(b) Trade Centres

(i) Regulated and Unregulated Markets --- The money-lenders exploited the poor farmers not only by charging higher rates of interest, but also by purchasing their produce at lower rates. They also practised some malpractices, such as the use of non-standard weights, i.e., they had different weights for selling and buying the produce. In order to save the peasantry from exploitation and to ensure a fair price for their produce, the State Government passed the Punjab Agricultural Produce Markets Act, 1939. The Act provides for the regulation of markets through market committees which represent the growers, commission agents and traders, local bodies and the State Government. The market committees standardize various market practices and charge and enforce the use of standard weights, thus ensuring a fair deal to the producer. There are 10 regulated markets in District at Firozpur City, Firozpur Cantonment, Guru Har Sahai, Talwandi Bhai, Zira, Dharamkot, Makhu, Fazilka, Abohar and Jalalabad.

All the regulated markets follow one and the same system for the marketing of produce. the rules and regulations framed by the local market committees pertain to the hours of work and the incidental chargers to be collected from the sellers and buyers. The general system of marketing is the open auction in the markets. This method is recognised by law and is fair to the producer, as the chances of malpractices are fewest. All the transactions are done through the commission agents, who charge 1.56 per cent as commission from the buyers. The commission includes sundry charges, such as commission and weighing and cleaning charges. Before the passage of the Punjab Agricultural Produce Markets Act, 1961, the buyers have to bear these charges. The main commodities for which transactions take place in the regulated markets are foodgrains, cotton, oil seeds, paddy, gur, chillies and potatoes.

All the regulated markets are liable to implement the provisions of the Punjab Agricultural Produce Markets Act, 1961, for regulating the trade in agricultural produce.

There is no unregulated market in the District.

(ii) Fairs, Melas and other Rural Marketing Centres

Fairs and Festivals --- Fairs and festivals have a special place in the Indian life. A list of such fairs and festivals, held in the District, is given in Chapter III, ‘people’ on pages 88 to 89.

The fairs and festival which have some trade significance are as follows:-

Fairs and festival of trade significance in Firozpur District

Town/Village	Fair/Festival		Date and duration	Significance and legend	Approximate number of visitors and the radius covered	Castes communities	Commodities sold
1	2		3	4	5	6	7
Jalalabad	Cattle fair		Magh and Asoj (January-February and September October) one week	Commercial	4,000 14 km	All	Animals
Fazilka	Cattle Fair		Phagan (February March) Eight Days	Commercial	5,000 16 km	All
Abohar	Camel and cattle fair		Phagan and Bhadon (February-March and August-September) one week	Commercial	15,000 From Punjab and Rajasthan	All	Camel and Cattle
Bazidpur	Basant		Magh Sudi 5 (January-February) Two days	Seasonal and recreational, In the memory of Guru Hargobind in whose name a gurudwara has been constructed here. Guru Gobind Singh also came here and since then, the fair has been held every year	22,000 km	Hindu and Sikhs	Cloth, leather goods, agricultural implements/books
Talwandi Bhai	Cattle fair	Bhadon 15 (August-September) three days		Commercial	2,000	All	Cattle and other animals
Zira	Cattle fair	Chet Jeth Ph Commercial (March-April, May-June and December-January) Five days		Commercial	5,000 10 km	All	Cattle and other animals
Dharmkot	Cattle fair	Baisakh (April-May) Five days		Commercial	2,000	All	Cattle and other animals

(Census of India, 1961, District Census Handbook No.12, Firozpur District, pp. 106-123)

Cattle fairs --- Cattle fairs are held at Jalalabad, Fazilka, Abohar Talwandi Bhai, Zira, Dharamkot, and serve as centres for the sale and purchase of cattle and other animals. These are held on different dates almost throughout the year, and last a week or so. Cattle fairs are also held on the occasions of the Dussehra and Baisakhi fairs.

(c) Co-operation in Trade

Co-operative Marketing ---- There is a District Wholsale Co-operative marketing and Supply Society at Firozpur. it was registered on 3 October 1953. it handles the distribution of fertilizers, seeds pesticides, kerosene oil, pumping-sets, etc. The society has a working capital of 72.57 lakhs of rupees.

