Wednesday, May 18, 2011

HARISHCHANDRAGAD Fort History

Harishchandragad Fort: 4,691 feet above sea-level, with ruined fortifications and Brahmanical caves Harishchandragad lies on the Sahyadris, eighteen miles south-west of Akola. The hill is the apex of the water-shed of the Bhima and the Godavari drainage systems.

About six paths lead up to the hill two of which from Pachnai and Lobali Kotul can be used by loaded cattle. The hill-top, which is about three miles in diameter, is an irregular table-land with deep gorges and at the south-east edge rising rather suddenly to the highest point 4,691 feet above the sea. The caves lie north of and about 600 feet below the summit. On the steep slope between the hill-top and the caves and stretching east and west is a beautiful belt of ever-green forest almost impenetrable from its thick undergrowth and huge boulders. Other wooded patches freshen sheltered nooks, but most of the rest of the plateau is either bare rock or coarse thatching grass with here and there patches of bracken. The descent from the plateau is unusually steep on all sides. To the north the first drop is a cliff of 200 feet which runs for a great distance along the hill side. The grandest cliff, about 2,000 feet, faces west overlooking the Konkan. Ascent by this cliff was not uncommon. The sockets in which the standards for working the rope and pulley or some similar climbing apparatus were fixed are still seen at the top of the cliff. As they were destroyed by Captain Mackintosh about 1820, little but ruined traces are left of the fortifications of Harishchandragad. The ruins of the gate appear at the top of the Lobali Kotul pathway and a few places where an escalade was possible still show remains of fortifications. On a peak, half a mile east of the summit, is the citadel or bale killa with decaying walls and blown-up cisterns. At the foot of the citadel, at the gate, and at one or two other places are remains of houses but the commandant and part of his establishment are believed to have lived in the caves.

Rainbow: Especially in May the edge of the Konkan cliff often gives an excellent view of the curious phenomenon called the Circular Rainbow. In 1835 Colonel Sykes during periods of fogs and mists several times observed the circular rainbow which from its rareness is spoken of only as a possibility. Sometimes the Konkan fog stratum rose somewhat above the level of the top of the Harishchandragad cliff, without coming over the table-land. Colonel Sykes stood at the edge of the precipice just outside of the limits of the fog, with a low cloudless sun on his back. The circular rainbow appeared perfect and most vividly coloured, one-half above Colonel Sykes' level and the other half below. Distinct outline shadows of Colonel Sykes, his horse and his men appeared in the centre of the circle as a picture to which the bow served as a resplendent frame. [ Colonel Syk s' men could not believe that the figures they saw were their own shadows and assured themselves by tossing about their arms and legs and putting their bodies in various postures] From their nearness to the fog the diameter of the rainbow circle never exceeded fifty or sixty feet. Accompanying the brilliant rainbow circle was the usual outer bow in fainter colours. The Fokiang or Glory of Buddha as seen from mount O in West China tallies more exactly with the phenomenon than Colonel Sykes' description would seem to show. Round the head of the shadow always appears a bright disc or glory, and concentric with this disc, but separated by an interval, is the circular rainbow. The size and brilliancy of the rainbow varies much with the distance of the mist; when the mist is close the diameter may not be more than six feet. Whether the observer sees only his own shadow or the shadow of others with him depends on the size of the rainbow. Each observer always sees the head of his own shadow in the centre of the glory.

