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(d) |
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(e) |
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(h) |
Organisations of Owners and Employees in the Field of Transports and Communications |
COMMUNICATIONS
(a) Old-Time
Routes and Highways and Modes of Conveyance
The economic development of a region
depends inter alia, on the infra-structure of means of communication and
transport. Roads are essential for the
development of industries and agriculture, and help to solve other economic
problems. Road development also promotes a change in the type of agricultural
production by diversion of cultivation from food crops to commercial crops.
India history is full of reference to the construction of roads in the past and
to the road policy adopted by different rules from time to time. Chandragupt
Maurya, Ashoka, Muhammad Tughlaq and Sher Shah Sur are particularly known for
the construction and maintenance of roads. The enthusiasm for road construction
and road continued under the Mughals during the sixteenth to the eighteenth
century. Most of the Mughal roads were macadamized and surfaced.
The roads thus developed provided the foundations of the present road system. It was only after the World war I (1914-1918) that mechanized road transport started assuming importance in the country’s economy. Since then it has made rapid strides both in the terms of road kilometrae and the number of vehicles plying on the roads.
Prior to the advent of automobile vehicle and railways, bullockcarts, beasts of burden like bullocks, camels and donkeys, and wherever possible, indigenous boats were utilized for the movement of agricultural produce and finished goods. With the development of network of railways, roads, waterways and airways, these means of transport are being gradually replaced by the modern means of transport.
With the advent of the British rule
in this region in the middle of the nineteenth century, the pace of road
development was accelerated. In the beginning of the twentieth century, the
principal roads in the district were : Batala to Dera Baba Nanak, Batala to
Srigobindpur, Batala to Aliwal, Batala to Qadian, Zafarwal to Gurdaspur,
Gurdaspur o Naushera Majja Singh, Ganji to Dorangla and Pathankot to Madhopur.
The road transport system in the district, except Narot Jaimalsingh side in the Pathankot Tahsil, is quite satisfactory. As the following figures show there has been a considerable expansion in roads since the attainment of independence in 1947:
|
Year |
|
Metalled Roads (km) |
Unmetalled Roads (km) |
Total Road Length (km) |
|
1950-51 |
.. |
256 |
685 |
941 |
|
1960-61 |
.. |
466 |
537 |
1,003 |
|
1972-73 |
.. |
1,389 |
.. |
1,389 |
In 1972-73, the metalled road length in the district was 1,389 km. This road length per 100 sq. km. of the area of the district works out to 39.05 and per lakh of population to 108.02.
(i) Classification of Roads
The roads in the district may be broadly classified in to national highways; provincial highways including State highways, district major roads, other district roads (excluding local bodies roads), and village approach roads; and local bodies roads. Out of their total length of 1,389 km in the district, as in 1972-73, the length of national highways was 98 km, provincial highways 1,233,km and local bodies roads 58 km. The national highways and provincial highways (excluding local bodies roads), with a total length of 1,331 km. are maintained by the Public Works Department (B & R), the local bodies roads, with a total length of 58 km, are maintained by the local bodies.
A
detailed description of each category of roads in the Gurdaspur District is
given below:
National
Highways.- These constitute the framework which eventually
become a network of modern roads for communication. These highways traverse the length and breadth of the country,
connect 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. A strip of
Jullundur-Tanda- Dasuya- Mukerian- Pathankot up to border with the Jammu and
Kashmir State of the national highway lies in the district.
State
Highways.- these are the main arteries of commerce and industry within a
State and are connected with the national highways or with the highways of
adjacent States. The important cities
within the State are linked by them.
The State Government is responsible for their construction and
maintenance. The State highways passing
through the districts are: Amritsar-Pathankot (State boundary),
Amritsar-Ajnala-Dera Baba Nanak, Amritsar-Ramdas-River Ravi Road, and
Amritsar-Srigobindpur Road.