In every market, there is a co-operative marking society, functioning as the commission agent, like other arhtias in the market for marketing the produce of the area. These societies also handle the distribution of the above-mentioned articles. Their status is far better than that of individual commission agents in view of the patronage by the Government. A list of the registered co-operative marketing societies functioning in the District is given below :

Name of Society Date of

Registration

1. The Abohar Co-operative Marketing Society, Abohar 30 July, 1926

1. The Guru Har Sahai-Co-operative Marketing Society

Guru Har Sahai 5 February 1929

3. The Talwandi Bhai Co-operative Marketing Society

Talwandi Bhai. 29 Nov. 1948

4. The Fazlika co-operative Marketing Society, Fazilka. 2 Nov. 1953

5. The Firozpur Cantonment Co-operative Market Society

Firozpur Cantonment. 1 June 1954

6. The Jalalabad Co-operative Marketing Society, Jalalabad 17 March 19567.

7. The Zira Co-operative Marketing Society, Zira 17 August 1956

Name of Society Date of

Registration

8 The Makhu Co-operative Marketing Society, Makhu 28 March 1957

9. The Dharmkot Co-operative Marketing Society Dharmkot 1960-61

10. The Firozpur City Co-operative Marketing Society, Ferozepur

City 1 August 1967

Before the co-operative marketing began to function, the producers were facing much difficulty in marketing their produce. This difficulty has been removed to a great extent by the co-operative marketing societies. A lower rate of commission is charged for marketing the produce. Moreover, a good number of godowns have been constructed, both in the rural and urban areas for providing storage facilities. The number of godowns, owned by the co-operative marketing societies in the District, as on 30 June 1979, was 12, with a storage capacity of 3,300 tonnes. The charges for storing the produce are very nominal. Nothing is charged, if the godown is used for a week or so. These societies also undertake the distribution of agricultural accessories and consumer goods, such as sugar and kerosene oil.

The work done by the co-operative marketing societies in the District during 1972-73 to 1979-80 is shown in Appendix IV, on page 190.

Co-operative Consumers’ Stores—This scheme was started by the Government of India. Under it, a number of primary consumers stores around separate wholesale stores were to be opened in all towns and cities, with a population of 50,000 or above.

There are two Central Co-operative Consumers’ Stores in the District, viz. the Firozpur Central Co-operative Consumers Store Ltd., Firozpur (registered in 1963), and the Abohar Central Co-operative Consumers’ Store Ltd., Abohar (registered in 1967). Their main aim is to ensure an equitable distribution of various kinds of articles to the consumers at relatively cheap rates. On 30 June 1980, these stores were running 14 primary consumers stores and 43 link societies for supplying consumer goods in the District. Their membership was 5,305 and the working capital was 18.57 lakhs of rupees.

(d) State Trading

State trading in foodgrains was introduced into the State to provide the people with essential commodities at reasonable rates. This scheme was introduced into the District in 1958-59. A number of fair-price shops were opened at various place in 1960, when the scarcity of wheat-flour, sugar, etc. was felt. This step was taken to check black marketing and ensure fair prices to the consumers.

The State Trading in foodgrains (wheat) was introduced into the State in 1959. The total quantity of foodgrains purchased by the Food and Supply Department, under the Scheme, from the important markets in the District during 1972-73 to 1979-80 is given below :

Year Foodgrains Quantity purchased

(Tonnes)

1972-73 Wheat 84.635

1973-74 Do 89,540

1974-75 Do (Levy taken by 49.190

by the State Govt.

1975-76 Do 99,938

1976-77 Do 1,07,727

1977-78 Do 1,35,290

1978-79 Do 1,19,453

1979-90 Do 1,86,464

(Source : District Food and Supplies Controller, Ferozpur)

(e) Merchant’s and Consumer’s Associations and Organs for the

Dissemination of Trade News

The three Merchants’ association functioning in the District are the Abohar Grain Merchant’s Association, Abohar, the Abohar Kachcha Arhtias Association, Abohar, and the Firozpur Sugar Merchants Association, Firozpur. These associations look after the interest of the member-traders. There is, however, no consumer’s association in the District

Market Intelligence --- Almost all the daily newspapers disseminate market news to the public. In addition, there are some commercial dailies and periodicals which serve this purpose. But there is no such daily or journal published in the District. The All-India Radio is the most important and effective instrument in this respect. The rates of various committees in different markets in the State are broadcast daily. In some of the marketing centres, market news re also communicated to dealers at different places through correspondence and trunk calls. The co-operative marketing societies receive market information cards from allied societies.

(f) Weights and Measures

Before the passage of Standards of Weights and Measures Act, 1956 (Government of India) and the Punjab Weights and Measures (Enforcement) Act, 1958, Kachcha and pucca systems of weights were in vogue in the District. Throughout the Zira Tehsil and in the eastern part of the Firozpur Tehsil, the following kachcha weights were in most general use.

