Pakistan’s Dualised Coastal Highway: Strategic Tarmac For Foreign Cargo | World News

The coastal road connecting Karachi and Gwadar, known as Makran Coastal Road (N-10), was completed in 2004. It was originally built to connect scattered coastal towns, reduce travel time and support local movements and fishing communities along the Balochistan coast.

The character of the road changed after the commissioning of Gwadar Port and the inauguration of CPEC in 2015. Parts of the highway have begun to be widened and doubled to accommodate heavy cargo traffic with port and long-distance transit connections. At the same time, new port-oriented infrastructure was added, including a direct expressway from Gwadar for rapid transportation of containers without passing through local areas.

What was once a regional route gradually became a cargo corridor; speed and security took priority over local access and daily use.

The government describes the dual coastal highway as a development success. It is described as an important trade route that will improve connectivity and help the economy. Wider roads and faster traffic are cited as evidence that the investment is finally reaching the shores of Balochistan.

Not so for people living on the highway.

Most of the traffic on the road is heavy cargo. Container trucks, fuel tankers and long convoys move between ports and inland roads. The road is being built for them. Speed ​​and security are more important than local access. For ordinary residents, the highway is not something that makes daily life easier.

Many villages are located right next to the road but are still disconnected from the road. The number of safe passages is small. Service roads are limited. Public transport is poor. People often have to wait for long periods of time to cross the street safely. For them, the highway is something to get around, not something that helps them move.

The size of the investment makes this difficult to accept. Large sums of money were spent to move trucks faster. At the same time, nearby communities are still struggling with basic needs. Clean drinking water is not guaranteed. Health centers are either remote or understaffed. There is a lack of teachers and suitable buildings in schools.

The road goes through these areas but doesn’t fix any of them.

Local residents watch cargo passing by their homes every day. They do not see new markets opening for fishermen or small traders. Trucks don’t stop. There is no money left. Economic activity belongs elsewhere.

Security on the highway is intense. Checkpoints, patrols and escorted convoys are common. Officials say this is necessary to protect an important route. Local people often feel that conservation is not for them. This is for those who pass through their land.

Armed vehicles are everywhere. They are not essential services.

Over time, this creates the feeling of being watched rather than supported. The highway is starting to look less like development and more like control. This feeling is especially important in a region where trust in the state is already weak.

Jobs was another promise. Some work was done during construction, but most was temporary. Skilled workers were often brought in from outside. When the construction was completed, the jobs disappeared. Little was left for local youth.

Highways don’t create many long-term jobs. They transport goods to work, not people. Without education programs or support for local industries such as fishing and farming, the path changes little on the ground.

There is also the money issue. Tolls and transit fees generate revenue. But this revenue usually goes to federal authorities or national agencies. Local governments rarely see direct sharing. Regions host roads, deal with disruptions and manage security pressures, but the financial returns go elsewhere.

This is not new for Balochistan. Big projects are coming. Promises are made. Benefits are delayed or redirected. People are being told to wait. Patience runs out over time.

Supporters of the highway argue that national trade will ultimately benefit everyone. They talk about long-term benefits. For families still struggling for water, sanitation and education, these arguments seem distant. The development that comes later doesn’t always feel real.

The roads are not neutral. They show what’s important. A highway built primarily for external-bound cargo gives a clear signal. People notice when local roads, hospitals and schools don’t receive the same attention.

This isn’t about opposing roads or trade. Connection is important. But development shouldn’t just be about moving goods quickly. It should improve the daily life of people living along the route.

This means proper access roads, safe crossings, local rentals and sharing revenue from local services. This means security that protects not only cargo but also people.

Without these changes, the coastal road will remain what many locals already believe; It will remain a smooth road through communities built for others, still awaiting foundations.

If progress continues to be achieved only by passing trucks and armed convoys, the gap between official claims and lived reality will continue to widen. And a road connecting the country could deepen feelings of exclusion on the margins.

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