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TKD WDP-4B 40058 dashes past negotiating curve with 11057 Mumbai CST-Amritsar (Pathankot) Express near Patiala(PTA)
The Baijnath Temple - in Kangra district of Himachal Pradesh, India. It is about 50 kilometres from Dharamshala which is the district headquarters.
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Baijnath is famous for its 13th-century temple dedicated to Shiva as Vaidyanath, ‘the Lord of physicians’. Originally known as Kiragrama, the town lies on the Pathankot-Mandi highway (National Highway No. 20) almost midway between Kangra and Mandi. The present name Baijnath became popular after the name of the temple. The town is located on the left bank of the river Binwa, a corrupt form of ancient Binduka, a tributary of river Beas.
The Baijnath temple has been continuously under worship ever since its construction in 1204 A.D. The two long inscriptions in the porch of the temple indicate that a temple of Shiva existed on the spot even before the present one was constructed. The present temple is a beautiful example of the early medieval north Indian Temple architecture known as Nagara style of temples. The Svayambhu form of Sivalinga is enshrined in the sanctum of the temple that has five projections on each side and is surmounted with a tall curvilinear Shikhara. The entrance to sanctum is through a vestibule that has a large square "Mandapa" in front with two massive balconies one each in north and south. There is a small porch in front of the mandapa hall that rests on four pillars in the front preceded by an idol of "Nandi", the bull, in a small pillared shrine. The whole temple is enclosed by a high wall with entrances in the south and north. The outer walls of the temple have several niches with images of gods and goddesses. Numerous images are also fixed or carved in the walls. The outer doorway in the porch as also the inner doorway leading to the sanctum of the temple are also studded with a large number of images of great beauty and iconographic importance. Some of them are very rare to be found elsewhere.
The temple attracts a large number of tourists and pilgrims from all over India and abroad throughout the year. Special prayers are offered in the morning and evening every day besides on special occasions and during festive seasons. Makara Sankranti, Maha Shivaratri, Vaisakha Sankranti, Shravana Mondays, etc. are celebrated with great zeal and splendour. A five-day state level function is held here on Maha Shivratri every year.
While train crew and passengers take a stretch break and refreshments on the platform, Indian Railways ZDM-3 190 waits at Kangra station with the 07:00 Pathankot Junction to Baijnath Paprola Passenger 3PB.
The Kangra Valley Railway [KVR] is a a 2ft 6ins [762 mm] gauge line that runs from Pathankot, Punjab to Joginder Nagar in Himachal Pradesh. It was built in the 1920s to transport heavy equipment to the hydro-electric dam site. It is circa 100 miles [164 kms] in length and runs through the rural sub-Himalayan region of North West India. It is a little gem and although a remote, no frills community line, is well worth a visit. Maybe one day I can get back to this part of Himachal Pradesh?
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved â Copyright Don Gatehouse
TKD "Satat gatimay" Hunk WDM-3A 16396 arrives Patiala(PTA) with 11058 Amritsar-Mumbai CST Pathankot Express!!
Freshly poh'ed GZB WAP-1 #22024 with "P1" markings clearing loop through MISROD charging 01:16 hrs late running 11057 CSTM-ASR "PATHANKOT" Express.
ZDM4A No. 225 at Palampur Himanchal with train 52466 07h20 Baijnath Paprola to Pathankot Jn Passenger on 19th April 2019.
GZB's "ROCKSTAR" WAP-7 #30209 "NAVCHETAK" arriving HABIBGANJ taking charge of 01:00 hrs late running 11058 ASR-LTT "PATHANKOT" Express.
Tsomoriri Wetland Conservation Reserve
Tsomoriri Lake
Tsomoriri or Lake Moriri (official name: Tsomoriri Wetland Conservation Reserve), in the Changthang (literal meaning, northern plains) area, is a High Altitude Lake (HAL) with an altitude of 4,595 m (15,075 ft) in Ladakh, India and is the largest of the High Altitude Lakes in the Trans-Himalayan biogeographic region, entirely within India. It is hemmed between Ladakh in the North and Tibet in the east and Zanskar in the west; the Changthang plateau is the geographical setting with snow peaks that provides the source of water for the Lake. Accessibility to the lake is limited to summer season only.[1] Tsokar means salty lake in local language and salt was extracted from this lake in earlier times, till the end of 1959, for consumption by the local people. It is oligotrophic in nature and its waters are alkaline. The lake formerly had an outlet to the south, but it has contracted considerably and has become land locked; as a result; the water is now brackish to saline. The lake is fed by springs and snow-melt in two major stream systems, one entering the lake from the north, the other from the southwest. Both stream systems create extensive marshes where they enter the lake.
