SKARDU KARGIL ROAD: ECONOMIC & HUMANTARIAN APPROACH
By M. Taqi Akhunzada

M. Taqi Akhunzada was born and raised in Baltistan. He attained his Masters in Defense Strategic Studies from Quaid-e-Azam University, Islamabad. He is Ex-President, Baltistan Student Federation; and Ex-Mayor, Skardu City Council. Currently, he is member, Board of Directors for Baltistan Cultural Foundation. He also contributes articles for The News International.

Relations between arch rivals of the Subcontinent, India and Pakistan, are at their best. For the last six decades, dispute of Jammu & Kashmir State has remained primary bone of contention between these two countries. On the pretext of national interest and dignity, both countries have fought four fruitless wars and paid heavy economic and human loss. Few years ago, the so-called ‘hawks’, General Musharaf and Mr. Vajpayee, surprised both nations when they agreed to allow dialogues among communities of J&K on both sides and open Muzaffarabad-Srinagar Road, as part of the peace building measures. As of today, five crossing points are established along the Line of Control (LOC) for the divided families. These initiatives strengthen the peace process and enhance brotherhood and friendship among the people of Jammu and Kashmir.

So far, all five crossing points of J&K are established for the communities of Kashmir province of J&K. Recently, Pakistan and India have reached an agreement to initiate trade through Muzaffarabad-Srinagar Road and allow bus service from Rawalakot to Poonch. As the governments of both India and Pakistan dub the efforts as humanitarian, the neglected divided families of Ladakh and Baltistan tell a different story.

Prior to 1948, Baltistan was part of Ladakh province of the State of Jammu and Kashmir. The province was dismembered during 1948 war, as Baltistan district went into Pakistani administration while remaining two districts of Ladakh, Kargil and Leh, became part of Indian Union. Following the ceasefire, thousands of families became refugees, while majority of them having one or two family members stranded on the other side of LOC. Six decades gone and these divided families are still separated. Many of them have died without seeing each other while many others live with a lost hope of reunion.

Ahmed Ali Ancho works for a Skardu-based NGO, whose uncle lives in Silmo Kargil. He says, “I have already made preparations to meet my uncle and cousins. I am waiting for both governments to open Kargil Skardu road so that divided families like us could be reunited. Humanitarian initiatives should benefit all communities and ethnic groups of J&K. The distance between Kargil and Skardu is 173 km (107 miles). On a paved road, it will take less than three hours to reach Kargil from Skardu. So far, the unnatural barrier of LOC has kept the innocent people divided and denies the right of freedom of movement. Since Srinagar-Muzaffarabad bus service has started, hundreds of divided families have traveled through that route. On the other hand, closure of Skardu Kargil road is holding nearly ten thousand divided families hostage. A continuous closure of Skardu Kargil road without any genuine reasons will have a negative impact on the peace process.”

The wars of 1948 and 1971 pushed hundreds of thousands of people into refugee camps. As a result of 1971 war, Balti villages of Tyakshi, Turtuk, Karkit and Chulungkha went into Indian control and many villagers resettled in Skardu as refugees. Ali - a refugee from Chulungkha - is a retired driver of government’s power and works department. He says, “One can never forget his or hers place of birth. Once, I was driving two engineers to the border valley of Chorbad. During the trip, we stopped very close to the border from where I could see my village. I couldn’t help crying after seeing my birthplace after several years.” Ali is now 60 years old and walks with a stick. He still hopes to see his birth place and reunite with his loved ones.

Although the distance between Skardu and Ladakh is small, LOC has stretched the distance to days and months. Divided families learn of the death of their loved ones after several weeks as letters take more than a month to reach to the other side of the border. Abdul Karim, a businessman from Skardu received news of his mother’s death three months later from Ladakh. He felt helpless and cried in his solitude as LOC bars him from visiting his mother’s graveyard.

“We have to travel by air or via wagah border Lahore, which takes weeks of travel and very expensive for us”, says Ashraf Hussain, a young IT professional. Some of his family members are living in Ladakh today. ‘If Skardu Kargil road is opened, it will be very cost effective for divided families to travel across the border.’

For thousands of years, Ladakhis and Baltis have used Skardu Kargil road as a main route linking Baltistan with regions even beyond Ladakh like Tibet, Kashmir and Himachal. Until 1948, all trade routes of Baltistan opened towards Ladakh only. Other important trade routes are Chorbat-Nubra, Leh-Marol and Dras-Gultari. These roads were the lifeline for Baltis and supported livelihood of local people. Following the partition of the Subcontinent, Baltistan was cut off from Ladakh. Until 1960s, Baltistan did not have land link with Pakistan. Absence of roads towards Pakistan deteriorated local economy and people became very poor. During that time, Dakota airplanes were used to airdrop supplies and transport people to Peshawar, from where they could go to Islamabad. In the late 1960s, government of China and Pakistan constructed Karakoram Highway. By 1978, Baltistan was connected by a paved road with Gilgit and Pakistan, which helps support local economy to some extent. Today, this road is the only link with Pakistan for Baltistan. The road is weather dependent and remains cut off for weeks as landslides obstruct traffic.

On the other hand, Skardu-Kargil, Marol-Leh and Chorbad-Nubra roads are all-weather which can bring tremendous economic benefits to surrounding regions. Baltistan is a major producer of fruits and cereals. Some valleys of Ladakh do not grow fruits due to high altitude. Baltistani produce can help supplement the deficiency of food supplies in this regard. Ladakh’s wool and handicrafts will become hot commodities in Skardu in case trade is initiated.

In addition to trade, tourism plays instrumental role in poverty reduction and income generation for the Himalayan communities. Ladakh has potential for culture-based tourism and Buddhist-Muslim diverse culture is very attractive for the foreigners. On the other hand, Baltistan provides opportunity for adventure tourism. Baltistan is home to 150 mountain peaks reaching beyond 6,000 meters in height. Deosai plateau, stretching over 5,000 sq miles at 14,000 feet, is another source of eco-tourism. Thousands of international tourists visit Ladakh and Baltistan every year. These tourists can enjoy both aspects of adventure and cultural tourism at far lower prices if road link from Kargil and Leh is provided for Baltistan.

Some parts of Kharmang, Gultari and Shingo-Shigar valleys of today’s Baltistan were part of Kargil district before 1948 partition. Revenue documents from these valleys are still kept in Kargil revenue office. Access to these documents can help solve land disputes lingering between thousands of people. It will help save money and resources for the poor masses, which spend a huge part of their income paying for court cases. Enhancing linkages between Ladakh and Baltistan will prove that both India and Pakistan care for the impoverished people of these regions. Opening of Skardu Kargil road is part of the ongoing CBMs between India and Pakistan and both countries are requested to open the road without any further delay.