(i) Sarsahi = 2-1/4 tolas(tola = one silver rupee in\ weight

(ii) Two sarsahis = adh pao

(iii) Four sarsahis = pao

(iv) Two paos = adh’ser

(v) Four paos (or 36 tolas= ser

(vi) Two sers = doseri

(vii) Two-half sers = dhai-seri

(viii) Five sers = panjseri

(ix) Ten sers = dhari

(x) 40 ser = man (maund)

The kachcha maund equalled 18 standard seers. But in all the markets and industrial centres of the District and in the entire tehsils of Fazilka and the western part of the Friozpur Tehsil, the system of pucca weights was in common use and these weights were used in weighing grains, fire-wood, vegetable, country medicines, etc. except jewellery, when one rupee was taken to be equal to 11-1/4 mashas in weight and one tola equal to 12 mashas.

No measures of capacity were in use in the Zira Tehsil. In some of the riverine villages of the Firozpur and Fazilka tehsils, the following of capacity were freely used :

(a) Paropi = 60 tolas

(b) Four paropis = topa

(c) Four topas = pai

(d) Four pais = man (maund)

(e) 12-1/2 mans = mani

In the riverine area of the Firozpur Tehsil, one paropi was equal to one seer (i.e. 80 tolas) and to 60 tolas as in the riverine area of the Fazilka Tehsil. These measures were used by the zamindars when dividing the produce in measuring the seed to be sown or while making payments to village menials or lending seed to one another. the system had gradually becoming obsolete.

It may be stated that although for purposes of calculations in transactions, one paropi in the Fazilka Tehsil was supposed to contain 60 tolas or 12 chataks of grain, as a matter of facts, different grain weigh differently, when measured with this measure of capacity. For instance, one paropi of wheat or gram is equal to 12-1/2 chataks in weight, whereas in the case of barely and coarse unhusked rice, it is equal to 10 chataks and in the case of husked rice, mash and moth, it is 14-1/2 chataks. The same proportionate increase or decease is found in the case of other multiple measures of the paropi. Similarly, in the riverine part of the Firozpur Tehsil, different classes of grains weigh differently in the paropi.

The following measures of length were used in the District :

For building purpose, ---

(a) 12 inches = 1 foot

(b) 3 feet = 1 yard

© Straight hand (sidha hath)

from the elbow to the

fingertips) = 1-1/2

(d) Curved hand (murma hath

from the elbow to the

fingertips and up to the

(wrist again) = 2 feet

The last two measures © and (d) were used in the Fazilka Tehsil only.

For measuring cloth

(a) 2-2/1 inches or 3 fingers .. 1 girah

(b) 16 girahs .. 1 yard

The following measures of area were in use :

In the whole District In the Fazilka Tehsil

except in the Fazilka

Tehsil.

1 Karam = 60 Inches 1 Karam = 57.157 inches

1 square = 1 sarshai 1 square = 1 kachchi

biswansi

9 sarsahis or kachchi biswasi= pukki

biswansi

225 square feet = 1 marlas = 1 bigha

20 marlas = 1 kanal 20 biswnasis = 1 bigha

8 kanala = 1 ghumaon 2 bighas = 1 bigha

9.68 kanals = 1 acre 1-3/5 bighas = 1 acre

The passage of the Punjab Weights and Measures Act, 1941, brought some uniformity in the system of weights and measures. The metric weights and measures, under the Punjab Weights and measures (Enforcement) Act, 1958 passed in pursuance of the Standards of Weights and Measures Act, 1958, passed in pursuance of the Standards of Weights and Measures Act, 1956 (Government of India), were introduced into the District with effect from October 1958. In the case of weights, the use of old weights, too, was allowed for a period of two years and from October, 1960, the use of metric weights was made compulsory. In the case of measures, the use of measures previously in vogue was allowed for a period of one year, and, from April, 1962, the use of metric measures was made compulsory. The use of metric units also became obligatory from April, 1962.

In the beginning, the people felt some difficulty in understanding the system of new weights and measures, but, in course of time, they got accustomed to it.

The Inspectors, Weights and Measures at Firozpur and Abohar verify the weights, scale etc., used in the District.

