Rate68.82%
Female Literacy Rate38.04%
Rural Female Literacy Rate36.49%

Administration

Governance Structure

Banihal operates as a and subdivision within of the of Jammu and Kashmir, established under the administrative framework outlined in the Jammu and Kashmir Reorganisation Act, 2019, which bifurcated the former state into two effective October 31, 2019, thereby placing local entities under direct central oversight via the Lieutenant Governor. The administration is headed by a , appointed by the government, who manages revenue administration, land records maintenance, and subordinate judicial functions, reporting to the District Magistrate of Ramban. This structure ensures coordinated implementation of central directives on law and order, with the Banihal exercising executive magisterial powers over the area. The urban core of Banihal is administered by the Municipal Committee Banihal, a responsible for including , , and , operating under the Jammu and Kashmir Municipal Act, 2000, as amended post-reorganization. Rural governance in the tehsil relies on the three-tier Institutions, with Banihal block encompassing at least 20 gram panchayats—such as Ashar, Bankoot, and Chamalwas Upper—elected bodies handling village-level development, welfare schemes, and local dispute resolution under the Jammu and Kashmir Panchayati Raj Act, 1989, extended and aligned with the 73rd Constitutional Amendment following the 2019 changes. These panchayats receive devolved funds from central schemes like the grants, with allocated approximately ₹58,360 lakh in potential linked credit for 2025-26, supporting local initiatives through block development offices. Post-2019 reorganization, amendments to the Act, including those notified in 2024, have centralized key under the Lieutenant Governor, who approves administrative rules, postings, and finances, bypassing prior state-level intermediaries to streamline development oversight in remote tehsils like Banihal. This prioritizes empirical efficiency in fund utilization for and services, evidenced by central allocations such as ₹416.10 for 26 rural roads in Ramban, including Banihal segments, under PMGSY schemes channeled through local bodies.

Administrative Divisions

Banihal functions as a within , Jammu and Kashmir, comprising one statutory town—the Municipal Committee of Banihal—and 34 villages as delineated in the 2011 Census administrative units. The spans 563 square kilometers, with a total of 125,045 recorded in 2011, including 64,992 males and 60,053 females, yielding a of 222 persons per square kilometer. Urban constitutes about 3% (3,900 residents in Banihal Municipal Committee), while the rural share dominates at roughly 97%, distributed across villages clustered in the Pir Panjal foothills. The primary block under Banihal tehsil is Banihal , which oversees local governance and development in its constituent villages, such as Ashar (population 1,550), Bankote (1,860), Bhangara (2,720), and Dhanmasta, among others totaling around 18 villages in the block's core jurisdiction. These spatial units, including niabats for sub-tehsil administration, partition the rugged terrain into manageable zones, enabling efficient allocation of resources like road maintenance and emergency services across elevations exceeding 2,000 meters, where centralized oversight would falter due to geographic isolation. Population distribution reflects this rural emphasis, with larger villages like Bhangara serving as halqa panchayat hubs for nearby hamlets, supporting localized planning for water, electricity, and agricultural inputs in areas prone to landslides and heavy snowfall. Smaller settlements, such as Alanbas (2,581 residents), concentrate along transport corridors like the Jammu-Srinagar highway, facilitating targeted interventions that account for varying accessibility in the mountainous . This structure, rooted in census-defined boundaries, underscores operational geography over hierarchical authority, optimizing service delivery in a where dictates practical .

Economy

Traditional Economic Activities

The traditional economy of Banihal centered on and , shaped by the steep, rainfed terrain that restricted large-scale cultivation to terraced slopes and valleys. emerged as the dominant crop, sown across fragmented holdings averaging under one per , yielding modest outputs sufficient primarily for local consumption amid variable monsoonal rainfall. supplemented farming in elevated areas, with apple orchards covering approximately 2,773 hectares in and producing around 7,535 metric tons annually, alongside walnuts as a hardy adapted to the cooler microclimates. These activities yielded low per unit area, constrained by , short growing seasons, and absence of , fostering a cycle of self-reliance punctuated by periodic shortages. Livestock herding formed an essential pillar, integrating with crop residues for fodder and providing dairy, meat, and wool amid arable limitations. Households typically maintained 8-10 heads of low-yield indigenous cattle, such as local desi breeds, alongside sheep flocks that grazed communal pastures during summers. Sheep rearing, prevalent across Jammu and Kashmir's agrarian households, contributed to livelihoods through migratory grazing patterns, though herd sizes remained small due to overgrazing risks and harsh winters forcing stall-feeding. This dual agro-pastoral system mitigated income volatility from crop failures, yet overall animal productivity stayed subdued without veterinary interventions or improved breeds. Limited and historically traversed the , serving as a seasonal conduit for exchanging valley grains and against Jammu's salts and tools, though closures confined exchanges to summer months and volumes to pack animals. Seasonal labor outflows supplemented earnings, with herders and farmers migrating to lowland markets or construction sites, reflecting the terrain's incapacity for surplus generation. These pursuits underscored a precarious equilibrium, where ecological barriers perpetuated low diversification and vulnerability to climatic disruptions without external inputs.