District
Major Roads.- These roads serve areas of production and markets, connecting
them with one another or with the highways or the railways. These are maintained by the Public Works
Department (B & R).
Other
District Roads.- These roads serve as important arteries of communication
among the different parts of the district.
These are also maintained by the State Public Works Department.
Village
Approach Roads.- Last in the
category are village approach roads connecting villages and groups of villages
with one another and with the nearest district roads, highways, railways or
river ghats. Some of these roads have
been constructed through the co-operative efforts of the villagers also. The construction of these link roads has
been going on in rural areas quite vigorously since the launching of this
project in the State on January 21, 1968.
Municipal
Roads.- These roads connect the
local markets, streets, State Highways, National highways, railway stations and
other roads in the municipal area of a particular town. These are constructed and maint by the
concerned municipal committees out of their own funds.
(ii)
Vehicles and Conveyances
In
spite of the development of various means of transport, the old type of
vehicles and conveyance such as bullock-carts, tongas, wooden rehris and
animals are still quite popular in the district. The bullocks, which are used for agricultural work, are also
yoked to the carts and bullock-cart remains the most important means of
transport even up to this day. The
four-footed pack animals like donkeys, mules, camels, etc. are also used for
transportation of foodgrains and vegetables from the nearby villages to the
markets in the towns. The animal
transport provides services where no other means are available or are
economical. The wooden rehris, driven
by men, are used to carry raw materials, cloth, cotton, bricks, wood and other
goods from on e locality to another within a town. Tongas are also used in transporting passengers between villages
and towns. The cycle has become an
essential means of conveyance in these days.
Motor vehicles such as tampos, motor-cycles, motor taxis, scooters,
trucks, cars, etc. provide means of quick transport and have become very
popular. The number of different types
of motor vehicles registered in the district, during 1967 to 1971-72, is given
in Appendix I.
Automobiles.- Motor taxis, motor rickshaws,
motor-cycles, scooters, jeeps, trucks and cars are becoming popular in the
cities. Motor taxis are hired in big
towns where the distance to be covered in individuals journey is sufficient
long, and passengers have better paying capacity. These prove very convenient and efficient and their rates and
fares are generally fixed by the local authorities. The passengers are charged according to the number of kilometres
traveled, which are accurately indicated over a meter. Motor rickshaws are a good combination of
rickshaws and motor-cycles. Their
charge are usually more than those of the ordinary cycle rickshaws, but much
lower than those of motor taxies.
Cycles.-
Cycle has become very popular as a
means of conveyance of individual passengers for short distances. It is an essential means of conveyance in
big cities, especially for middle-class persons. The dairy-men and villagers have found in cycle an easy means of
transport which can help them disposing of their surplus milk in the
neighbouring towns. The cycle has also, in a way, increased the
mobility of Indian labour. A large
number of students and teachers have found in cycle a companion. The various advantages of the cycle are
flexibility, cheapness, good speed and the absence of any standing charge, if
kept properly.
Cycle-Rickshaws. – The number of cycle-rickshaws has
increased much during last few years.
Its charges are rather low and it has not to wait for passengers for
long as only two persons make the full load of a rickshaw. It is more convenient than ekkas or
tongas as it can reach the narrow streets also. The initial tongas as it can reach the narrow streets also. The initial outlay and the cost of
maintenance of rickshaws are also lower than those of horse-carriers. Some pullers purchase their own rickshaws,
while others ply these on hire.
The Punjab Government have framed
bye-laws for rickshaw-pullers. Boys below 18 years and men above 45 years are
not allowed to pull rickshaw.
Horse
Carriages. – With the introduction of cycle-rickshaws, horse driven
vehicles like tongas have become less important as a means of transportation in
town and cities. The rates of horse-driven
vehicles are, however, fairly low and are within the means of everybody.
Boats.
– The river transport of passengers and goods through boats, which was
quite popular in the past, has been discontinued with the development of modern
means of transport through rail and road.
