(Kashmir Rechords Exclusive)

In the autumn of 1942, amidst the sweeping changes of colonial India, a curious proposal made its way through the corridors of power in Jammu and Kashmir. Sir N. Gopalaswami Ayyangar, the Prime Minister of the Princely State, was at the helm of the administration, when an intriguing request was placed before him. It concerned the Jamadar, Flower Nursery—an employee responsible for tending to the gardens and parks of Srinagar, who had to travel considerable distances every day.

The proposal? To grant him a Cycle Allowance of just four rupees per month, a modest sum that would assist this hard-working individual with the cost of his daily commute. The Director of Agriculture had initially mooted this idea, and after a review from the Office of the Accountant General in Srinagar, it was found to be free of audit objections. However, it still needed the Prime Minister’s approval and the concurrence of the Finance Department before it could become official.

A Legacy from Kashmir’s Past

In a rather surprising turn of events, the Accountant General, having reviewed the matter, recommended a slight enhancement. Instead of the originally suggested four rupees, the allowance was raised to five rupees per month, an increase that would later be ratified by the Chief Secretary of Jammu and Kashmir, Mr. Haveli Ram, on August 24, 1943. This new allowance was officially sanctioned to the Jamadar with the date of First Bhadon, 1999 Vikram Samvat (August 17, 1942, Gregorian) marked as its effective start.

It was a decision that would surely bring delight to the concerned employee, for in those days, such a sum would have been considered a small fortune for many in the workforce. The Jamadar, whose duties included visiting the sprawling gardens attached to the State Houses, would now be receiving a monthly allowance that reflected the growing importance of bicycles as a mode of transportation for government workers.

Interestingly, the concept of Cycle Allowance was not unique to Jammu and Kashmir. During the 1930s and 1940s, the British colonial administration introduced similar allowances across India to support employees whose roles required long commutes on bicycles. Factory workers, postmen, and other such workers were the primary beneficiaries, as the British government recognized the efficiency bicycles provided in completing work-related travel. This initiative aimed to enhance productivity while simultaneously providing employees with a much-needed subsidy for their transportation.

Even after India’s independence in 1947, the Cycle Allowance persisted, serving as a symbolic link between the colonial past and the newly independent nation. As bicycles remained the most affordable mode of transport for low-wage earners, the allowance became a fixture in government payrolls.

A Relic of Bygone Era

However,  the Cycle Allowance eventually became a relic of a bygone era. The 7th Central Pay Commission, in its efforts to rationalize allowances, abolished the Cycle Allowance. Yet, a few exceptions remained. The Department of Posts and Railways retained the allowance for Postmen and Trackmen, doubling the allowance from ₹90 to ₹180 per month to reflect inflation and changing times.

By the turn of the 21st century, the landscape of public transportation in India had undergone a remarkable transformation. Bus routes, metro systems, and trains became reliable urban connectors, and private vehicles, including two-wheelers and cars, became increasingly accessible to the middle class. With these changes, the Cycle Allowance began to feel more like a remnant of a different time. In today’s era of electric vehicles, ride-sharing, and high-speed metros, the Cycle Allowance is undoubtedly a curious survivor. It serves as a testament to how a simple measure—like a small allowance for cycling—could have an enduring impact on the lives of workers. For some, the Cycle Allowance will always be a symbol of resilience and a quirky piece of history that managed to endure.