|
Co-operative year ending
June |
Number of Societies |
Membership
|
Paid-up share capital (in lakhs of
rupees) |
Working Capital ( in lakhs of rupees) |
Value of goods marketed ( in lakhs of rupees) |
||
|
Societies |
Individuals |
Total |
|||||
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
1964 |
8 |
309 |
1578 |
1887 |
2.17 |
12.25 |
45.27 |
|
1965 |
8 |
377 |
1749 |
2126 |
2.94 |
14.60 |
49.05 |
|
1966 |
9 |
415 |
2209 |
2624 |
4.69 |
19.11 |
32.84 |
|
1967 |
9 |
515 |
2267 |
2782 |
6.25 |
32.56 |
5463 |
|
1968 |
11 |
575 |
2725 |
3300 |
6.90 |
44.88 |
349.74 |
(Source : Assistant Registrar,
Co-operative Societies, Amritsar)
CHAPTER
VII
|
(a) |
|
|
(b) |
|
|
© |
|
|
(d) |
|
|
(e) |
|
|
(f) |
|
|
(g) |
|
|
(h) |
Organisations of Owners and Employees in the Field of Transports and Communications |
(a)
Old-time Trade Routes and Highways and Modes of
Conveyance
The economic development of a country and the advancement of
civilization depend upon a good system of communication. Roads are essential
for the development of industries and agriculture and help to solve other
economic problems. There are a number of references in Indian history to the
construction of roads in the past and to the road policy adopted by different
rulers. Chandragupt Maurya, Ashoka, Muhammad Tughlaq and Sher Shah are
particularly known for the construction and maintenance of roads. The Grand
Trunk Road, constructed by Sher Shah, runs across the Amritsar District.
The pace of road construction was accelerated with the advent of the British rule. During the eighties of the nineteenth century, the principal roads in the district were: the Grand Trunk Road, the road from Amritsar to Zira and Faridkot, that from Amritsar to Gujranwala ( now in Pakistan), and that from Amritsar to Sialkot ( now in Pakistan ). Beside, there were unmetalled roads from Amritsar to Nawanpind and Saidoke towards Fatehgarh and Sri Hargobindpur ( in the Gurdaspur District) : and the road from Amritsar to Majitha.
In
1914, the district had about 186 km of metalled roads. The construction of new
roads was increased during the World War II (1939-45) and a number of old roads
were repaired. At the time of the partition of the country in 1947, the Public
Works Department maintained about 333 km of
roads in the district. In the post-partition period, there followed a
rapid expansion of roads in the district as shown below :
|
Year |
Metalled roads (km) |
Unmetalled roads (km) |
Total length of roads ( km) |
|
1950-51 |
420 |
580 |
1000 |
|
1960-61 |
861 |
470 |
1331 |
|
1967-68 |
915 |
434 |
1349 |
Roads are maintained by the Public Works Department, the Zila Parishad and the different municipal committees. Those maintained by the Public Works Department include the National Highway No.1, State highways, the district major and minor roads and other district roads.
(i)
Classification
of Roads
The roads in the district are
classified into the National Highway, the State highways, the district major
roads, the district minor roads, other district roads, and the roads maintained
by the Zila Parishad and the municipal committees.
The total road length maintained by
the Public Works Department in the district, as on March 31, 1968, was 1281.24 km
out of which 974.17 km was metalled and 307.07 km unmetalled. Most of the roads
are maintained by the state public works department from the state funds,
whereas the national highway is maintained by it out of the central government
funds. The Zila Parishad maintains village road out of its own funds. The roads
within the limits of the municipalities are maintained by the concerned
municipal committees. A detailed description of each category of roads is given
below :
National
Highways.__ These roads traverse
the different states connecting ports, foreign highways, capitals of large
states, large towns and industrial areas. The national highways are constructed
and maintained by the state public works department out of the central
government funds.
The
total length of the Grand Trunk Road, the national highway No. 1, passing
through the district, is 77.68 km. This road in the Punjab is a continuation of
that which runs through northern India to Delhi. Form there, passing through
Karnal, Ambala, Ludhiana and Jullundur, it extends to Amritsar and to the
border with Pakinstan.
State
Highways.__ The state highways are the main arteries of commerce and
industry within a state and are connected with the national highways, district
headquarters and important towns within the state. The state government
maintains these roads out of the state funds. The state highways passing
through the district measure 332.35 km.