It is now confined only to the crossing of rivers at the ferries from
one side to the other where bridges don’t exist.
(iii) Public and Private Transport
Prior to June 1969, the Transport Department
was under the control of Provincial Transport Controller who was the Head of
the Department. He used to deal with
the enforcement of the Motor Vehicles Act and the Rules made thereunder as well
as the Commercial Wing of the Transport Department. It was felt necessary for public convenience that the two wings
should be separated and controlled by two different Heads of Departments, to
give equal justice to the private operators and Government transport undertakings. The Transport Department was, therefore,
bifurcated into two wings, viz.
Commercial Wing and Non-Commercial Wing, in June 1969. The former is under the charge of Director,
State Transport, Punjab, and the latter under the State Transport Commissioner,
Punjab, as Heads of Departments, respectively.
The Director, State Transport, being the overall incharge of Commercial
Wing, is concerned with the operation of State transport buses on commercial
basis. The State Transport Commissioner is concerned with the work of issuing
of route permits and the enforcement of Motor Vehicles Act and the rules framed
thereunder.
Before the achievement of
independence in 1947, road transport was mostly in the hands of private owners
who never cared for the attainment of fair standard of efficiency or passenger
amenities. Their only motive was large profits. With the rapid development and extension of roads after the
independence, coupled with the development of industries and agriculture, road
transport, both passenger and goods, considerably increased. The Government, therefore, started gradual
nationalisation of this public utility service. Although most of the bus routes are operated by Government
Roadways, yet a good number of these are still operated by private transport
companies. The Punjab Government have
liberalized the policy for the grant of public carriers permits. Any body, who produces a mechanically fit
vehicle, is issued a truck permit.
Apart from it, the State Government have entered into reciprocal
transport agreements with the State of Rajasthan, Uttar Pradesh, West Bengal,
Bihar, Jammu and Kashmir so that facilities for the transportation of public
goods be extended throughout the country.
State
Owned Services. – Most of the important major bus routes in the district
are operated by the Punjab Roadways, Pathankot and Batala. The details of these are given in Appendix
II on pages 220-222. Besides, a night
service has been started by the Punjab Roadways and the PEPSU Road Transport
Corporation between Chandigarh and Batala.
Moreover, all places within a radius of 16 km from the district and
sub-divisional headquarters have been connected by local bus service to provide
extra transport facilities to the general public.
Private
Bus Services. – A number of bus routes in the district are operated by
private transport companies. The
particulars regarding these routes are given in Appendix III on pages 223-225.
Railways occupy the premier place amongst modern means of
transport. They are most advantageous
in the movement of heavy and bulky traffic, like the raw material of industry
over long distances. The economic
development of a region is very largely dependent on the provision of cheap and
efficient railway services. Railways
have brought about many political, social and economic changes in the life of
the country. The system of
administrative machinery has been centralized.
In the pre-railway period, disruptive tendencies used to prevail among
the various sections of the people and now a sense of nationality has
developed. At any emergent time, troops
can be mobilized to the places of disorder and the frontier posts to put down
insurrection. Rail ways have mitigated
the horrors and severities of famines.
By the transport of raw materials such as coal, etc. railways have
stimulated the growth of manufacturing industries. Railways have encouraged speedy movement of people from the areas
of congestion. Mobility of labour is a
pre-requisite of industrial development.
Gurdaspur
District is connected by rail with the important stations, located in and
outside the State. The district lies in
the Firozpur Division of the Northern Railway.
The Amritsar-Pathankot broad gauge line was opened in 1884. It enters the district just near the
Jaintipur station and passes through the tahsils of Batala, Gurdaspur and
Pathankot. The railway stations located
on it are : Batala, Batala Sugar Mills, Chhina, Dhariwal, Sohal, Gurdaspur,
Dinanagar, Parmanand, Jhako Lahri, Sarna, Bharoli and Pathankot. The Batala-Qadian section serves the Batala
Tahsil up to Qadian. The stations
located on it are : Vadala Garanthian and Qadian. The Amritsar-Dera Baba Nanak section branches off from Verka and
serves the western part of Tahsil Batala.