Caves: The caves, which are about 500 feet below the level of the fort, are chiefly in a low scarp of rock to the north of the summit. The caves face north-west and consist of eight or nine excavations none of them large or rich in sculpture. The pillars are mostly plain square blocks; the architraves of the doors are carved in plain fronts; and a few images of the Shaiv symbol Ganapati also appear on some of the door lintels. The style of the low door-ways and of the pillars in Cave II, some detached sculptures lying about, the use of Ganapati on the lintels, and some fragments of inscriptions seem to point to about the tenth or the eleventh century as the date of the. caves. Cave I at the east end of the group is about 17' 6" square and has a low bench round three sides. The door is four feet high with a high threshold and a plain moulding round the top. To the west of the cave is a cistern. Cave II, about nine yards west of cave I, is one of the largest in the group. The veranda is 23' 6" long and about 7' 6" wide with an entrance into a large cell from the left end. The whole veranda is not open in front. The space between the left pillar and pilaster is closed and the central and right hand spaces are left open. The two square pillars, only one of which stands free, are 6' 4½" high with a simple base and a number of small mouldings on the neck and capital occupying the upper 2' 7". A door with plain mouldings and a small Ganesh on the lintel, with two square windows one on each side leads to the hall, which measures about twenty-five feet by twenty and varies in height from 8' 1½" to 8' 11". The hall has one cell on the right and two in the back with platforms six inches to a foot high. Outside on the right, another cell leads into a larger cell at the right end of the veranda. Cave III is unfinished though somewhat on the same plan as cave II. Half of the front wall has been cut away and a large image of Ganesh is carved on the remaining half. In a cell to the right is an altar for a linga. Cave IV is an oblong cell and cave V in the bed of the torrent is apparently unfinished with a structural front. Round three sides runs a high stone bench. The sixth, seventh and eighth caves are similar to cave IV. But a bed of soft clay has destroyed the walls of the sixth and seventh. The shrine of the sixth has a long altar for three images. Near the eighth cave is a deep stone cistern ten feet square.

A little below the row of caves is a large Hemadpanti reservoir with steps, along whose southern side is a row of little niches or shrines, some of them still occupied by images. Round the reservoir are small temples and cenotaphs or thadgis. Below the reservoir is a small temple in a pit, half rock-cut half built, consisting of a cell with a shrine at each side. One of the cells contains the socket or salunka of a removed linga. Below this temple a deep hollow or pit formed by cutting away the rock at the head of a ravine, leaves a small level space from the middle of which rises a somewhat lofty temple, built on a remarkable plan. The temple has no hall or mandap but consists only of a shrine with a very tall spire in the northern Hindu style of architecture as at Buddha Gaya near Banaras. The linga within is worshipped from any one of four doors with porches. In the southeast corner of the pit is another shrine half built half hewn with an image of a goddess. To the west of the pit two or three irregular caves were probably used as dwellings by yogis attached to the temple. Fifty yards further down the ravine is a cave about fifty-five feet square. In front are four columns each about three feet square with plain bracket capitals nine inches deep and 6' 10" long. In the middle of the hall is a large round socket or salunka containing a linga and surrounded by four slender columns of the same type as in the Elephanta caves. All round the pillars to the walls and front of the cave the floor is cut down four feet and is always full of water, and the linga can be approached only by wading or swimming. On the left end is a relief carved with a linga and worshippers on each side. Above the level of the water is a small chamber. The caves were formerly used as health resorts in the hot season by the district officers. Mr. Harrison, a former Collector (1836-1843), built near the caves a bungalow which was burnt down.

In the last Maratha War, Harishchandragad was taken in the beginning of May 1818 by a detachment under Captain Sykes.

Tuesday, December 7, 2010

Nagpur Trade Routes

Nagpur is the entrepot of trade for the outlying fertile area. The Grand Trunk Express running north-south between Delhi and Madras runs through Nagpur. The Bombay-Nagpur-Howrah Express ; the Nagpur-Itarsi ; the Nagpur-Nagbhir-Gondia; the Nagpur-Itwari-Kamptee-Ramtek; the Nagpur-Khapa-Chhindwada-Seoni-Nainpur; the Nagpur-Umrer-Bhiwa-pur-Chanda railway routes join Nagpur with the nearby agricultural areas and with the distant market towns. Nagpur, Khapa, Katol, Saoner, Ramtek, Kamptee and Bhiwapur are the railway stations in the district. Besides, National Highways and State Highways add to the rail communications. The Nagpur-Jubbulpore; the Bombay-Jalgaon-Bhusawal-Nagpur; the Nagpur-Chhinctwada, the Nagpur-Chanda; the Nagpur-Bhandara and the Nagpur-Wardha Roads provide easy communications.

