Road Connectivity: Kashmir’s Lifeline
Kashmir’s geographical position as a mountainous valley at the junction of the Indian subcontinent, Central Asia, and Tibet has made it a crucial hub for road connections since ancient times. These necessary channels have been a part of the history of this otherwise difficult to approach hilly region, with inclement weather conditions. These routes were not just for trade but were also conduits for cultural, religious, and intellectual exchange with Kashmir.
The ancient road connections were to Ladakh and Central Asia on one hand, and Punjab & rest of North India on the other hand; making it possible to connect with rest of the world. The Northern silk road connecting the valley with Ladakh and Central Asia has a very rich history dating back to at least 10th century, serving as a crucial meeting point for traders and a hub for commercial exchanges between India, Tibet, and Central Asia. The route’s importance intensified in the 19th and 20th centuries, particularly after 1846, when Ladakh became part of the princely state of Jammu and Kashmir, and Leh flourished as a meeting place for caravans. The route continued to be significant for trade of cashmere, indigo and carpet industries. These trade patterns shifted with changing political dynamics, especially after India’s independence in 1947.
The route started from Srinagar, traversed the challenging Zoji La Pass to reach Kargil and Leh in Ladakh. From Leh, it branched into various routes that crossed high-altitude passes like the Karakoram Pass to reach key Central Asian cities like Yarkand, Kashgar, and Khotan (in modern-day Xinjiang, China). This route was the primary way for caravans to transport goods between India and Central Asia. Goods from the Indian plains, such as spices, and textiles, were carried through Kashmir to Central Asia. In return, Kashmir received goods like silk, musk, and pashmina wool from the Central Asian steppes. This route was not just about commerce; it was also the path through which Buddhism spread from India to Central Asia and China, with Kashmiri scholars and monks playing a crucial role.
The historical road to connect Kashmir valley with Lahore has been the most notable “Mughal Imperial Road” a route passing via the Pir Panjal Pass also known as the Namak Road or Salt Route. This route navigated the Pir Panjal Mountain range through passes like Rattan Pir and Peer Ki Gali. It was an important pedestrian track for transporting goods, particularly salt, and was later developed and fortified by the Mughals to support their visits to Kashmir. This route now called the Mughal Road has become an alternative for travelling to Poonch and Rajouri areas of Kashmir. It is not an all-weather route because of heavy snowfall during the winters. It gets closed between December and March-April depending upon the weather conditions.
This year because of unprecedented rains and floods in the Jammu region this road became the lifeline for Kashmir valley to get in petroleum, LPG, kerosene, vegetables, fruits, mutton, and poultry. The apple export which is at its peak during this period was to a small extent managed through this road. The road being narrow and very circuitous does not allow big trucks and thus remained a problem for fruit transport. Although in the recent crisis, it is serving as a vital bypass for some vehicles, but it cannot be a complete solution as it is not suitable for all types of heavy vehicles. There have been calls to upgrade and maintain the Mughal Road as a more dependable alternative, including the construction of tunnels to make it an all-weather route.
The main connection with Punjab, however, used to be through the Jhelum Valley Route, originally built as the Jhelum Valley Cart Road and completed between 1889 and 1897. It connected Srinagar to Peshawar and served as Kashmir’s primary link to the outside world until the mid-1950s, facilitating the first vehicular travel into the valley. The road’s use was disrupted in 1947 after the division of India making civilian movement difficult because a large part was through the disputed area of the occupied Kashmir beyond the Chakothi crossing, which is adjacent to the Line of Control (LoC) and is known for the associated Uri-Muzaffarabad Road. This route is significant for cross-LoC trade and travel between Uri and Pakistan-administered Muzaffarabad during periods of peace which are becoming shorter because of the conflicts between the two neighbours.
While this was the primary route, the Dogra rulers also worked on the more difficult connection between Jammu and Srinagar via the Banihal Pass. This route, a precursor to the modern highway, was known as the Banihal Cart Road (B.C. Road). The construction of this road was a monumental task due to the rugged terrain and high altitude. Maharaja Pratap Singh was instrumental in its development, and it was eventually opened to public traffic in 1922. This road, while prone to closure in winter due to heavy snowfall, provided a direct, though challenging, link between the two capitals of the state. The Dogra dynasty played a crucial role in establishing and improving the road connectivity between Jammu and Srinagar, a vital link that was not as prominent before their rule. Their efforts were part of a broader push to modernize the state’s infrastructure.
This road thus became the most important connection and is today’s Jammu-Srinagar National Highway (NH-44), a crucial lifeline connecting the Kashmir Valley with the rest of India. It is a 270-kilometer long road. Despite recent improvements like the Chenani-Nashri Tunnel, the highway is still prone to problems, particularly during monsoon and winter seasons because of weak soil and expansive clays. In normal weather conditions when the road is good this distance can be covered by car in 6 to 7 hours and in a bus in around 10 hours.
The highway’s recent closure for an extended period was due to heavy rainfall, floods, and landslides, which severely damaged the road at multiple points, especially between Chenani and Udhampur. This prolonged closure led to significant economic losses, especially for the apple industry, with thousands of tons of fruit rotting in stranded trucks. This highlighted the highway’s fragility and the economic vulnerability of the region, which relies on this single road for trade and supplies.
Political leaders and local communities have voiced their frustration over the frequent disruptions and the perceived inaction by authorities to address the core issue. The authorities have focused on immediate restoration work and temporary diversions. The government has prioritized clearing the backlog of stranded trucks and has been working on repairing the damaged sections. However, some have criticized the slow speed and lack of a long-term solution.
Another alternative is the use of the railway network. The Vande Bharat train between Katra and Srinagar has shown a way and would increase the number of bogies in the next few months but there will be no additional trains than the two-existing one due to the constraints of only two tracks on Udhampur-Srinagar-Baramulla Rail Link. A parcel train service has been introduced to transport perishable goods like apples, but its capacity is very limited, and it’s not a substitute for the highway’s overall transport capacity. The long-term vision includes a more robust railway line and other infrastructure projects to ensure year-round, all-weather connectivity, reducing the region’s heavy reliance on a single, geologically unstable highway. The task is daunting and needs a strong will, commitment and zeal on the part of the administration.
Prof Upendra Kaul, Founder Director Gauri Kaul Foundation