District Major Roads.__
The roads connecting the various areas of production and important marketing
centers with the railways, the state highways and the national highway in the
district are called the district major roads. These roads are maintained by the
state public works department. The total length of the district major roads in
the district,as on March 31,1968, was 28.96 km.
District Minor Roads.__ These roads connect the towns,
places of production, markets and villages within the district. They serve as
important arteries of communication among the different parts of the district.
These roads are also maintained by the state public works department. Their
total length in the district, as on March 31, 1968, was 87.50 km.
Other
District Roads.__ Their total
length in the district, as on March 31, 1968, was 621.90 km. These roads are
maintained by the state public works deparment.
Village
Roads.__ These roads connect one
village with another or a group of villages with the district and other roads.
These roads are generally approach or link roads from the main roads to the
villages. Some of these roads have been constructed through co-operative
efforts of the villagers also. The constuction of link roads has been going on
in the state on January 21, 1968. These
roads are maintained by the Zila Parishad, Amritsar. Their total length in the
district, as on March 31,1968 was 420.99 km.
Municipal Roads.__ The roads connecting the local markets, streets, state highways the national highway, the railway stations and other roads in the municipal area of a particular town are called municipal roads. These are maintained out of the municipal funds. Their total length in the district, as on March 31,1968, was 195.05 km, out of which 181.52 km was metalled.
(ii)
Vehicles
and Conveyances
The old type of vehicles and conveyances are used freely in the district. These include bullock-carts, tongas, majjholis, wooden rehris, animals, etc. Domesticated animals are used for transportation according to the local needs of the inhabitants. Bullock-carts, camels, donkeys, etc. are also used for carrying foodgrains from the nearby villages to the markets in the towns. Most of these are used in the areas where the roads are uumetalled or sandy. To carry bricks, wood and other goods such as cloth and raw material, rehris are generally used. Some vehicles, as tampos and tongas, are also used for carrying agricultural produce and passengers from the villages to the towns.
Tongas
are quite popular in the towns for the transportation of passengers in the
local area or to the nearby villages. A few well-to-do persons of Amritsar have
their own tongas, which may even be occasionally driven by them for having a
round in the city. Motor vehicles are also becoming popular in the district
with the development and extension of roads. Cycles are used by the people, in
general, and also by businessmen and hawkers to go to the villages from the
towns. A remarkable feature of the post-independence period has been the
decline in the number of tongas and ekkas drawn by horses. This is primarily
due to the emergence of cyclerickshaws which are cheaper and easier to
maintain. The horse-carts, how ever, still continue to be used in the
countryside, though a few of these are seen in the towns. The number of
different types of motor vehicles registered in the district during the last 5
years, i.e.1964 to 1968, is given in Appendix I on page 269.
The
Amritsar city and its suburbs are served by local buses, run by the Punjab
Roadways, Amritsar.
Automobiles.__ In the cities, motor cycles, scooters, jeeps
and cars are becoming very popular with the well-to-do section of the people.
Auto rickshaws and taxis are also used for quick transport and these are easily
available and more convenient than the buses. The well-to-do people maintain
their own cars.
Cycles.__ This vehicle was introduced into India
in the beginning of the twentieth century. Being a cheap and convenient means
of transport, the cycle has become very common. It is used for covering short
distances, according to local needs. It has increased the mobility of the
people very much. The employees, teachers and students find in it a good and
handy troansport. The milk vendors use it to bring milk to towns from the
nearby villages.
Cycle-rickshaws.__ Introduced after the partition of 1947,
the cycle-rickshaw has become quite popular. It is a cheap, convenient and easy
type of transport. Some rickshaw pullers purchase their own rickshaws, whereas
others get it on hire. Owing to the popularity of this three wheeled vehicle,
the importance of tongas and ekkas has decreased. The development of roads has
also increased the mobility of cycle rickshaws from the towns to the adjoining
villages and vice versa.
The
persons who are physically fit and are between the age of 18 and 45 can ply
this vehicle according to the bye laws framed by the state government. Only two
persons are allowed to sit on a cycle-rickshaw.