(g) Storage and Warehousing

Before the setting up of the Punjab State Warehousing Corporation in 1958, the storage facilities were not only insufficient, but the methods of storage were also unscientific. The farmers, in the past, used to store the produce in indigenous stores called kathas (bins) in their houses. These kothas were made of mud, mattings etc. and were exposed to the ravages of rain and depredations of insect pests and rodents.

The State Government, therefore, provides all sorts of facilities for the storage of foodgrains on scientific lines in the rural as well as in the urbans areas. It advances loans and subsidies to the co-operative agricultural societies for the construction of godowns in the villages. However, in the villages the old method of storage in bharolas and bharolis still continues. The marketing co-operative societies also get loans as well as subsidies from the Government for construction of godowns for storing foodgrains etc. In the urban areas, especially in the mandis, the commission agents provide the farmers with storing facilities. At the railway stations, the produce is stored either in godowns or in sheds.

The Punjab State Warehousing Corporation was set up in 1958, under section 28 of the Agricultural Produce (Development and Warehousing) Corporation Act, 1956. It was reconstituted with effect from 1 November 1967 after the reorganization of the Punjab State under section18 of the Warehousing Corporation Act, 1962 (Parliament Act No. 58 of 1962), -- Vide Punjab Government Notification No. 1200(G)

Agr. VIII/55/8602, dated 30 October 1967. In 1979-80, the Corporation was running its own warehouses at Talwandi Bhai, Zira and Jalalabad and warehouses in hired accommodation at Firozpur City, Talwandi Bhai, Makhu, Guru Har Sahai and Dharamkot.

The Corporation is a State undertaking, shared by the Punjab Government and the Central Warehousing Corporation, inequal ratio. Its main functions are to provide warehousing facilities for the scientific storage of foodgrains and other agricultural produce, besides the storage of fertilizers and manures to protect them against the depredations of insect pests, rodents, moisture, seepage, etc. The Corporation also undertakes the fumigation of the stocks under the Technical Advisory Scheme, after recovering fumigation charges at reasonable rates. The storage charges of warehousing have been as low as possible only to cover the actual expenses incurred, because the schemes designed to run on no profit no loss basis. The stocks deposited in the warehouses of the Corporation are insured against the risks of the depositors. The Corporation stores the produce in hired as well as in its own constructed godowns.

The schedules banks make advances to the depositors on the pledge of warehouse receipts according to the credit restrictions of the Reserve Banks of India.

Work Done by the Co-operative agricultural credit societies in Firozpur District from 1972-73 to 1979-80

Co-operative year ending June	Number of co-operative societies at the end of the year	Membership			Loans advanced during the year (Rs.in Lacs)	Deposits (Rs in Lacs)
		Societies	Individuals	Total
1972-73	1,089		99,718	99,718	344.49	25.15
1973-74	1,089		1,01,987	1,01,987	419.19	29.49
1974-75	1,095		1,05,965	1,05,965	583.12	26.66
1975-76	1,095		1,07,582	1,07,582	622.99	26.36
1976-77	1,095		1,10,887	1,10,887	670.07	20.37
1977-78	1,095		1,14,350	1,14,350	832.62	25.08
1978-79	308		1,17,540	1,17,540	2,147.03	25.55
1979-80	309		1,21,761	1,21,761	2,180.35	26.84

(Source Deputy Registrar Co-operative societies, Firozpur)

Work Done by the Co-operative Non agricultural credit societies in Firozpur District from 1972-73 to 1979-80

Co-operative year ending June	Number of co-operative societies at the end of the year	Membership			Loans advanced during the year (Rs.in Lacs)	Deposits (Rs in Lacs)
		Societies	Individuals	Total
1972-73	114		4,096	4,096	1.76	0.46
1973-74	114		4,104	4,104	1.52	0.53
1974-75	114		4,109	4,109	1.00	0.89
1975-76	114		4,113	4,113	0.85	0.77
1976-77	114		4,113	4,113	1.72	0.80
1977-78	114		4,138	4,138	1.04	0.81
1978-79	114		4,138	4,138		0.81
1979-80	114		4,138	4,138		0.81

(Source Deputy Registrar Co-operative societies, Firozpur)

Work done by co-operative Marketing societies in Firozpur District 1972-73-1979-80

