COMMUNICATIONS

INTRODUCTION

THIS CHAPTER DEALS WITH THE HISTORICAL AND STRUCTURAL ASPECT of the various means of transport and communications in the district. The following is the brief account showing the position of railways and roads at the beginning of this century [Based on the account given in Central Provinces District Gazetteers, Bhandara District, Volume-A. (published in 1908).].

The Bengal-Nagpur railway route was the first to be constructed in this district in 1882. It was then constructed as a metre gauge line from Nagpur and was subsequently converted into broad gauge in 1888. Before the construction of this route the only important road was the Great Eastern road now called Bombay-Calcutta road. This was the only road which was bridged and metalled for 72 miles from Nagpur to Arjuni, of which 40 miles were within Bhandara district. The remaining length of 20 miles from Arjuni to the district border had only a surface coating of gravel. A temporary bridge was constructed on the road across the Wainganga river near Bhandara which could be used only in the fair weather season. This was by far the only important route for commercial traffic in the central zone of India. The subsidiary trade routes emanating from the Great Eastern road were: Chichgarh-Palandur via Sangarhi to Lakhani and Lakhandur to Lakhani.

After construction of the Bengal-Nagpur railway line, which passes through the northern part of the district, several metalled roads were constructed to join important places and railway stations. Before construction of the Satpura railway line in 1903 the Gondia-Balaghat road was the principal trade route in the northern part of the district. The other main roads were from Tumsar to Rampalli and from Tumsar to Katangi. The produce from the Balaghat low lands and northern Bhandara was carried along them to the market of Tumsar. The manganese ore from the Chandrapur mines was carried by the Tumsar-Katangi road.

Besides the main roads above, there were some metalled and unmetalled roads interconnecting the railway stations and the important places on the Great Eastern road.

In 1908 the total length of metalled roads in the district was 166 miles and of unmetalled 70 miles. The Jabalpur-Gondia section of the Jabalpur-Chanda Fort railway route (narrow gauge) was opened for traffic in 1903, whereas its subsequent extension from Gondia to Nagbhir was opened for traffic in 1908. The Tumsar-Tirodi railway line (narrow gauge[This line was converted into Broad Gauge subsequently in 1929.]) was opened for traffic in 1916, while the Nagpur-Nagbhir route which passes only for 6 miles in the district was opened for traffic in 1908.

The Bombay-Nagpur-Calcutta broad gauge line passes from west to east through the district and touches Bhandara, Tumsar, Gondia and Salekasa, while the narrow gauge line which runs from south to north connects the district with Chandrapur in the south and Jabalpur district of Madhya Pradaesh in the north. The total length of railways in the district is about 335 km. (209 miles) of which a length of 180 km. (112 miles) is broad gauge and the remaining narrow gauge.

Road development, however, received serious attention of the Government only after Independence. The Nagpur Plan of Road Development initiated a concerted programme under which proper targets were set for each category of roads in each district. Accordingly a number of new roads have been constructed and old roads have been improved and upgraded to higher standards of construction and maintenance. A number of bad roads or unpassable tracks have been improved up to normal standards of motorability. A considerable organisational set-up supported by financial allocations has been created so as to bring about a rapid development. It is interesting to note that the road development was further accelerated by the scarcity relief works during the years 1971-72 and 1972-73. Under the relief works many new road works were undertaken and bad roads were repaired and improved.

In spite of this development the fact remains that Bhandara district is still deficient as regards roads. The ratio of road mileage to total area in the district is much less than the average ratio for India as well as for Maharashtra.

During the period of the Third Five-Year Plan there was a considerable increase in the total length of all types of roads, viz., by 987.75 km. which was more than double the road length in 1961.

The following table shows the length of various categories of roads and their surface-wise classification in Bhandara district as on 31st March 1972.

TABLE No. 1

STATISTICS OF ROADS IN BHANDARA DISTRICT (AS ON 31ST MARCH 1972) [Bureau of Economics and Statistics, Government of Maharashtra.].

(figures in km.)

In 1972 the percentage of black-topped roads to total road mileage was 20.44 whereas the percentage of road length covered by national highways and state highways to total road mileage was 18.85. The proportion of road length per 100 sq. km. was about 22.15 km. in the district.

Though the district is not benefited by the regular air transport services an air-strip has been provided near Gondia (Birasi). This aerodrome mainly serves the landing and take off of air-crafts used by dignitaries.

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