Before the partition in 1947, this line joined Sialkot (Pakistan), but
now Dera Baba Nanak is the terminus.
The stations falling on this line in the district are : Fathegarh
Churian, Hardo Rawal, Ratar Chhatar and Dera Baba Nanak. The Jummu-Tawi-Pathankot-Mukerian-Jullundur
City section, which is a broad gauge line, serves the Pathankot Tahsil. The stations falling on this line in the
district are : Madhopur, Sujanpur, Bharoli, Pathankot, Chakki Bank, Ghiala and
Mirthal. The Jogindernagar-Pathankot
section is a narrow gauge line and serves a small part of the Pathankot Tahsil.
The
Appendices IV and V on pages 226-227 show the monthly average railway
passengers and goods traffic and earnings in the district, during 1971-72.
Rail-Road
Competition. – The problem of competition among the various means of
transport arises only when some means of transport extend their activities and
cut into the other means of transport.
The main complaint of the railways against the competing road vehicles
is that on account of the flexible character of their services, the road
vehicles are free to choose the best paying traffic. Railways have no such flexibility and as they are the common
carriers, they have to accept whatever is offered to them. Further, the railways have to bear the
expenditure for the construction and maintenance of their permanent way while
the road vehicles have the roads provided and maintained by the State authority
for their use.
The problem of
rail-road competition in India of comparatively recent growth. The growth reason for this was that the road
system of India was not properly developed and it was only in the
nineteen-twenties that the Government took up road development seriously. The Railway Board Report of 1926-27 pointed
out that the Indian railways had begun to feel the pressure of competition from
motor-vehicles. The economic depression
of 1930 affected the railway adversely because the traffic decreased to a very
great extent. The road services on the
other hand did not feel the effects of the depression. In 1950, the Government appointed the
Motor-Vehicles Taxation Enquiry Committee.
However, with the vast development of agriculture and industry in the
country and the consequent increase in traffic, the rail-road competition has
become a thing of the past and two systems of transport have become
complementary rather than competitive.
(d)
Waterways, Ferries and Bridges
Waterways.- The district boundaries are circumscribed to a
great extent by the rivers Chakki, Ravi, and Beas. With the introduction of rail and road transport, water transport
has received a set back. However,
timber is transported through the rivers Ravi and Beas.
Ferries.- Ferry-crossing are maintained wherever
necessary.
Bridges.- For smooth running of road traffic, bridges
exist on the roads wherever necessary.
There is an aerodrome at
Pathankot. It serves the tourists
coming from the various parts of the country as well as from abroad for
visiting Kashmir, Kulu, Manali and other hill stations.
(f) Travel
and Tourist Facility
An attempt for taking up the work relating to the development of tourism in the Punjab was first made in 1951, when a State Level Committee, headed by a former Chief Justice of the Punjab High Court was formed. The aim of the committee was to plan and advise on the development of important tourist centres all over the State.
The
Punjab Government is making serious efforts to develop tourist facility at the
existing places with a view to ensuring that the available potential for the
growth of tourist industry is fully exploited.
New spots for tourist attraction are being developed and tourist
facilities at the existing places are being increased. Shahpur Kandi, hitherto an district, is
being developed. A tourist bungalow has
been constructed here. It provides all the modern facilities including
air-conditioning, catering, etc., at reasonable rates. A visitor can also spend his leisure time at
Malakpur-Asia’s foremost hydraulic Research Station at the Upper Bari Doab
Canal or at Madhopur known for the famous headworks on the River Ravi. Beside, there are a number of dharmshalas,
serais, and hostels in the district for the travelers, tourists and
visitors. Accommodation is also available
for tourist, who are bona fide railway passengers in the Railway
Retiring Rooms at the Railway Station, Pathankot.