Horse Carriages.__ Horse carriages are used for transportation as
well as for carrying passengers from one part of the city to another. These
horse carriages, i.e. tongas and ekkas, are very useful means of communication
for the villagers as well as for the local passengers in the towns. It is a
cheap means of transport. These days, there is a keen competition between horse
carriages, on the one hand, and the cycle-rickshaws, tampos, auto-rickshaws and
buses, on the other. However, though an old type of conveyance, the horse-drawn
carriages cannot be ousted completely.
(iii) Public
and Private Transport.__
The introduction of passenger road transport is an important landmark in the history of the transport service. Before 1947, most of the major routes of transport were in the hands of private owners. But, after the independence, owing to the development and extension of roads, the state government gradually started nationalizing the road transport.
The
growth of road transport in the state during the post-independence period has
been remarkable owing to the increase in the mobility of the people and the
development of roads. Although the major routes in the district are operated by
the Punjab Roadways, yet a good many routes are operated by private transport
companies. Owing to the increase in the passenger traffic, it would have been
rather impossible for the railways to cope with the rush of passengers.
Therefore, the development and extension of road transport were both natural
and essential. The road transport has connected the rural and the urban areas.
Road
transport has also increased with the rapid development of industries and
agriculture. There has been an appreciable increase in the number of trucks
which carry luggage and goods from one place to another.
State-owned
Services.__ Most of the major routes in the district are operated
by the Punjab Roadways, Amritsar, the details of which are given in Appendix II
on pages 270-274.
Private
Bus Service.__ A good many routes
of the district are operated by private transport companies. The particulars
regarding the routes operated by them are given in Appendix III on pages
275-277.
Amritsar is an important railway
junction on the Northern Railway, being connected by four branch lines, viz.
Amritsar-Atari, Amritsar-Verka-Dera Baba Nanak, Amritsar-Patti-Khem Karan and Amritsar-Batala-Pathankot.
The Amrtisar-Atari railway starts from Amritsar and runs westwards to Atari.
The stations located on it are Chheharta, Khasa, Gurusar Sutlani, and Atari.
The Amritsar-Verka-Dera Baba Nanak branch line has a junction at Verka on the
way to Amritsar. It leaves the district at Fatehgarh Churian, and enters the
Batala Tahsil of the Gurdaspur District, but re-enters the Ajnala Tahsil at
Ramdas. The other stations on this line falling in the district are Majitha and
Kotla Gujran. The Amritsar Patti-Khem Karan branch line runs southwards from
Amritsar and the stations located thereon are Bhagtanwals, Sangrana Sahib,
Gohlwar Varpal, Dukhnewaran, Tarn Taran, Rure Asal, Jandoke, Kairon, Patti,
Boparai, Gharyala, Valtoha, Rattoke
Gurdwara and Khem Karan. The stations on the
Amritsar-Batala-Pathankot branch line falling in the district are Verka,
Kathunangal and Jaintipura. The main line from Amritsar to Delhi and onwards,
viz. Amritsar – Saharanpur – Lucknow – Mughal
Sarai, is a double line. The stations on this line falling in the
district are Mananwala, Jandiala Guru, Tangra, Butari, Baba Bakala, Rayya and
Beas.
The
Appendices IV and V (pages 278 to 281) show the monthly average railway
passenger and goods traffic and earnings during 1967-68.
Rail-Road
Competition.__ Before the advent of
the motor transport in the beginning of the twentieth century, the railways
enjoyed full monopoly in long-distance traffic. The road development was
seriously retarded during the second half of the nineteenth century as roads
were considered to be unprofitable. But the production of motor vehicles to be
unprofitable. But the production of motor-vehicles on a large scale in the
twentieth century gave rise to rail-road competition.
Competition
between the railway and road transport has been more acute than the competition
between other forms of transport. The railways began to lose financially owing
to the development of the motor transport after 1920 and especially during the
period of the world-wide trade depression. The Government of India appointed in
1933 the Mitchell-Kirkness Committee to study the problem and make suggestions.
After making a thorough enquire, the Committee reported that on account of the
competition from passenger traffic alone, the railways were annually losing at
the rate of two crores of rupees. It was feared that with the rapid expansion
of motor transport, the earnings of the railways would be considerably reduced.