Infrastructure-Driven Growth

![Kashmir railway line near Banihal railway station.jpg][float-right] The Udhampur-Srinagar-Baramulla Rail Link (USBRL) project, featuring critical infrastructure around Banihal such as the Pir Panjal Tunnel and Banihal railway station, has driven substantial job creation during its construction phase spanning the 2010s to 2020s. Over 14,000 direct jobs were generated, with 65% provided to local workers in Jammu and Kashmir, contributing to skill development and temporary economic uplift in the region. The overall initiative amassed more than 50 million man-days of employment, including indirect opportunities exceeding 55 million man-days, fostering local entrepreneurship and reducing unemployment in infrastructure-dependent areas like Banihal. Post-completion of the Banihal-Katra section in 2025, the USBRL has catalyzed growth by slashing travel times from to , positioning Banihal as a more accessible gateway and boosting visitor inflows to nearby attractions. Initial freight operations, commencing with the first train to in August 2025, signal reduced logistics costs and enhanced trade volumes, integrating Banihal's economy with broader Indian markets and countering historical isolation through verifiable connectivity gains. These developments have supported Jammu and Kashmir's GSDP growth at a compound annual rate of 4.89% from 2019-20 to 2024-25, attributable in part to infrastructure-led integration diminishing regional disparities. Ongoing rail and enhancements around Banihal continue to sustain in maintenance and ancillary sectors, while improved has spurred local expansion, including and services, with projections for sustained socio-economic ripple effects.

Infrastructure and Connectivity

Road Networks and Tunnels

The primary road network through Banihal is part of National Highway 44 (NH44), the Jammu-Srinagar highway, which traverses the at an elevation of approximately 2,832 meters, connecting the to the region. This route has historically been prone to seasonal closures due to heavy snowfall and landslides, limiting access during winter months until tunnel infrastructure mitigated these risks. The , India's first major road tunnel, was completed between 1954 and 1956 and opened on December 22, 1956, providing an initial all-weather link across the . Spanning 2.5 kilometers as a twin-tube structure with one lane in each direction, it facilitated year-round vehicular passage, reducing dependency on precarious surface routes and enabling consistent supply chains to the despite adverse weather. However, its single-lane configuration and vulnerability to snow accumulation led to frequent maintenance closures; a comprehensive renovation began in July 2023, incorporating modern ventilation, lighting, and drainage systems at a cost of Rs 62.50 crore, with reopening scheduled for December 2024 under oversight. To address capacity constraints, the 8.45-kilometer Banihal-Qazigund Road Tunnel, a twin-tube bypass parallel to the , was constructed at a cost exceeding Rs 3,100 and inaugurated on April 23, . Featuring two lanes per tube with a 9.16-meter horseshoe-shaped , it shortens the Banihal-Qazigund distance by 16 kilometers and cuts transit time by about 1.5 hours, enhancing traffic flow for over 5,000 daily vehicles on this corridor while minimizing exposure to avalanche-prone sections. These tunnels collectively ensure reliable all-weather connectivity, supporting logistics for essential goods and reducing overall Jammu-Srinagar travel from up to 12 hours to around six hours.

Railway Systems

functions as the primary rail hub linking the to southern via the Udhampur-Srinagar-Baramulla Rail Link (USBRL). The station integrates with the 11.215 km Pir Panjal Railway Tunnel, which connects Banihal to , enabling year-round access despite harsh conditions. Regular passenger services on the Qazigund-Banihal section commenced following the tunnel's commissioning, with the broader Jammu-Baramulla line achieving full operational status by June 7, 2025. Key advancements in 2024-2025 expanded Banihal's connectivity southward. The 48 km Banihal-Sangaldan section opened on February 20, 2024, followed by the Sangaldan-Katra link on June 6, 2025, completing the route to Jammu Tawi. This progression introduced premium services like the Srinagar-SMVD Katra , operational from June 6, 2025, with one intermediate stop at Banihal. Electrification of the 185.66 km Baramulla-Srinagar-Banihal stretch supports trials, including successful runs on the Banihal-Khari portion in December 2023 and further tests toward Katra in January 2025. Local rail operations between Banihal and emphasize accessibility, with trains departing every two hours and journey times of approximately 1 hour 45 minutes. Unreserved fares range from INR 35 to 50, rendering the service economically viable for daily commuters and tourists relative to bus alternatives. These metrics—frequent schedules and nominal pricing—have empirically broadened rail usage, evidenced by sustained operations carrying thousands of passengers amid post-completion demand. Vande Bharat introductions further diversify options with higher speeds up to 160 km/h on electrified segments, though local services prioritize volume over velocity.