Pathankot
has become a centre of transport to and form Jammu and Kashmir, Chamba Hills,
Kangra Hills and the plains of Punjab.
All Tourists to Jammu and Kashmir, Dalhousie, Kulu and Manali pass
through it. A Tourist Information
Office of the Punjab Government is lactated here.
Dak
Bungalows and Rest Houses.- Accommodation is provided to the tourists in dak bungalows and rest
houses, if it is available. These are
maintained by the different Government departments for the use of their
employees during their visit to the different places. A list of dak bungalows and rest houses in the district is given
in Appendix VI on pages 228-230.
(g) Posts, Telegraphs and Telegraphs and
Telephones
Posts.
– The post offices in the district are under the control of the
Superintendent, Post Offices, Gurdaspur Division, Gurdaspur. To provide posting facilities to the public,
letter boxes have been affixed at important centres in the towns which are
cleared at fixed timings, twice or thrice a day. In 1,1084 villages in the district, dak is delivered daily, in
318 villages tri-weekly and in 104 villages bi-weekly. There is no weekly or no-dak village in the
district.
The
Postal Index Number (PIN) Code was introduced into the country on August
15,1972. It is a six digit code that
identifies and locates every departmental delivery service. It provides with a built-in routing
information for postal sorting.
On
March 31, 1972, there was 1 Head Post Office, 46 Sub Post Offices, 186 Branch
Post Offices and 2 Extra Departmental Sub-Offices in the district. A list of these is given in Appendix VII on
pages 231-236.
Telegraphs.
–The Telegraphs Office at Pathankot was converted from combined office to a
departmental office on September 1, 1962.
This office has direct communication links with Jullundur, Amritsar,
Jammu, Dharmsala, Dhalhousie, Chamba and Ambala. It also serve almost all the important towns of the Gurdaspur
District as well as the Kangra District
(Himachal Pradesh). There are
also combined post and telegraph offices in the district. The important among these are at Batala,
Furdaspur, Pathankot, Dhariwal, Dera Baba Nanak and Fathegrah Churian. There are 18 key fitted sub-offices and 2
phone-cum-sub-offices and 2 phone-cum-extra departmental sub-offices in the
district.
On
March 31, 1972, telegraph facilities were available in 26 post offices in the
district, as given in Appendix VIII at the end of this chapter on page 237.
Telephones.
– There are 8 telephone exchanges in the district located at Gurdaspur,
Dinanagar, Pathankot, Dhariwal, Batala, Srigobindpur, Qadian and Dera Baba
Nanak. These are functioning under the
Telegraphs Engineer, Amritsar Division, Amritsar. The total number of connections and extensions provided by these
exchanges, as on December 31,1972, was 2,487 and 135, respectively. Besides, there are 11 public call offices
functioning in the district.
Radio
and Television. – Radios and transistors have become quite popular in the
urban as well as rural areas. As on
December 31, 1973, as many as 79,011 broadcasting receiving licences had been
issued in the district. Under the
Community Listening Scheme, 853 radio sets had been installed in the rural
areas in the district up to March 31, 1973.
Since the establishment of the Amritsar Doordarshan (Television) Station
in 1973, television is also becoming popular day by day. Up to March 31, 1973, as many as 1,471
television licences had been issued in the district.