During the World War II (1939-45 ),
there was practically no rail-road competition, as a good number of
motor-vehicles were requisitioned by the Government for military purposes and
the railways catered for traffic far in excess of their capacity. After the war
ended, the fear of rail-road competition was aroused again as was witnessed by
the promulgation of a rigid code of principles and practices for regulating the
plying of motor-vehicles. The measures aimed at protecting the railway
interests as a result of the financial stake of the Government.
After
the independence, the rail-road competition was reduced owing to the heavy
taxation imposed on road vehicles and the nationalization of motor transport in
several States. Motor transport is more flexible than the railways, as the
former is capable of affording door-to-door service over short distances. It is
also best suited to the transportation of certain types of commodities, e.g.
eggs, vegetables and dairy products, to the near by markets. The railways have
to provide for their own permanent way, station buildings, platforms, cabins,
bridges, etc. which lead to heavy investment. Moreover, the road transport has
improved much these days and people prefer to travel by bus than by rail, as
the former is more convenient and serviceable than the latter.
There
is a good deal more of traffic moving by road than by rail. This is more
pronounced in case of shorter haulages. The reasons for diversion to road
traffic are lower freight rates, proper supervision, the absence of irksome
formalities and door-to –door service. There has also been a greater expansion
of roads than that of railways. However, for the transport of heavy machinery,
bulky articles and also for long-distance haulages, there is a pronounced
preference for railways.
(d)
Waterways, Ferries and Bridges
Waterways.__ The three types of inland water
transport are canals, rivers and lakes. All these had received a set-back owing
to the rail and road transports. In the past, these means were utilized for the
transportation of timber, etc. but they have now gone out of use.
Ferries.__ Ferries are maintained by the Zila Parishad,
Amritsar, wherever necessary.
This
is the fastest, but the costliest means of transportation. Heavy investment has
to be made on it. Raja Sansi is the only aerodrome in the district and is
situated in the Ajnala Tahsil. It was taken over by the Director General of
Civil Aviation in 1947. two airlines, viz. Indian Airlines and Ariana Afghan
Airlines, operate flights to important places in the country and abroad.
(f) Travel and Tourist Facilities
Dharmshalas,
serais and hotels are easily available in the important towns of the district
for travelers, tourists and visitors. Thousands of visitors come to Amritsar to
see the Jallianwala Bagh, Darbar Sahib,
Durgiana Mandir and other places of interest in the city. Among the serais and
Dharmshalas at Amritsar, Guru Ram Das Serai and Durgiana Committee Dharmshala
are worth mentioning. Besides, there are rest-houses and dak-bungalows for the
use of Government officers/officials.
Dak-Bungalows and Rest-Houses,__
These are maintained by different
departments for the use of their employees during their visits to these
places. A list of rest-houses, etc. in the district is given in Appendix VI on
pages 282-283.
(g)
Posts,
Telegraphs and Telephones
Posts. The
Head Post Office at Amritsar, situated on the Court Road, also houses the
Telegraph and Telephone Offices. Up to the eighties of the nineteenth century,
the dak was sent by horse-drawn or by bullock-drawn train in the district. Thereafter, it began to be carried by
trains, buses and aero planes. At the important centers of the towns,
letter-boxes have been affixed to provide postal facilities for the public and
these are cleared at fixed timings, two or three times a day. In 982 villages
in the district, dak is delivered daily, in 34 villages three times a week and
in176 villages two times a week.
On
March 31,1968, there were 2 head post offices (one each at Amritsar and Tarn
Taran), 71 sub post-offices, 332 branch post offices and 5 extra departmental
sub-offices in the district. A list of these post offices is given in Appendix
VII on pages 284-295.
The
Railway Mail Service Office, situated at the Amritsar Railway Station, serves
as an intermediary for the exchange of mails with post-offices and the various
running sections. The postal service in the district is quite fast and it is
further improving day by day.
Telegraphs.__ The Telegraph Office at Amritsar was
established on March 1, 1930. It is located in the same building along with the
Head Post-Office, Amritsar. The city area is also served by a good number of
combined post and telegraph offices, the most important among which are
Durgiana Mandir, Guru Bazaar, Gandhi Bazaar, Khalsa College and Majith Mandi. There are 22 key-fitted sub offices
and 24 phono-cum-sub-offices, but there is no phono-cum-extra-departmental
sub-office or phono—cum-branch office in the district. The phonogram system is
available to telephone subscribers, and telegrams are received from them on the
telephone for onward transmission to the quarters concerned. There is a prompt
delivery of telegrams in the district. Telegrams are also accepted round the
clock from the people. Telegrams received for delivery are also telephoned to
the subscribers.