Topography
As per a classification of the Himalayan Lakes done on the basis of their origin, there are four groups and Tsomoriri falls under the third group of “Remnant Lakes". The classification as reported states:[2]
(i) Glacial lakes which are formed in and around glaciers; (ii) Structural lakes, formed by folds or faults due to movements in earth’s crust (e.g. Nainital lake in Uttaranchal), (iii) Remnant lakes which were originally structural but represent the remnants of vast lakes (e.g., Tsomoriri, Tso Kar, Pangong Tso in Ladakh, and Dal Lake in Kashmir), (iv) Natural dammed lakes i.e., temporary water bodies formed along the river courses due to deposition of rocks or debris e.g. Gohna Tal in Garhwal, Uttaranchal.
The Changthang plateau in the eastern Ladakh represents a landscape of low productive Ecosystems which protects unique floral and faunal species.The area is an extension of the western Tibetan plateau that lies above 4,500 m (14,800 ft) msl and supports diverse but low populations of several globally threatened mammals.[2] The Lake's basin could also be categorised as an endorheic basin since it is a closed drainage basin that retains water and allows no outflow to other bodies of water such as rivers or oceans.
Tso Moriri Lake, Korzok, in Ladakh.
The lake is surrounded by the elevated valley of Rupshu with hills rising to 6,000 m (20,000 ft). “Changpas", the nomadic migratory shepherds (pastoral community) of yak, sheep, goat, and horses of Tibetan origin and who are engaged in trade and work on caravans in Ladakh region, are the main inhabitants of the area.[3][4]. Changpa herders use the land of this valley as grazing ground and for cultivation.[2]
The Working Report (2006) of the Planning Commission of the Government of India also reports:[2]
Despite a poor vegetation cover, relatively low standing biomass and high anthropogenic pressure, this area sustains a considerably high livestock population. Steady increase in the livestock population in the area is mainly attributed to influx of nomadic herders from Tibet during recent decades and promotion of Pashmina goat production by the Animal Husbandry Department (AHD) for fine quality under wool (Pashmina). The herders and AHD officials, in recent years have begun to raise concern over degradation of pastures, resultant shortage of forage, and mass mortality of livestock during severe winters.
The Korzok Monastery, on the western bank of the lake is 400 years old and attracts tourists and Buddhist pilgrims. Tourism during May – September attracts large number of foreign and local tourists even though tented accommodation is the facility available, apart from a small PWD guest house close to the Lake.[1]
[edit]Access
Further information: Leh
The lake is located to the Southeast of Leh in Eastern Ladakh, Jammu & Kashmir, at a road distance of 215 kilometres (134 mi). Leh is also connected by Air with many destinations in India.
[edit]Hydrology and water quality
The Lake, draining a catchment area of 120 km2 (46 sq mi) is enclosed by rolling hills of the Tibetan cold desert on the western side with steep hills and by the Pare Chu, which flows on the southern side. Another wetland, the Nuro Sumdo (with a catchment area of 20 km2/7.7 sq mi), lies between Tsomoriri in the north, and the Pare Chu in the south, a bog which drains into the Pare Chu. Several small mountain streams feed the Lake notably through pasture land at Peldo Le. The lake is fed by springs and snow melt and has a maximum depth of 40 m (130 ft). Aridity and cold desert conditions prevail in the lake region; with summer temperature varying from 0 ° to 30 °C (32 °-86 °F) and winter temperature recording −10 ° and −40 °C (14 ° to -40 °F). Geologically the lake is in the Cambrian/Pre-Cambrian terrain.[5][6]
[edit]Avifauna and flora
Tibetan Ass in the vicinity of Tsomoriri Lake
An avifaunal survey of the Lake and its adjoining Nuro Sumdo wetland conducted in July 1996 revealed the following facts:[6][5]
Thirty-four species of birds included 14 species of water birds (some are pictured in the gallery) of which following are the vulnerable species
Black-necked Cranes (Grus nigricollis) endangered.