(h) Organizations of Owners and Employees in the
Field of
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. The unions
functioning in the district are given hereunder :
|
Serial No. |
Name of the Union |
|
Date of Registration |
|
1. |
Railway Licensed Porters’ Union, Pathankot |
.. |
5th June, 1956 |
|
2. |
Transport Employees’ Union, Pathankot |
.. |
4th March, 1965 |
|
3. |
All Hill Motor Transport Workers’ Union, Batala |
.. |
10th October, 1957 |
|
4. |
District Transport Workers’ Union, Batala |
.. |
25th April, 1967 |
|
5. |
Rickshaw Mazdoor Sangh, Batala |
.. |
12th June, 1969 |
|
6. |
Rickshaw Mazdoor Sangh, Pathakot |
.. |
2nd February, 1969 |
(Vide
page 212)
Number of Different Types of Motor
Vehicle Registered in the Gurdaspur District, 1967 to 1971-72
Year
|
|
Cars |
Jeeps |
Trucks |
Taxis |
Tractors |
Buses |
Motor Cycles |
Auto Rickshaws |
Miscellaneous |
|
1967 |
.. |
18 |
6 |
56 |
1 |
33 |
35 |
120 |
2 |
11 |
|
1968 |
.. |
26 |
19 |
84 |
1 |
120 |
30 |
239 |
18 |
12 |
|
1969 |
.. |
44 |
34 |
148 |
.. |
97 |
103 |
321 |
24 |
12 |
|
1970 |
.. |
35 |
44 |
196 |
.. |
243 |
27 |
336 |
53 |
3 |
|
1971-72 |
.. |
35 |
1 |
36 |
1 |
132 |
3 |
143 |
17 |
3 |
(Statistical Abstracts of Punjab,
1968 to 1972)
(Vide page 213)
Bus Routes Operated by the Punjab Roadways in the Gurdaspur District, as on March 31, 1972
|
Serial No. |
Name of Route |
|
No of Daily Trips |
Route Length (km) |
Total Daily Service (km) |
|
|
Punjab Raodways Pathankot |
|
|
|
|
|
1 |
Pathankot-Amritsar |
.. |
41 ½ |
108 |
8,64 |
|
2 |
Amritsar-Batala |
.. |
5 |
38 |
380 |
|
3 |
Pathankot- Mukerian |
.. |
1 |
42 |
84 |
|
4 |
Pathankot-Jullandhur |
.. |
13 |
114 |
2,64 |
|
5 |
Pathankot-Jummu |
.. |
4 |
113 |
904 |
|
6 |
Pathankot-Chandigarh (via Jullundur |
.. |
6 |
270 |
3.240 |
|
7 |
Pathankot-Kalka (via Hosiarpur) |
.. |
1 |
270 |
540 |
|
8 |
Pathankot-Dalhousie |
.. |
1 |
80 |
160 |
|
9 |
Amritsar-Dalhousie |
.. |
1 |
188 |
376 |
|
10 |
Pathankot-Baijnath |
.. |
1 |
142 |
284 |
|
11 |
Pathankot-Dharamsala |
.. |
1 |
90 |
180 |
|
12 |
Pathankot-Shahpur Kandi |
.. |
3 |
13 |
78 |
|
13 |
Shahpur Kandi-Balsua |
.. |
1 |
24 |
48 |
|
14 |
Pathankot-Nurpur |
.. |
1 |
26 |
52 |
|
15 |
Pathankot_Firozpur |
.. |
1 |
236 |
472 |
|
16 |
Pathankot-Kapurthala |
.. |
1 |
129 |
258 |
|
17 |
Pathankot-Talwara |
.. |
2 |
69 |
276 |
|
18 |
Talwara-Amritsar |
.. |
1 |
177 |
354 |
|
19 |
Pathankot-Amritsar (via Dera Baba Nanak) |
.. |
2 |
138 |
552 |
|
20 |