Co-operative year ending June	Number of Societies	Membership			Paidup share capital (Rs. in Lacs)	Working capital (Rs. in lacs)	Value of goods marketed (Rs in Lacs)
		Individual	Societies	Total
1972-73	9	3,478	659	4,137	6.14	264.29	386.32
1973-74	10	4,229	913	5,142	8.37	209.41	610.30
1974-75	10	4,187	913	5,100	8.93	350.70	619.45
1975-76	10	4,392	918	5,310	9.03	364.91	687.06
1976-77	10	4,392	918	5,310	9.70	386.45	687.70
1977-78	10	4,399	921	5,320	10.00	516.28	858.89
1978-79	10	5,000	926	5,926	11.12	569.21	1,055.17
1979-80	10	5,556	926	5,982	19.70	558.52	919.21

(Source Deputy Registrar Co-operative societies, Firozpur)

Business secured by the life Insurance Corporation ini Firozpur Distirct from 1972-73

	1972-73		1973-74		1974-75		1975-76		1976-77		1977-78		1978-79		1979-80
Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs	Number of polices	Amount Rs in lakhs
Firozpur	1,945	198	2,120	226	1,385	193	1,785	306	1,787	333	1,849	358	1,635	318	2,193	435
Abohar	1,725	204	1,602	224	1,431	181	1,651	208	1,445	188	1,440	192	1,302	171	1,764	279

(Source : Divisional Manager, Life, Insurance Corporation of India, Divisional Office, Jalandhar

CHAPTER VII

COMMUNICATIONS

It has been stated aptly that if agriculture and industry are the body and bones of a national organism, communications are its nerves. The means of transport, such as roads, railways, waterways and airways, and the means of communications, such as the postal service, telegraph, telephone and radio (including wireless communication), are important from the economic, military, administrative ,social, cultural and political points of view. These are essential for the smooth working and development of economic life. Their importance is all the greater in a big country, such as India, with long distances to cover, vast areas to be developed and a large population to be served.

(a) Old-Time Trade Routes and Highways and Modes of Conveyance

Roads are the veins and arteries of a country through which every improvement runs. They are essential for agricultural and industrial development and for social progress and political unification. They connect the rural areas with the urban areas and markets. In an agricultural country, such as India, with its rural economy, people live mostly in villages which can be connected to one another and to the towns by means of good roads.

The history of India abounds in references to roads construction undertaken in the past and the road policy adopted by different rulers, early as wells as medieval. The pace of road construction was, however, accelerated with the advent of the British rule. In the past, roads were built principally from the administrative and strategic stand point.

During the eighties of the nineteenth century, the principal roads in the Firozpur District were: The Grand Trunk Road, the road from Moga to Dharmkot and that from Talwandi Bhai to Zira. Besides, there were unmetalled roads: from Firozpur City to the Firozpur Cantonment, Fazilka and Malaut, from Firozpur to Chak Lakhewali, from Firozpur Cantonment to Ludhiana, from Firozpur to Indrisa, from Firozpur to Himatpura, from Jalalabad to Bathinda and from Fazilka to Sira (now in Haryana). These roads were, generally, in very indifferent condition and in many places were covered with sandhills which rendered cart transport difficult. The village roads were, generally, almost impassable owing to mud after rain in parts of the District where the soil was hard, whereas elsewhere sand-drifts impeded the way. Hence especially in the western part of the District, much of the transport was possible with camels.

(b) Road Transport

The District is fairly well served with roads, and leaving a few areas, transport position is quite comfortable. The post-partition period has seen a considerable expansion in road construction.

Roads are maintained by the State Public Works Department, municipal committees and the Cantonment Board. Most of the roads in the District are maintained by the Public Works Department and they include the National highways, the State highways, the District major and minor roads, other District roads and village roads.

(i) Classification of Roads

The roads in the District are classified as National highways, State highways, District major roads, District minor roads, other District roads and roads maintained by the municipal committees and the Cantonment Board.

The total road length maintained by the Public Works Department (B & R) in the District as on 31 March 1980, was 3,258 km out of which 3,067 km was block-topped and 191 was water-bound macadam. Most of these roads are maintained by the State Public Works Department from the State funds, whereas the National Highway is maintained by it out of the funds provided by the Central Government. The roads within the limits of the Cantonment Board and the different municipalities of the District are maintained by the concerned board and municipal committees. A detailed description of each category of roads is given below :

National Highways --- The National highways are the main highways running through the length and breadth of the country, connecting major posts, foreign highways, capitals of large States, large towns and industrial areas. These are constructed and maintained by the State Public Works Department out of the funds provided by the Central Government. The total length of the National highways passing through the district is 149 km.

State Highways --- These are main trunk or arterial roads of the State and are connected to the National Highways, or to the highways of adjacent States, district headquarters and important cities within the State. The Government maintains these roads out of the State funds.