On
March31, 1968, telegraph facilities were available in as many as 51
post-offices in the district, as detailed below :
Telephones.—In 1914, there was only one 50-line
magneto exchange in the district, which was converted into 300-lines central
battery system in 1922. It was converted into an automatic system in 1925. By
the end of 1970, there were ten telephone exchanges in the district at Ajnala,
Amritsar, Bhikhiwind, Chheharta, Khem Karan, Lopoke, Majitha, Patti, Rayya and
Tarn Taran, all functioning under the Sub divisional Officer, Telephones,
Amritsar.
Almost
all the important towns in the state are connected directly with the Amritsar
Telephone Exchange, and also with the general telephone system in the country
as a whole. A number of local public-call offices exist in the Amritsar city
for the convenience of the public.
(h) Organizations of Owners and Employees in the Field of transport and Communications
There is no
organization of owners in the field of transport and communications in the district.
The transport workers/employees working in various transport companies have,
however, formed their unions to look after their service interests. A list of
such unions functioning in the district is given below :
(1)
Roadways
Employees’ Association, Amritsar
(2)
New
United Transport Workers’ Union, Amritsar
(3) Punjab, Himachal Pardesh Motor Transport Workers’ Federation , Amritsar.
(4)
Pathankot-Amritsar
Transport Worker’s Union, Amritsar
(5)
Transport
Employees’ Union, Amritsar.
Number of different types of motor-vehicles registered in the Amritsar District, 1964-68.
|
Year |
Cars |
Jeeps |
Trucks |
Taxis |
Tractors |
Buses |
Motor cycles |
Auto rickshaws |
Miscel- laneous |
|
1964 |
83 |
7 |
57 |
--- |
79 |
50 |
369 |
16 |
1 |
|
1965 |
82 |
8 |
50 |
2 |
80 |
45 |
370 |
16 |
1 |
|
1966 |
105 |
13 |
44 |
3 |
104 |
66 |
577 |
17 |
6 |
|
1967 |
107 |
14 |
40 |
4 |
102 |
68 |
580 |
16 |
10 |
|
1968 |
207 |
38 |
106 |
--- |
244 |
107 |
806 |
80 |
10 |
(Statistical Abstracts of Punjab, 1965 to 1969)
|
Serial No. |
Name of route |
Number of daily trips |
Route length (km) |
Total daily service (km) |
|
|
Amritsar-Chandigarh |
1 |
231 |
462 |
|
|
Amritsar-Delhi |
1 |
443 |
886 |
|
|
Amritsar Patiala (via Moga-Barnala) |
1 |
269 |
538 |
|
|
Amritsar-Ambala |
1 |
251 |
502 |
|
|
Amritasar-Ajnala |
16 |
29 |
928 |
|
|
Ajnala-Fatehgarh Churian |
2 |
21 |
84 |
|
|
Ajnala-Lopoke |
3 |
22 |
132 |
|
|
Ajnala-Bhindi-Saidan (via Bhindi-Aulak) |
1 |
22 |
44 |
|
|
Amritsar-ajnala-Lopoke |
1 |
51 |
102 |
|
|
Amritsar-Dera baba Nanak |
5 |
61 |
610 |
|
|