Bar-headed Geese (Anser indicus)– only breeding ground in India
Brown-headed Gulls (Larus brunnicephalus)
Great Crested Grebe (Podiceps cristatus) (rare)
Ferruginous Pochard
Black-necked Grebe Podiceps nigricollis (rare)
Tibetan gazelle, Procapra picticaudata, Goa antelope (threatened)
Ovis ammon hogdsoni (Argali)(Vul)
Lynx
[edit]Mammalian fauna
Nayan Ovis ammon hodgsoni
Bharal (Pseudois nayaurr) Himalayan blue sheep
Tibetan Ass (Kiang) or Equus kiang, endemic to the Tibetan Plateau
Great Tibetan Sheep
One species of marmot, Marmota himalayana in large numbers seen on the hill slopes surrounding the lake and also along the roadsides
One species of hare, Lepus oistolus
One species of vole, Alticola roylei
Three species of mouse hares, Ochotona macrotis, Ochotona curzoniae or Tibetan Sand Fox and Scincella ladacensis
[edit]Large carnivores fauna
Carnivores fauna reported are:
the Snow Leopard (Uncia uncial)
the Tibetan Grey Wolf (Canilupus chanku)
[edit]Vegetation
While the deeper parts of the lake have no vegetation, the shallow areas are reported to have Potamogeton sps. Marshes have several species of sedges and reeds, particularly Carex, Caragana and Astragalus sps., which are all representative of the surrounding arid steppe vegetation. Details of the Vegetation recorded in the area comprises the following:[6]
Characteristic Caragana and Astragalus species
Potamogeton species
Several species of Carex, Primula (low growing herb), and Pedicularis(parasite plant)
Common species of Juncus thomsonii and Leontopodium sp
Phytoplankton species of Oocystis with density was 900 cells/L to a depth of 25 m (82 ft). Specimens of the diatom Cyclotella also recorded.
Pastures for domestic livestock
[edit]Ramsar site
Largely based on the ecological diversity of the Lake (explained in the previous section) and its surroundings, the Tsomiriri was notified in November 2002 under the List of Ramsar Wetland sites under the Ramsar Convention. The justification could be summarized as:[6]
The faunal collection is unique and has a large variety with endemic and vulnerable species
The herbivore species are also endemic to the region
The lake plays a fundamental role as breeding grounds and key staging posts on migration routes for several water birds belonging to six families, which is distinctive of wetland diversity and productivity
Tsomoriri Lake
[edit]Threats to the lake
There are a number of threats to the Lake, such as:[1][6]
Increase in the number of tourists visiting the lake affects breeding of avi fauna
Construction of a road right up to the Lake
Pasture degradation affecting wildlife, particularly wild herbivores (marmots, hares, ungulates)
An increase in the grazing of Sheep in the wetlands surrounding the Lake
The absence of a proper garbage disposal Facility at the Lake.
Dogs kept by the people who live near the lake are known to attack the cranes and destroy their eggs.
Jeep safaris have been known to chase wildlife such as Kiang and approach close to the breeding ground.
Lack of regulations and monitoring by the government.
[edit]Conservation efforts
The need for evolving a strategy and an action plan to preserve the extreme fragility of the lake ecosystem has been recognized with the needed emphasis at the National and International level to develop the lake conservation activity with participation of all stakeholders.[7] The actions initiated in this direction are:
Tsomoriri is an administratively declared Wetland Reserve. Legally, shooting wildlife is prohibited. The State Department of Wildlife has set up a check post near Mahe Bridge at the entrance towards the lake.[6][5] WWF-India Project has established a field office at Korzok in Rupshu near Tsomoriri for ‘Conservation of High Altitude Wetlands in Ladakh Region’ to carry out surveys, interact with tourists, tour guides, act as information centre and conduct education awareness programmes for locals, tourists etc.
Wildlife Institute of India has also set up a field station at Leh to carry out scientific research in the region. Nature clubs have been set up and Information booklet on the lake published. Efforts of WWF – India has also resulted in the local community declaring Tsomoriri as a ‘Sacred Gift for a Living Planet’ during the Annual Conference held in Nepal in November 2000.[6]
Some of the other achievements so far reported on the Lake’s conservation are:[7]
Regulation in consultation with local community Vehicular traffic flow and parking has been restructured with restriction of camping sites around the lake
The Indo Tibetan Border Petrol (ITBP), tour operators and local population have introduced regular garbage clean up operations
Korzok community living around the lake has voluntarily built traditional and social fencing around the wetland to protect breeding and feeding grounds from vehicular traffic
Tsomoriri Conservation Trust has been set up.
Twenty Nature Clubs have been registered in different schools in Ladakh
The Indian Army has committed to support and set up a Nature Interpretation Centre at 'Hall of Fame', Leh.