Oranges

Nagpur oranges have acquired a special name for their flavour and taste. The oranges are in great demand at the important markets in the country as also outside. The oranges have to be transported speedily. These are, therefore, transported by the express trains to Bombay, Calcutta, Delhi, Madras, etc. The annual transactions of the Nagpur Santra Market amount to about one crore of rupees.

Minerals

Locations of coal mines are numerous in Vidarbha, especially in Wardha district and Kamptee-Saoner tract of the Nagpur district. The State mining operations in Kamptee-Saoner tract visualise possibilities of crores of tons of coal. Rich manganese ore is found in considerable amounts in the north-eastern part of the district and especially near Ramtek tahsil. Manganese is aptly termed as "black-diamond" when its potentialities for industrial uses are taken into consideration. The Nagpur-Ramtek railway is chiefly instrumental for the exploitation and transport of minerals and their ores. Prospects of finding iron ore and lime in Chanda and Yeotmal are not remote. The district also has good quality clay, building stone etc.

Timber

About 3561236.800 hectares (88 lakh acres) of the Vidarbha land is under forests. Of these, most of the forests are in Chanda, Nagpur, Bhandara, Amravati and Yeotmal districts. The Chanda teak is famous all over the country for its fine quality. Timber of all sorts is gathered at Nagpur where there are a number of saw-mills and furniture marts. The timber from Chanda forests comes to Nagpur by the Nagpur-Chanda railway line.

Grains

The rice from Bhandara is carried to Nagpur by the Nagpur-Bhandara Road. The Nagpur-Bhiwapur line has heavy traffic
in chillis.

Cotton

Vidarbha is famous for cotton cultivation. Lakhs of people are engaged in growing cotton, ginning and pressing, weaving and dyeing mills. In Nagpur district, Saoner and Nagpur tahsils are important cotton-growing areas. Cotton is assembled at Nagpur, where there are two famous cloth mills, e.g., the Empress Mills and the Model Mills. Handloom weaving is also undertaken at Nagpur with remarkable skill.

Thus, a number of factors make Nagpur an industrial and a trading centre. Nearness to rich agricultural areas, ample mineral wealth, easy communication facilities all point to its further development provided its power potentialities and mineral wealth are harnessed increasingly. The City of Nagpur has adequate banking facilities with a branch office of the Reserve Bank and branch offices of 25 other commercial banks.

Nagpur City enjoyed the status of being the capital of Madhya Pradesh. It is now the monsoon headquarters of the Maharashtra Government.

Besides the City of Nagpur, there are other main centres of trade, which are located at railway junctions, viz., Umrer, Bhiwapur, Ramtek, Khapa, Katol, Saoner, and Kamptee.

KOLHAPUR TRADE ROUTES

THE MIRAJ-KOLHAPUR BRANCH OF THE SOUTHERN RAILWAY is the only railway line which connects Kolhapur district with Poona and Bombay. The main items of export from Kolhapur are gul and sugar.

"Till 1845 when the British took over the superintendence, the State had no metalled roads. Of the path-ways, those that led west down the Sahyadris to the coast were hardly fit for even lightly laden cattle, and those that went inland were beaten cattle tracks". Even today the district, detached by a long range of the Sahyadri whose western scrap is precipitious has no road communication to sea ports except the State Highway which passes through Amba Ghat. Starting at Amba and ending at Udgaon, it covers 61 miles and passes through Shahuwadi, Panhala, Karwir, Hatkanangale and Shirol talukas of Kolhapur district.

Bounded on the north, by Varna river, the Poona-Bangalore Road is the only National Highway passing through Kolhapur district. It covers in all about 29 miles in this district, passing through the talukas of Hatkanangale, Kolhapur and Kagal. The same road connects Kolhapur with Belgaum in the south. On the east, Kolhapur is well linked with Satara and Belgaum districts. Most of the taluka headquarters are connected now by roads with Kolhapur city which is the main trade centre.