District Major Roads --- The roads serving the areas of production and market and connection them to one another or to the railways, the State highways and the National highways in the District are called the district major roads. These are maintained by the State Public Works Department.

Other District Roads --- These roads are also maintained by the Public Works Department. They serve as important arteries of communication between different parts of the District.

Village Roads --- These roads connect different villages or groups of villages to one another and to the nearest road, the main highway, the railway or a ferry. The most important benefits from these approach or link roads are: facility for the exchange of local produce from agriculture and cottage industries with other goods needed in villages; access to welfare services, such as medical relief, sanitation, veterinary service and education, besides the development of cultural, intellectual and social activities by making the villages accessible to one another and to the towns. Some of these roads have been constructed by the co-operative efforts of the villagers themselves. The construction of link roads has been going on in the rural areas quite vigorously since the launching of this project in the State on 21^st January, 1968. These roads are also maintained by the State Public Works Department.

Municipal Roads --- The roads connecting the local markets, streets, State highways, the National highways, railway stations, and other roads in the municipal roads. These are maintained by the concerned municipal committees out of their own funds. Their total length in the district, as on 31 March 1980, was 165.11 km.

(ii) Vehicles and Conveyances

The old type of vehicles and conveyances are still very popular in the District, mainly because of their capacity to carry load and of their being the cheapest means of transport. They include bullock-carts, tongas, majholis and wooden rehries, beasts of burden, etc. The domesticated animals are also used for the purpose of transport from one part of the city to another. Bullockcarts, camels, donkeys, etc. are also used for carrying foodgrains and vegetables from the nearby villages to the markets in the towns. Generally, they are used in the towns and in the areas where roads are unmetalled or sandy. Rehries are used for transporting raw materials, cloth, cotton, bricks, wood and other goods.

Tempos, tongas and ekkas are still in use in the District. These are used for carrying luggage, agricultural produce and the people of the local areas or from the nearby villages to the towns. Motor-vehicles are also useful goods-carriers from the railway stations to the commercial centres in the District and they serve as means of quick-transport and become popular owing to the rapid development and extension of roads. After Independence, there has been a rapid decline in the number of tongas and ekkas, primarily because of the emergence of cycle-rickshaws, which are cheaper and are a convenient means of transport.

The number of different types of motor vehicles registered in the District during 1974 to 1979 is given in Appendix I on page 200.

Automobiles --- Motor-cycle, scooters jeeps, trucks and cars have also come to occupy a prominent and enviable place in the modern transport system. These are becoming popular in the cities with the well-to-do section of the people. In big towns, taxis and auto-rickshaws are also hired by the people to visit places of religious and historical importance and sometimes on important business. These are also used for quick transportation and are easily available and more convenient than the buses. Such people maintain their own cars.

Cycles --- This vehicle was invented in 1867 and it appeared in the India cities in the beginning of the twentieth century. it is a cheap, flexible and handy means of transport and has become very common. it is a good conveyance for short distances within a city. The dairymen and cultivators use it to bring their milk and dairy products from the nearby villages to the cities and towns. Hawkers sell their commodities on their bicycles.

Cycle-Rickshaws --- Formerly used for carrying passengers a hill stations, this conveyance is now seen playing in every town and city. For short distances, the cycle-rickshaw is a very cheap & convenient means of transport. Some pullers purchase their own rickshaws, whereas other pull them on hire. Some business maintain own rickshaws. The rapid construction of roads has also increased the mobility of the cycle-rickshaws from towns to the nearby villages and vice versa. Rickshaws have ousted tongas and ekkas in the cities to a very great extent.

The Punjab Government has formed by-laws for the rickshaw-puller. Only physically fit persons between the agers of 18 and 45 are allowed to ply this vehicle. Only two persons are allowed to sit in a rickshaws.

Horse Carriages ---- Although buses and rickshaws ply almost in every city, yet the horse-drawn carriages still occupy a prominent place in the rural and urban economy. Tongas, and ekkas are useful and cheap means of transportation for the villagers as well as for the local passengers in the towns. Nowadays, there is keen competition between the horse-drawn carriages, on the one hand, and the motor-buses, motor –rickshaws, tempos and cycle-rickshaws on the other. Persons travelling with luggage in the possession still like to hire a tonga for going to a railway station and vice versa. Though an old type of conveyance, the horse-drawn carriages cannot be outted completed.