[edit]World Wildlife Fund’s (WWF) role
World Wildlife Fund for Nature — India (WWF-India) is spearheading the efforts at conservation of the Tsomoriri lake in particular, and the Ladakh region in general. WWF’s activities as a NGO have spanned more than 30 years. The main objective set by WWF is[8] the main activities planned for the Tsomoriri and other wetlands in Ladakh regions are:[7]
The Promotion of Nature Conservation and Environmental Protection as the Basis for Sustainable and Equitable Development.
Evolve plan to establish a Sustainable Tourism Model managed by Local Communities at Tsomoriri
Carry on with the biological and socio-economic surveys around selected wetlands and document for future reference
Organize capacity building training programmes for Tour operators, Army, Teachers and local communities
Frequent education and awareness Programmes for various target groups
Management Planning for Tsomoriri and also Tsokar and Pangong Tso lakes by involving major stakeholders
To set guidelines for introducing Eco-Tourism Certification Scheme in Ladakh
To mobilise financial resources to carry out a comprehensive Strategic Environment Assessment
Develop Environmental Management Systems, implement and certify the Environment Management Systems with special focus on tourism sector
Maintain and enhance existing field presence at Tsomoriri, Leh, and Tsokar and increase presence at Chushul and Hanle marshes as well to achieve better results
Source en.wikipedia.org/wiki/Tso_Moriri
Pangong Tso
Pangong Tso (or Pangong Lake; Tso: Ladakhi for lake) is an endorheic lake in the Himalayas situated at a height of about 4,350 m (14,270 ft). It is 134 km (83 mi) long and extends from India to Tibet. 60% of the length of the lake lies in Tibet, which is today under China's rule. The lake is 5 km (3.1 mi) wide at its broadest point. During winter the lake freezes completely, despite being saline water.
The lake is in the process of being identified under the Ramsar Convention as a wetland of international importance. This will be the first trans-boundary wetland in South Asia under the convention.
Himachal Pradesh Border Leh Laddakh by sundeepkullu.com WORLD IS MY STUDIO.
Himachal Pradesh
Himachal Pradesh (Hindi: हिमाचल प्रदेश [ɦɪmaːtʃəl prəd̪eːʃ] ( listen)) is a state in Northern India. It is spread over 21,495 sq mi (55,673 km²),[4] and is bordered by the Indian states of Jammu and Kashmir on the north, Punjab on the west and south-west, Haryana and Uttar Pradesh on the south, Uttarakhand on the south-east and by the Tibet Autonomous Region on the east. The literal meaning of Himachal Pradesh is Region of snowy mountains.[5]
Himachal Pradesh was anciently known as Dev Bhumi (The Abode of Gods) and is known to be abundant in natural beauty[6] After the Anglo Gorkha War, the British colonial government came into power. It was initially part of Punjab, except the Siba State of Punjab Hills which was under the rule of Maharaja Ranjit Singh until 1857.[7] In 1950 Himachal was declared as a union territory but after the State of Himachal Pradesh Act 1971, Himachal emerged as the 18th state of the Indian Union. Himachal has many prestigious boarding schools. Hima means snow in Sanskrit. It was named by one of the great Sanskrit scholars of Himachal Pradesh, Acharya Diwakar Datt Sharma
Himachal Pradesh has one of the highest per capita incomes of any state in India. Due to the abundance of perennial rivers, Himachal also sells hydro electricity to other states such as Delhi, Punjab and Rajasthan.[8] The economy of the state is highly dependent on three sources: hydroelectric power, tourism and agriculture.[9]
Hindus make up 95% of the state population, making it the most Hindu state (proportionally), in India. According to a 2005 Transparency International survey, Himachal Pradesh is ranked the second-least corrupt state in the country after Kerala.[10]
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History
Main article: History of Himachal Pradesh
The history of the area that now constitutes Himachal Pradesh dates back to the time when the Indus valley civilisation flourished between 2250 and 1750 BCE.[11] Tribes such as the Koilis, Halis, Dagis, Dhaugris, Dasa, Khasas, Kinnars and Kirats inhabited the region from pre-historic era. During the Vedic period, several small republics known as "Janapada" existed which were later conquered by the Gupta Empire.[12] After a brief period of supremacy by king Harshavardhana, the region was once again divided into several local powers headed by chieftains, including some Rajput principalities. These kingdoms that enjoyed a large degree of independence were devastated by Muslim invaders a number of times.[11] Mahmud Ghaznavi conquered Kangra at the beginning of the 10th century. Timur and Sikander Lodi also marched through the lower hills of the state and captured a number of forts and fought many battles.[11] Several hill states acknowledged Mughal suzerainty and paid regular tribute to the Mughals.[13]