The Kaladgi-Devagad Road (State Highway) passes through the talukas of Bhudargad, Kagal and Radhanagari. The length of the road in the district is about 46 miles and 5 furlongs. The other State Highway is the Mirya-Ratnagiri-Kolhapur-Miraj-Bijapur-Hyderabad Road entering the district of Kolhapur near village Amba (Shahuwadi taluka) and passes through the talukas of Hatkanangale, Shahuwadi and Shirol and Panhala mahal. The total length in the district is 66 miles and 7 furlongs.

The Major District Roads are:-

(1) Kolhapur-Bavada Road (34.4 miles) passing through the Karvir taluka and Panhala and Bavada mahals.

(2) Kolhapur-Wasi-Parite-Ghotwade-Gaibi Road (24 miles and 5½ furlongs) running parallel to the river Bhogawati, passes through Karvir and Radhanagari talukas.

(3), Waghabil-Panhala Road (4 miles) starts from "Mirya-Ratnagiri-Kolhapur-Miraj-Bijapur-Hyderabad Road" and runs west throughout its length.

(4) Gadhinglaj-Ajra-Savantwadi Road (27 miles) runs south-west till the village Amba on the south-western border and enters Ratnagiri district. It passes through Gadhinglaj taluka and Ajra mahal.

(5) Kolhapur-Bavada Road (34 miles, 4 furlongs) passes through the Karvir taluka and Panhala and Bavada mahals.

(6) Ichalkaranji-Hatkanangale Road '(5 miles, 5 furlongs) emanates from the Ratnagiri-Kolhapur-Bijapur State Highway and passes through the Hatkanangale taluka only.

(7) Jaisingpur-Shirol-Kurundwad Road emanates from the "Ratnagiri-Kolhapur-Bijapur State Highway. The total length in the district is 12 miles and 6 furlongs.

(8) Bambavade-Shirale Road (8 miles) emanating from the Kolhapur-Bijapur-Ratnagiri State Highway, enters the district at Bambavade in Shahuwadi taluka and runs north upto Shirale in the same taluka and then runs north-west upto Kapashi also in Shahuwadi taluka.

(9) Bhadgaon-Channekupi-Nool-Basarge-Halkarni-Khanapur Road (14 miles and 2 furlongs) starts from Bhadgaon, a village on the Gadhinglaj-Bhadgaon-Mahagaon-Nesari-Adkur Road and goes south-east upto Halkarni and then goes east upto Khanapur (Bijapur district).

The old Gazetteer narrates- "Of the imports and exports, at Kolhapur, grain, cloth, earthenware, baskets and cattle largely come from neighbouring places; most of these articles find their way to Nipani in Belgaum and Chiplun and Rajapur in Ratnagiri. From Sangrul, rice is largely sent to Nipani and other places. At Kadoli grain is largely sold; from Kadoli, cotton, molasses and chillies, and from Panhala rice are largely sent. At Sarud, grain is brought in large quantities and cloth is exported. At Vadgaon, which is a large trade centre, dates, cocoanut, kernel, sugar and English yarn are brought from the seaports and a number of cattle from neighbouring places for sale; and besides chillies, tobacco and wheat and other grains, molasses is largely exported. At Gadhinglaj the chief trade is in grain, coarse cloth and cattle. At Kapasi the local dealers take grain, chillies and other articles for sale to Islampur, Miraj, Sangli and Tasgaon; at Malkapur grain and cattle come from neighbouring villages and cocoanuts, dates and other articles from Ratnagiri ports. The chief exports are rice, jvari, wheat, grain and chillies. At Murgud grain comes in large quantities from neighbouring villages and rice is exported. At Ichalkaranji grain and cattle are brought for sale. Besides, at the large trade centres, forty-seven small weekly markets are held.