Amritsar-Jandiala Guru |
14 |
18 |
504 |
|
|
Amritsar-Vairwwal |
4 |
43 |
344 |
|
|
Amritsar-Wagha Border |
9 |
31 |
558 |
|
|
Amritsar-Bhikhiwind6 |
38 |
6 |
456 |
|
|
Amritsar-Khalra |
7 |
48 |
672 |
|
|
Amritsar-Khalra-Patti-Harike |
1 |
103 |
206 |
|
|
Amritsar-Bhikhiwind-Harike |
4 1/2 |
70 |
630 |
|
|
Amritsar-Khem Karan |
8 |
64 |
1024 |
|
|
Khalra-Patti-Harike |
1 |
54 |
108 |
|
|
Amritsar-Kapurthala |
3 |
67 |
402 |
|
|
Amritsar-Sultanpur Lodhi |
2 |
102 |
408 |
|
|
Amritsar-Tarn Taran |
15 |
21 |
630 |
|
|
Tarn Taran- Pakhopura |
3 |
29 |
174 |
|
|
Amritsar-Sirhali Kalan |
1 |
39 |
78 |
|
|
Amritsar-Majitha |
17 |
18 |
612 |
|
|
Amritsar-Wachhoa |
6 |
38 |
456 |
|
|
Amritsar-Chogawan |
7 |
23 |
322 |
|
|
Amritsar-Chogawan-Saurian |
1 |
28 |
56 |
|
|
Amritsar-Chuchakwal |
4 |
33 |
264 |
|
|
Amritsar-Lopoke |
7 |
26 |
364 |
|
|
Amritsar-Jhander |
1 |
32 |
64 |
|
|
Amritsar-Sarangra |
2 |
40 |
160 |
|
|
Amritsar-Ranian |
3 |
43 |
258 |
|
|
Tarn Taran-Jandiala Guru |
15 |
17 |
510 |
|
|
Tarn Taran-Jandiala Guru Railway Station |
3 |
20 |
120 |
|
|
Amritsar-Patti |
2 |
45 |
180 |
|
|
Tarn Taran-Patti |
4 |
22 |
176 |
|
|
Amritsar-Valtoha |
2 |
69 |
276 |
|
|
Tarn Taran-Patti-Khem Karan |
1 |
58 |
116 |
|
|
Patti-Khem Karan |
1 |
32 |
64 |
|
|
Amritsar-Rasulpur |
1 |
36 |
72 |
|
|
Tarn Taran-Chandigarh |
1 |
261 |
522 |
|
|
Amritsar-Firozpur(via Talwandi) |
7 |
127 |
1778 |
|
|
Amritsar-Firozpur(via Patti) |
2 |
144 |
576 |
|
|
Amritsar-Firozpur(via Lohgarh) |
4 |
117 |
936 |
|
|
Firozpur-Fazilka |
22 |
89 |
3916 |
|
|
Firozpur-Jalalabad |
1 |
55 |
110 |
|
|
Fazilka-Pacca |
1 |
13 |
26 |
|
|
Firozpur ontonment-Hussainiwala Border |
4 |
13 |
104 |
|
|
Zira-Fatehgarh Panjtor |
1 |
28 |
56 |
|
|
Amritsar-Dera Baba Jaimal Singh |
1 |
46 |
92 |
|
|
Tarn Taran-Serai Amanat Khan |
11 |
26 |
572 |
|
|
Tarn Taran-Atari |
2 |
40 |
160 |
|
|
Amritsar-Fategarh Churian (via Sangatpura) |
2 |
27 |
108 |
|
|
Fazilka Sirsa (via Abohar-Malaout) |
1 |
159 |
318 |
|
|
Amritsar-Hisar |
1 |
401 |
802 |
|
|
Amritsar-Chandigarh(via Moga) |
1 |
266 |
532 |
|
|
Amritsar-Bachiwind |
3 |
35 |
210 |
|
|
Amritsar-Dera baba Nanak-Gurdaspur |
3 |
101 |
606 |
|
|
Amritsar-Durangla-Bahrampur |
1 |
128 |
256 |
|
|
Gurdaspur-Dera Baba Nanak |
1 |
40 |
80 |
|
|
Amritsar-Faridkot |
1 |
122 |
244 |
|
|
Amritsar-hanumangarh |
2 ½ |
69 |
345 |
|
|
Amritsar-Borwadala |
1 |
72 |
144 |
|
|
Malaut-Muktsar |
11 |
33 |
726 |
|
|
Firozpur-Muktsar (via Faridkot) |
3 |
81 |
486 |
|
|
Fazilka-Abohar |
7 |
35 |
490 |
|
|
Abohar-Malaut |
2 |
32 |
128 |
|
|
Dabwali-Giddarbaha |
1 |
32 |
64 |
|