Pathankot-Taragarh |
.. |
1 |
84 |
168 |
|
21 |
Taragarh-Chak Sharif |
.. |
1 ½ |
67 |
201 |
|
22 |
Gurdaspur- Chak Sharif |
.. |
1 |
24 |
48 |
|
23 |
Pathankot-Delhi (via Jullundur) |
.. |
1 |
484 |
968 |
|
24 |
Pathankot-Delhi (via Hoshiarpur-Chandigarh) |
.. |
1 |
484 |
968 |
|
25 |
Pathankot-Jullundur |
.. |
2 |
114 |
456 |
|
26 |
Pathankot-Jammu |
.. |
1 |
113 |
226 |
|
27 |
Jammu-Delhi |
.. |
1 ½ |
597 |
1,791 |
|
28 |
Pathankot-Katori Bangla |
.. |
1 |
45 |
90 |
|
29 |
Pathankot-Dera Baba Nanak |
.. |
4 |
77 |
616 |
|
30 |
Pathankot-Dorangla |
.. |
2 |
14 |
56 |
|
31 |
Pathankot-Ludhiana |
.. |
3 |
175 |
1,050 |
|
32 |
Pathankot-Dera Baba Jaimalsingh (Radha Swami) |
.. |
6 |
115 |
1,380 |
|
33 |
Pathankot-Bhatinda |
.. |
2 |
308 |
1,232 |
|
34 |
Pathankot-Dharmsala |
.. |
1 |
90 |
180 |
|
35 |
Dharmsala- Chandigarh (via Una-Nangal) |
.. |
1 |
249 |
498 |
|
36 |
Pathankot-Pindori Mahantan |
.. |
1 |
50 |
100 |
|
37 |
Gurdaspur-Dorangla |
.. |
3 |
14 |
84 |
|
|
(Local Bus Routes) |
|
|
|
|
|
38 |
Sujanpur-Badhain (Bungal) |
.. |
5 |
22 |
220 |
|
39 |
Pathankot-Madhopur |
.. |
8 |
16 |
256 |
|
|
Punjab Roadways Batala |
|
|
|
|
|
40 |
Jullundur-Qadian |
.. |
1 |
98 |
196 |
|
41 |
Jullundur-Harchowal (via Qadian) |
.. |
1 |
108 |
216 |
|
42 |
Jullund-Batala |
.. |
26 |
81 |
4,212 |
|
43 |
Jullundur-Butala |
.. |
1 |
53 |
106 |
|
44 |
Jullundur_Srigobindpur |
.. |
1 |
79 |
158 |
|
45 |
Jullundur-Gurdaspur (via Srigobindpur) |
.. |
1 |
121 |
242 |
|
46 |
Batala-Chandigarh |
.. |
1 |
233 |
466 |
|
47 |
Batala-Dera Baba Nanak |
.. |
7 |
30 |
420 |
|
48 |
Batala-Fetehgarh Churian |
.. |
4 |
26 |
208 |
|
49 |
Batala-Harchowal |
.. |
1 |
27 |
54 |
|
50 |
Batala-Bhadpatan |
.. |
2 |
35 |
140 |
|
51 |
Batala-Qadian |
.. |
6 |
17 |
204 |
|
52 |
Batala-Srigobindpur (via Harchowal) |
.. |
1 |
36 |
72 |
|
53 |
Batala-Pindori Mahantan |
.. |
½ |
59 |
59 |
|
54 |
Batala- Srigobindpur |
.. |
4 |
30 |
240 |
|
55 |
Batala-ghuman |
.. |
2 ½ |
30 |
150 |
|
56 |
Batala-Kahunwan |
.. |
1 |
30 |
60 |
|
57 |
Batala-Gurdaspur |
.. |
2 |
32 |
128 |
|
58 |
Batala-Kalanaur |
.. |
4 |
22 |
17 |
|
59 |
Gurdaspur-Chandigarh |
.. |
2 |
265 |
1,000 |
|
60 |
Gurdaspur- Srigobindpur |
.. |
4 |
42 |
336 |
|
61 |
Gurdaspur-Kahnuwar |
.. |
4 |
18 |
144 |
|
62 |
Srigobindpur-Ghuman |
.. |
1 |
9 |
18 |
|
63 |
Batala-Mahta |
.. |
6 |
16 |
192 |
|
64 |
Batala-Kotli Thaptan |
.. |
6 |
16 |
192 |
(Source: General Managers, Punjab Roadways, Pathankot, Batala and Jullundur)