"The chief imports are salt, metal, cocoanuts, dates, groceries, oil, hardware, twist and piecegoods. Salt was formerly brought entirely by pack bullocks from the Konkan. Under metal come gold, silver, copper, brass and iron. During the American War (1862-65) gold and silver were largely imported; during the scarcity of 1876-77 a large amount of gold and silver in ornaments left the State; and since the return of prosperity in 1881 and 1882, gold and silver have again been imported. Sheets of copper and brass are brought in small quantities, and ready-made vessels and drinking mugs in large quantities chiefly from Poona. Formerly iron was locally smelted and it is now largely brought from Bombay by Vanis and Bohoras. It is much used for cart tiers and axles and in making iron pots. Dates, groceries, kerosene and cocoanut oil, iron buckets and water-pots are brought from Bombay. Steam-spun twist, both English and Bombay-made, is brought and sold to hand-loom weavers. Piece-goods are hand-made and steam-made. Of hand-made goods, the chief are turbans and women's robes from Poona, Shahapur, Sholapur and Yeola, waist-cloths or dhotars from Nagpur and Shahapur and silk waist-cloth or pitambars and robes or paithanis and turbans from Burhanpur and Poona. Of the steam-made cloth the coarse strong-cloth is Bombay-made and the finer-cloth is from England. The chief exports are of grains, rice, jvari, bajri, nachni, wheat and gram; of groceries and spices coriander, turmeric and chillies; of oilseeds sesamum, linseed and earthnut; and of other exports cotton, cotton tape, hemp, tobacco, molasses and sugar." [Page Nos. 204, 206-207.]

YAVATMAL TRADE ROUTES

Yeotmal district does not enjoy all the benefits of good railway communications. It is served by a metre gauge railway route from Yeotmal to Murtazapur on the Bombay-Nagpur-Howrah line. Being a metre gauge line it is not very convenient for through goods traffic over long distance.

Yeotmal town is, however, advantageously situated as regards road transport facilities. It is connected by good roads to almost all the important markets in Vidarbha region. The principal arteries of trade which, besides touching the district headquarters, serve the needs of commercial traffic in the district are: (i) Nagpur-Yeotmal road, (ii) Yeotmal-Amravati road, (iii) Yeotmal-Dhamangaon road, (iv) Yeotmal-Karanja-Akola road, (v) Yeotmal-Nanded road, and (vi) Yeotmal-Aurangabad road. The Nagpur-Yeotmal and the Yeotmal-Dhamangaon roads facilitate substantial traffic to Wardha and Dhamangaon railway stations, respectively. The former road is the principal route of trade to Nagpur and centers in Eastern India. The trade ties with Akola and Amravati are facilitated by the good road communications to these two important towns.

The Nagpur-Hyderabad national highway which traverses through the Kelapur tahsil serves the transit trade from that region to Nagpur on the one hand and Hyderabad on the other. With the construction of a bridge on the Penganga river, through traffic to Marathwada region has immensely benefited. This bridge serves direct traffic to Nanded, Parbhani and Aurangabad districts in Marathwada.

BHANDARA TRADE ROUTES

The Bombay-Nagpur-Calcutta broad gauge railway line passes through the district in the west-east direction with a length of 82 miles. It is the main artery of commercial transport in the district. This route makes direct commercial traffic possible to the most important markets in Maharashtra, Madhya Pradesh, Orissa and West Bengal. It connects Nagpur, Akola, Jalgaon, Nasik and Bombay on the one hand and Raipur, Bilaspur, Bhilai, Drug, Tatanagar and Calcutta on the other hand. Bhandara Road, Tumsar Road, Tirora, Gondia, Amgaon and Salekasa are the important commercial centres on this line in the district. The majority of the villages and towns in Bhandara and Gondia tahsils in the district, through which this route passes, are within easy reach from the railway line.