(iii) Public Transport

Roads transport services, i.e. busses and trucks, are the most important means of mass transportation because of their route flexibility and convenient service. They involve a lower initial capital investment and can profitably run in areas with a moderate density of population. Their importance in the rural economy of the country is very great.

Before Independence, road transport was mostly in the hands of private owners whose main interest was to earn high dividends without due consideration to the interests of the public. With the rapid development and extension of roads, coupled with the development of industries and agriculture, road transport, both passenger and goods, has considerably increased. The Punjab Government has, therefore, started the nationalization of this public utility service gradually. Although most of the bus routes and major ones are operated by the Government roadways, yet a good number of them are still operated by private transport companies. Goods traffic is, however, still wholly in private hands.

State-owned Services ---Most of the important and major bus routes in the District are operated by the Punjab Roadways, Firozpur. the details of these are given in the Appendix II on pages 201 to 204.

Private Bus Service --- A number of bus routes in the Distinct are operated by private transport companies. The particulars regarding these routes are given in Appendix III on pages 205 to 209.

(a) Railways

Railways play an important part in the transport system of a country and bring about many political, social and economic changes in the life of community. They serve as a necessary link between internal and external trade of a country. They stimulate the growth of manufacturing industries by transporting raw materials such as coal, and also distribute finished goods all over the country. In addition, they have created a new industrial class of transport workers and have given much incentive to the traders. The railways are also of great service to armed forces with respect to their mobilization from one place to another at the time of internal and external disturbances and in the case of social disorders.

The Firozpur District is served by roads fairly well and better still by railways. The District lies in the Firozpur divisions of the Northern Railway. The Firozpur Cantonment is the headquarters of the Divisional Superintendent and is an important railway junction. It is connected to Ludhiana in the east, Jalaldhar in the north-east, Fazilka in the south-west and Bathinda in the south-east through broad-gauge lines. Five broad-gauge (The Firozpur Cantonment –Ludhiana Line, the Firozpur Cantonment –Jalandhar City Line, the Firozpur Cantonment –Fazilka Line, the Firozpur Cantonment –Bathinda –Delhi Line and Shri Ganga Nagar- Hindumalkote Bathinda Line) and two meter-gauge (the Rewari –Bathinda –Fazilka Line and the Bathinda –Bikaner Line) sections of railway lines serve the District. The stations located on the Firozpur Cantonment – Ludhiana Branch Line are Saidawala, Dhindsa (hlat), Ferozeshah, Sulhani and Talwandi Bhai. The Firozpur Cantonment –Jalandhar City Branch Line runs along the north-east of the Firozpur and Zira tehsils. The stations located on this line are Mahalam, Talli Saida Sahu, Mallanwala, Khas, Butewala, Makhu and Jogewala. The Firozpur Cantonment –Fazilka Branch Line runs in the south-western direction, serving the Firozpur and Fazilka tehsils. The stations falling on this line in the District are the Firozpur City , Khai Pheme Ki, Dodh, Jhok Thahal Singh, Kohar Singhwala, Guru Har Sahai, Jiwa Arain, Jalalabad, Bahamniwala, Ladhuka, Theh Qalandar and Fazilka. The Firozpur Cantonment- Bathinda- Delhi Main Line has only a small trip in the District. The only station located on it, and falling in the Firozpur District is Kasu Begu. the Shri Ganga Nagar – Hindumalkote—Bathinda Branch Line also crosses the southern regions of the Fazilka Tehsil. The stations located on this line are Bahwal Basi, Abohar, Kilanwali Punjab, Panjkosi and Bakian. All the above five lines are broad-guage lines. The Rewari Bathinda—Fazilka Meter gauge Branch Line Branch Line joins Fazilka to Bathinda through Muktsar and Kot Kapura. The stations on this line, falling in the District are : Roranwala, Chak Pakhwala and Chak Banwala.

Appendices IV and V (page 210 to 212) show the monthly average railway passenger and goods traffic and earnings in the District during 1979-80.

Railway-Road Competition – The begin, road traffic was not much affected by the introduction of railways, in India, as at that time mechanical haulage did not exist, and roads acted as feeders to railways. But the position changed altogether after the World War (1914-18), when mechanical road haulage became popular throughout the country. A large number of motor-buses began to ply on the roads and actively competed with railways for the short-distance passenger traffic. The motor-buses could afford to carry goods at a cheap rate, because they had to pay nothing for the construction or maintenance of the highways. Their cost is also less per kilometre than that of the railways. It is said to be ‘door-to-door’ service and is best suited to certain types of commodities, such as eggs, fish, vegetables and dairy products, which must be speedily despatched to the nearby markets in good condition to fetch good prices.Therefore with the development of motor transport after 1920, the railways began to lose financially owning to this unhealthy competition.