Broader Transport Impacts

The integration of and rail through Banihal has enabled multimodal synergies, reducing overall travel times across the Jammu-Srinagar corridor and facilitating connections to regional . The Jammu-Srinagar highway travel time has decreased from approximately nine hours to six hours following upgrades including the Banihal bypass, allowing faster onward journeys to (roughly 200 km south) or Srinagar International (about 90 km north). Full rail connectivity, upon completion of the Katra-Banihal section, is projected to further compress end-to-end times to three hours, enhancing access for air travelers by streamlining transfers from rail hubs like Banihal station to roads. Logistics for perishable goods have improved markedly due to year-round rail options complementing seasonal road vulnerabilities. The Pir Panjal Railway Tunnel supports consistent transport, exemplified by the launch of dedicated parcel trains in September 2025 from (near ) to , carrying 23-24 tonnes daily of apples and other perishables, which cuts transit times and mitigates losses during highway closures from landslides or snow. This rail-road interplay has stabilized supply chains for Kashmir's horticultural exports, previously hampered by the Jawahar Tunnel's winter inoperability, enabling more reliable multimodal distribution to markets beyond Jammu and Kashmir. These connectivity gains have driven measurable increases in tourism and economic activity by improving access to the . Jammu and Kashmir recorded 2.36 crore tourist visits in 2024, including over 94 lakh to [Vaishno Devi](/page/Vaishno Devi) and significant inflows to valley destinations, with infrastructure enhancements like the Banihal links cited as key enablers for expanded rail tourism and day trips. Reduced travel barriers have lowered logistics costs and boosted regional , though gains are tempered by ongoing weather-related disruptions.

Strategic Role and Challenges

Geopolitical Significance

Banihal's position along National Highway 44 (NH-44), via the , serves as a critical artery linking the to and the n mainland, enabling year-round troop deployments and logistics that mitigate risks of seasonal isolation from snowfall-induced closures. This infrastructure has historically facilitated the rapid movement of military convoys, reducing vulnerability to supply disruptions that could otherwise exacerbate insurgent activities or external pressures in the region. Recent upgrades to the tunnel, including enhanced surveillance and ventilation systems, further bolster operational security for defense operations, as evidenced by its role in sustaining connectivity during heightened tensions. The pass and associated tunnels act as a strategic chokepoint, deterring attempts at blockade or infiltration by providing alternative, hardened routes that integrate more firmly into India's framework. Post the August 5, 2019, abrogation of Article 370, which reorganized Jammu and Kashmir as a , infrastructure acceleration in Banihal—including the Qazigund-Banihal road section and bypass—has emphasized unification through enhanced access, with investments exceeding ₹3,000 crore allocated to tunnel and expressway projects by entities like the . These developments, alongside the operationalization of the Udhampur-Srinagar-Baramulla Rail Link's Banihal segment, have enabled the first freight trains to reach by August 2025, integrating the valley into India's national logistics corridor and reducing dependency on vulnerable surface routes. Such connectivity advancements support causal links to improved and economic ties, countering narratives of separation by fostering material interdependence.

Construction Challenges and Security Issues

The Pir Panjal Railway Tunnel, measuring 11.21 km and integral to the Banihal-Qazigund rail section of the Udhampur-Srinagar-Baramulla Rail Link (USBRL), faced severe geological hurdles in the Himalayan , including heterogeneous, highly deformed rock with high squeezing potential and heavy water inflows that threatened structural stability during excavation. Conventional tunneling methods required adaptations like the (NATM) to manage soft ground and deformation risks, while seismic vulnerabilities and weak demanded high-strength steel reinforcements capable of enduring winds up to 213 km/h. Ground subsidence incidents, such as a 3-km tunnel section sinking in 2006 due to soil instability, further exemplified terrain-induced setbacks in nearby USBRL alignments. These challenges contributed to substantial delays and escalations in the broader USBRL project encompassing Banihal, originally sanctioned in the but plagued by over 20 years of postponements and cost overruns surpassing Rs 34,561 crore— a 1,382% increase from initial estimates—primarily from unforeseen geological complexities rather than solely managerial lapses. Projections of indefinite halts due to Himalayan intractability proved overstated, as phased completions, including the Pir Panjal Tunnel's breakthrough by 2019 and trial runs by 2024, outpaced some revised timelines through iterative engineering solutions like predictive deformation modeling for tunnels such as Khari-Banihal. Security threats from regional militancy compounded construction risks in the 2010s, with militants targeting infrastructure workers and sites; a notable 2017 incident in Banihal involved attacks linked to overground networks and surrendered operatives aiming to disrupt projects, echoing broader vulnerabilities in Jammu and Kashmir where USBRL sites required constant protection against sabotage. Into the 2020s, heightened militant activities prompted escalated security along the 272-km USBRL, including post-2024 measures following attacks on laborers elsewhere in , yet quantifiable progress persisted with no project-wide halts, as fortified protocols enabled operational milestones like full and service expansions by mid-2025. This resilience countered narratives of insurmountable insecurity, with incident rates not derailing core advancements despite isolated threats.

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  112. https://swarajyamag.com/news-brief/after-pahalgam-terror-attack-railways-steps-up-security-across-272-km-udhampur-srinagar-baramulla-rail-link-report
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