The other route, next in importance to the Bombay-Nagpur-Calcutta railway line, is the Chandrapur-Gondia-Balaghat metre gauge railway line of the South-Eastern railway which further extends to Jabalpur in Madhya Pradesh. This railway route serves mainly as an outlet to the economic products in the district. It also meets the needs of local commercial traffic in the district as well. It is important in so far as it helps in bringing the commercial cargo from the interior places to Gondia which is the biggest commercial centre in the district. This railway route serves the Sakoli and Gondia tahsils. Saundad, Gond Umri, Navegaon, Devalgaon, Arjuni and Wadegaon are the other commercial centres on this route. It is important as it facilitates the transport of the entire forest produce of the district, viz., bamboos, firewood, teak, timber and coal to the distant markets in the country. The entire bamboo production in the district and especially from Sakoli forests is transported to the paper mills at Ballarpur in Chandrapur district. The railway route also serves as a commercial link between Maharashtra and Madhya Pradesh as it connects the district with Jabalpur.

The other branch line of the Bombay-Nagpur-Calcutta route traversing through the district is from Tumsar to Tirodi (Madhya Pradesh) and has a run of 18 miles in the district. This line traverses through the manganese producing areas of the district and facilitates the transportation of the ore to Tumsar.

The Bombay-Nagpur-Calcutta national highway is next in importance to the Bombay-Nagpur-Calcutta railway route as an artery of trade. The highway traverses through Bhandara and Sakoli tahsils covering a distance of 60.5 miles. It connects the markets in this district with Nagpur, Amravati, Akola, Jalgaon, Dhulia, Nasik, Thane and Bombay on the one hand and Raipur, Bilaspur, Bhilai, Drug, Tatanagar and Calcutta on the other hand. Most of the commercial traffic is carried on through this route only. The low freight commodities and goods of more fragile nature are mainly transported by motor trucks on this road. The stationery and other miscellaneous articles are brought from Bombay on the one hand and from Calcutta and Bhilai on the other. The importance of transport in this district is not confined to internal traffic only because the railway-road system in the district facilitates the transport of goods from Bombay and Nagpur regions to Calcutta via Bhandara and Sakoli and vice versa.

The Sawangi-Gondia-Balaghat (in Madhya Pradesh) road is next in importance from the commercial point of view as it is motorable in all the seasons and as it emanates from the Bombay-Nagpur-Calcutta national highway at Sawangi, thus bringing the district closer to Madhya Pradesh and serving as a commercial link with other States also. On this road the main commercial centre in the district, viz., Gondia is located. The forest produce and the cash crops are transported, via Gondia through this road to Balaghat in Madhya Pradesh. Besides, the road also serves Sakoli and Gondia tahsils in the district.

The Bhandara-Bhivapur road joins the Nagpur-Chandrapur State highway and also meets the Nagpur-Chandrapur railway route. This road facilitates the transport of agricultural produce to Chandrapur and Nagpur districts. The agricultural produce from Adyal and Pauni centres is transported by trucks on this road. The road is motorable throughout the year. Bhandara-Seoni (in Madhya Pradesh) road is another trade route which serves as a commercial link between Bhandara and Madhya Pradesh. The road passes through the manganese producing areas of the district. Tumsar-Waraseoni (in Madhya Pradesh) road is also important as a trade link between Bhandara and Madhya Pradesh.

In the eastern part of the district the Chichgad-Deori-Amgaon road is important. The entire agricultural produce in Palandur, Chichgad, Deori and Sategaon is brought to Amgaon for marketing by this road.

In Retrospect.—Bhandara district since long has a tradition of prosperous trade with distant parts of India as well as with foreign countries. Being an active commercial district in the former Central Provinces and Berar it has today trade links with the neighbouring districts of the present State of Madhya Pradesh and other States in the Indian Union. The old Bhandara District Gazetteer gives a vivid account of the conditions of trade prevailing in the district in the past which is reproduced below.