|
Dabwali-Malaut |
6 |
32 |
384 |
|
|
Amritsar-Prit Nagar |
2 |
42 |
168 |
|
|
Amritsar-Prit Nagar (via Khohali) |
2 |
27 |
108 |
|
|
Firozpur-Mamdot |
5 |
25 |
250 |
|
|
Amritsar-Naushehra Dhala |
2 |
43 |
172 |
|
|
Tarn Taran-Sobraon (Sabhra) |
1 |
42 |
84 |
|
|
Tarn Taran-Toothangala |
1 |
45 |
90 |
|
|
Dera Baba Nanak-Batala |
3 |
30 |
180 |
|
|
Dera Baba Nanak-Fatehgarh Churian |
1 |
56 |
112 |
|
|
Batala- Fatehgarh Churian |
1 ½ |
25 |
75 |
|
|
Muktsar-Bhatinda |
9 |
54 |
972 |
|
|
Tarn Taran-Vairowal |
2 |
30 |
120 |
|
|
Muktsar-Giddarbaha |
2 |
42 |
168 |
|
|
Tarn Taran-Dera Sahib |
1 |
21 |
42 |
|
|
Amritsar-Mahta |
7 |
40 |
560 |
|
|
Amritsar-Radaur Kalan |
6 |
16 |
192 |
|
|
Muktsar-Jalalabad |
6 |
29 |
348 |
|
|
Dabwali-Sirsa |
1 |
59 |
118 |
|
|
Malaut-Fazilka (via Pahiwala) |
11 |
53 |
1166 |
|
|
Firozpur-Zira |
2 |
40 |
160 |
|
|
Fazilka-Chutala |
1 |
128 |
256 |
|
|
Amritsar-Govindwal |
4 |
45 |
360 |
|
|
Amritsar-Bhatinda |
2 |
190 |
760 |
|
|
Amritsar-Bhatinda (via patti) |
1 |
205 |
410 |
|
|
Patti-Fatehabad |
2 |
37 |
148 |
|
|
Abohar-Ganganagar |
8 |
43 |
688 |
|
|
Tarn Taran-Govindwal |
3 |
24 |
144 |
|
|
Tarn Taran-Govindwal (via Khadur Sahib) |
1 |
28 |
56 |
|
|
Tarn Taran-Fatehabad |
1 |
18 |
36 |
|
|
Fazilka-Sirsa (via Pahiwala) |
2 |
144 |
576 |
|
|
Tarn Taran-Bhikhiwind |
6 |
32 |
384 |
|
|
Amritsar-Tarn Taran(via Dhand-Kasel) |
2 |
40 |
160 |
|
|
Amritsar-Qadian |
1 |
58 |
116 |
|
|
Amritsar-Harchowal |
2 |
67 |
268 |
|
|
Amritsar-Mahta (via Sathiala) |
1 |
54 |
108 |
|
|
Amritsar-Butala |
1 |
35 |
70 |
|
|
Amritsar-Raja Sansi |
24 |
21 |
1008 |
|
|
Firozpur Cantonment-Firozpur City |
24 |
6 |
228 |
|
|
Tarn Taran-Ratta Gudha |
1 |
34 |
68 |
|
|
Abohar-Sangaria |
2 |
53 |
212 |
|
|
Sirsa-Hisar |
1 |
90 |
180 |
|
|
Firozpur-Muktsar (via Sadiq) |
8 |
56 |
896 |
|
|
Amritsar-Jalalabad |
1 |
54 |
108 |
|
|
Firozpur City-Jhoke Road Octroi Post |
17 |
13 |
442 |
Local Routes |
||||
|
1. |
Amritsar-Verka |
24 |
9.0 |
432.0 |
|
2. |
Amritsar-Gohalwar (via Varpal) |
6 |
15.0 |
180.0 |
|
3. |
Amritsar-Raipur Kalan |
8 |
19.2 |
307.2 |
|
4. |
Amritsar-Chheharta |
70 |
11.0 |
1540.0 |
|
5. |
Islamabad-Kaimpura |
40 |
12.8 |
1024.0 |
|
6. |
Amritsar-Raja Sansi |
24 |
21.6 |
1036.8 |
|
7. |
Chowk Fawara-Sacred Heart High School |
31 |
12.0 |
744.0 |
|
8. |
Chatiwind Gate-Gurdwara Chheharta Sahib |
28 |
11.2 |
627.2 |
|
9. |
Amritsar-Jagdev Kalan |
1 |
19.2 |
38.4 |
|
10. |
Amritsar-Kathunangal-Chawinda Devi |
7 |
22.4 |
313.6 |
|
11. |
Amritsar-Chogawan |
15 |
23.2 |
696.0 |
(Source : General Manager, Punjab Roadways,
Amritsar)