The question of the rail-road competition was examined by two committees in 1932 and 1937. The second committee recommended that the railways should be protected against unfair competition from motor vehicles by controlling, supervising and licensing motor-vehicles. Accordingly, the Motor-Vehicles Act was passed in 1939 to control motor traffic. Nevertheless, the road transport continued to compete with the railway transport.

After 1947, the problem of rail-road competition no longer existed in the country because of heavy taxation on road vehicles and as the result of the nationalization of motor transport. Moreover, the railways generally had a great volume of traffic-both passenger and good than what they could efficiently handle. Another Act was, however, passed in 1950 to regulate the rail-road transport.

(d) Waterways, Ferries and Bridges

Waterways --- There are no waterways or navigable canals in the District. The inland water transport, i.e. canals and rivers had received a set-back owing to the rail and road transport. In the past, these means were utilized for transporting timber etc., but have now gone out of use, except in the hills.

Ferries --- Ferry crossing are maintained, wherever necessary, roads, wherever necessary.

(e) Air Transport

There is no air service in the District.

(f) Travel and Tourist Facilities

There are a number of dharmshalas, serais and hotels in the District for travellers, tourists and visitors. Hotels are maintained in the Indian style and cater for both vegetarian and non-vegetarian meals.

Dak-Bungalows and Rest-Houses --- Dak-bungalows and rest-house are maintained by different departments for use by their employees during their visit to different places. Tourists are also provided with accommodation, if it is available. A list of rest-houses and dak-bungalows in the District is given in Appendix VI on pages 214.

(g) Post, Telegraph and Telephone

In eighties of the ninetieth century, the mail from Ludhiana to Firozpur was sent on horseback, and there was also a Government bullock-train. Thereafter, the mail began to sent by using motor-vans and railways.

The post offices in the District are under the Superintendent of Post Offices, Firozpur Division, Firozpur. At the important centres in the towns, letter-boxes have been fixed for the convenience of the public and the dak is cleared at fixed hours, two or three times a day. In all the 1,220 villages of the District, dak is delivered daily. There is a not a single no-dak village in it.

On 31 March 1980, there was I head post office, 40 sub-post offices, 241 branch post offices and 10 extra-departmental sub-offices in the District. A list of post offices is given in Appendix VII on pages 216 to 220.

The Railway Mail Service Office, situated at Firozpur Cantonment Railway Station, serves as an intermediary for the exchange of mails with post offices and the various running sections of the railways.

Telegraphs --- The Telegraph Office at Firozpur was converted from a combined office into a Departmental Telegraph Office on 16 November 1947. At that time, New Delhi and other major towns were connected to this office on the Morse System. This system was changed to a high-speed one i.e. teleprinter working during 1965-71. At present, the office is working on the teleprinter with New Delhi , Chandigarh, Ambala, Jalandhar, Bathinda, Amritsar and Ludhiana. Besides, the Fazilka Combined offices in the District working on the teleprinter. The other Combined offices in the District working on the Morse System are : Guru Har Sahai, Jalalabad, Mallanwala, Ferozeshah, Makhu, Talwandi Bhai and Zira. Mamdot, Khai Pheme Ke and ghall Khurd are connected on the phonocum system. There are also combined post and telegraph offices in the Firozpur City, Firozpur Cantonment and other places in the District. Telegrams are accepted round the clock from the public and are also telephoned to the subscribers.

Telephone --- There are 18 telephone exchanges in the District located at Abohar, Arniwala, Dharangwala, Dharamkot, Fatehgarh Panjtoor, Makhu, Mallanwala Khas, Mamdot, Manjgarh, Talwandi Bhai, Waryam Khera and Zira. Besides, there are 4 trunk exchanges located at Abohar, Fazilka, Firozpur and Zira and 22 long distance public-calls offices located at Amarkot Kandwala, Churiwala Dhanna, Jhumianwali, Khuhi Khera, Killanwali, Nihal Khera, Panjkosi, Patrewala, Ram Asra, Alamgarh, Syyedwala, Danger Khera, Mauzam, Singhpura, Ferozeshah, Ghall Khurd, Khai Pheme Ke, Jhok Hari Har, Bhinder Kalan, Karyal, Fatehgarh Kortana and Jalalabad East.

Contents Next