"Mr. Lawrence stated that the principal trading towns in the District at the time of the 30 years' settlement (1867) were Bhandara, Tumsar and Pauni. The trade of the District was described as follows: Commerce has received a great impetus since the annexation of Bhandara with the rest of the Province of Nagpur by the British Government. The vastly improved condition now of the Great Eastern Road and of the District communications, an enlightened administration, and a well-ordered police have greatly facilitated traffic. The extinction of the Bhonsla rule has, however, diminished the demand, for the superior description of the Pauni cloth; and the rise in the price of grain, together with the simultaneous rise in the price of cotton, has reduced the sale also of the inferior kinds of cloth, but the export of the cloth from this town is still great, having last year amounted to Rs. 50,372. The chief articles imported are cotton, salt, wheat, rice, oilseeds, metal and hardware, English piece-goods, tobacco, silk, dyes and cattle; and the articles most extensively exported are country cloth, tobacco and hardware. The direction of the trade is chiefly to and from Nagpur and Raipur by the Great Eastern Road, and by another route through Palandur, also to and from Kamptee by the Tumsar route, and towards Mandla by Hatta and Kamtha. Of the articles imported, salt is brought from Berar and the Eastern Coast; sugar, metals and spices from Mirzapur; hard-ware from Mirzapur and Mandla; European cloth and silks from Mirzapur and Bombay; country silks from Burhanpur, red country cloth from Mhow and Ranipur in the Jhansi District; wheat and rice from Raipur; and cattle from.the Seoni and Mandla Districts. Of the articles exported, country cloth is sent from Pauni, Andhargaon, Mohari, Bhandara and Bhagri to Nagpur, Poona and Bombay; and hardware from Bhandara and Pauni to Nagpur, Raipur and Jubbulpore. Articles of traffic are generally conveyed in small country carts and on pack-bullocks [Central Provinces and Berar District Gazettees Bhandara District 1908 PP 119—120. ]."

CHANDRAPUR TRADE ROUTES

Poverty of communications had greatly retarded the development of trade of Chandrapur district. At the time the old Gazetteer of Chanda district was published, Warora was the focus of the external trade of the district and all the produce of its interior used to find its way via Chandrapur to Warora. The position of Warora as a rail-head and the concentration of the export trade of the interior and the south of the district at Chandrapur, had naturally made the Chandrapur-Warora road the most important trade route in the district. In fact, till the opening of the Warora-Ballarpur extension in 1910, it formed the main artery of the district. The other important road was the Mul-Umrer road which gave an outlet to a good deal of commercial traffic from the north of Brahmapuri and the north-east of Warora towards the Nagpur market and was the only other made road connecting the district with the outer world.

At present the Delhi-Madras broad gauge line of the Central Railway passes through this district and has Majari, Warora, Bhadravati, Tadali, Chandrapur, Ballarpur and Manikgad stations in its stretch in the district. Of this Majari is a junction from which a line branches off to Wani. It has consider-ably helped the movement of goods to and fro in the district.

Besides, there is a narrow gauge line of 243 km. running from Chanda Fort to Gondia. A narrow gauge route to Nagpur emanates from this route at Nagbhir. Its distance is 111 km.

The condition of roads was very bad. It was very difficult to build roads as the entire tract was full of forests. By 1947, the total road mileage in Chandrapur district, was 432. Chandra- pur town, the district headquarters is connected by roads with the adjoining districts of Nagpur, Wardha, Yeotmal and Bhandara. But within the district there are no good roads connecting the district headquarters with the tahsil headquarters and the approaches from one tahsil to another are completely cut off during the rainy season. The eastern part of the district is a thick forest area, and the roads are, therefore, very few in Sironcha, Gadhchiroli and Brahmapuri tahsils.

WARDHA TRADE ROUTES


Extent of Employment.

The Bombay-Nagpur-Howrah railway line is the principal trade route in the district. This artery of trade has always been instrumental in expanding trade transactions with distant markets in Maharashtra as well as those in Madhya Pradesh, Andhra Pradesh, West Bengal and Gujarat. It runs through the centre of the district with a length of about 40 miles and has the following stations, viz., Pulgaon, Kaotha, Dahegaon, Wardha, Sewagram, Paunar, Tuljapur and Sindi. The line was opened for traffic in 1867.

Wardha town occupies a unique importance because of its being a junction of the Bombay-Nagpur-Howrah and the Delhi-Madras trunk railway routes. The latter, viz., grand trunk route provides commercial traffic to North India as well as South India. This line touches the railway stations of Bhugaon, Sonegaon and Hinganghat in the district. This line was opened for traffic in 1877.

As regards the routes at the beginning of this century and before, the Wardha District Gazetteer, published in 1906, gives the following information. The route from " Pulgaon to Arvi and Ashti in the north is now the most important road in the district carrying the produce of much of the Arvi tahsil to the railway. It is metalled from Pulgaon to Ashti, a distance of 36 miles. North of the railway two old trunk roads connecting Nagpur with Berar and Bombay passed through the District. The southern of these goes through Selu, Elikeli, and Waiphal, leaving the District at the Apti ferry on the Wardha. It is now only maintained as a village road. The northern road running from Nagpur to Amraoti passes through Karanja and Thanegaon in the north of the Arvi tahsil and leaves the District at Bisnur. This road also is now only a village track. " [Central Provinces District Gazetteers, Wardha District, Vol. A, 1906, pp. 161 to 163.]

" The District cannot be considered to be well provided with roads in view of its great commercial importance, but as a new railway is shortly to be constructed through the Arvi tahsil, it would be useless to consider the improvement of the existing trade routes of this part of the District without reference to its influence. It is clear that feeder roads are required in the Arvi tahsil which is totally unprovided with them, but with the opening of a new railway the course of trade will probably be much altered. The great artery of the Arvi tahsil at present is the Pulgaon-Arvi road. Dhamangaon station across the Berar border is only 16 miles from Arvi as against the distance of 22 miles to Pulgaon and some small amount of trade exists between Arvi and Dhamangaon......... In the south of the Arvi tahsil the principal tracks are those from Kharangna to Anji and on to Wardha and from Hingni through Selu and Paunar to Wardha. From the Wardha tahsil south of the railway, cotton is taken either to Pulgaon or Wardha from the tracts surrounding Deoli, while some grain goes from Deoli to Degaon station.......... In the south of District the main trade routes are from Hinganghat through Jam to Samudrapur and Girar, and from Hinganghat through Wanera to Pohna........... These two roads are among the most important trade routes in the District. " [Central Provinces District Gazetteers, Wardha District, Vol. A, 1906, pp. 161 to 163.]

Road Routes at present.—Besides the two trunk railway routes, there are very good roads serving the transport needs of the mercantile community. The Bombay-Nagpur-Calcutta national highway serves the commercial traffic, especially from the Arvi tahsil, to important markets, such as, Amravati, Akola, Jalgaon, Bombay on the one hand and Nagpur, Calcutta and market centres in Madhya Pradesh, on the other. In the nature of things, this is the most important trade route in the context of the transit trade through the district. The southern region of the district gets the benefit of the Nagpur-Hyderabad national highway which facilitates goods traffic with Nagpur as well as with many principal markets in Andhra Pradesh and Tamilnad. This is an important artery of cotton trade from the most affluent cotton market at Hinganghat. The Nagpur-Wardha-Yeotmal state highway is another important line of traffic which is highly beneficial to the trade traffic from Wardha town to Yeotmal, Nagpur and markets in Madhya Pradesh. The Wardha-Arvi-Ashti road serves as an outlet to the traffic from Wardha and Arvi to centres of trade on the Bombay-Nagpur-Calcutta road. The Pulgaon-Arvi-Talegaon road serves as a feeder road to the Bombay-Nagpur-Calcutta road, and is highly beneficial to the transport of agricultural produce in the area. The Wardha-Hinganghat road serves the needs of local trade.