Sansar Chand (c.1765–1823)
The Gurkhas, a martial tribe came to power in Nepal in the year 1768.[11] They consolidated their military power and began to expand their territory.[11] Gradually the Gorkhas annexed Sirmour and Shimla. With the leadership of Amar Singh Thapa, Gorkhas laid siege to Kangra. They managed to defeat Sansar Chand, the ruler of Kangra, in 1806 with the help of many provincial chiefs. However Gorkhas could not capture Kangra fort which came under Maharaja Ranjeet Singh in 1809. After the defeat the Gorkhas began to expand towards the south of the state. However, Raja Ram Singh, Raja of Siba State re-captured the fort of Siba from the army of Maharaja Ranjit Singh in Samvat 1846,[11] during the First Anglo-Sikh War. They came into direct conflict with the British along the tarai belt after which the British expelled them from the provinces of the Satluj.[11] Thus the British gradually emerged as the paramount powers.[11] The revolt of 1857 or first Indian war of independence resulted due to the building up of political, social, economic, religious and military grievances against the British government.[11] People of the hill states were not as politically active as the people in other parts of the country.[11] They remained more or less inactive and so did their rulers, with the exception of Bushahr.[11] Some of them even rendered help to the British government during the revolt. Among them were the rulers of Chamba, Bilaspur, Bhagal and Dhami. The rulers of Bushars rather acted in a manner hostile to the interests of British.[11]
The British territories in the hill came under British Crown after Queen Victoria's proclamation of 1858. The states of Chamba, Mandi and Bilaspur made good progress in many fields during the British rule.[11] During World War I, virtually all rulers of the hill states remained loyal and contributed to the British war effort both in the form of men and materials. Amongst these were the states of Kangra, Jaswan, Datarpur, Guler, Nurpur, Chamba, Suket, Mandi and Bilaspur.[11]
After independence the Chief Commissioner's Province of H.P. came into being on 15 April 1948 as a result of integration of 28 petty princely states (including feudatory princes and zaildars) in the promontories of the western Himalaya, known in full as the Simla Hills States & four Punjab southern hill States by issue of the Himachal Pradesh (Administration) Order, 1948 under Sections 3 & 4 of the Extra-Provincial Jurisdiction Act, 1947 (later renamed as the Foreign Jurisdiction Act, 1947 vide A.O. of 1950). The State of Bilaspur was merged in the Himachal Pradesh on 1 April 1954 by the Himachal Pradesh and Bilaspur (New State) Act, 1954. Himachal became a part C state on 26 January 1950 with the implementation of the Constitution of India and the Lt. Governor was appointed. Legislative Assembly was elected in 1952. Himachal Pradesh became a Union Territory on 1 November 1956.[11] Following area of Punjab State namely Simla, Kangra, Kulu and Lahul and Spiti Districts, Nalagarh tehsil of Ambala District, Lohara, Amb and Una kanungo circles, some area of Santokhgarh kanungo circle and some other specified area of Una tehsil of Hoshiarpur District besides some parts of Dhar Kalan Kanungo circle of Pathankot tehsil of Gurdaspur District; were merged with Himachal Pradesh on 1 November 1966 on enactment of Punjab Reorganisation Act, 1966 by the Parliament. On 18 December 1970, the State of Himachal Pradesh Act was passed by Parliament and the new state came into being on 25 January 1971. Thus Himachal emerged as the eighteenth state of the Indian Union.[11]
Geography and climate
Main article: Geography of Himachal Pradesh
Dal Lake
A summer view of Khajjiar.
Climate
Temperature [citation needed]
• Avg. Winter7 °C (45 °F)
• Avg. Summer28 °C (82 °F)
Precipitation1,469 mm (57.8 in)
Himachal is situated in the western Himalayas. Covering an area of 55,673 kilometres (34,594 mi),[4] Himachal Pradesh is a mountainous state with elevation ranging from about 350 metres (1,148 ft) to 7,000 metres (22,966 ft) above the sea level.[14]
Lahaul, Himachal Pradesh.
The drainage system of Himachal is composed both of rivers and glaciers. Himalayan rivers criss-cross the entire mountain chain. In fact the rivers are older than the mountain system.[15] Himachal Pradesh provides water to both the Indus and Ganges basins.[16] The drainage systems of the region are the Chandra Bhaga or the Chenab, the Ravi, the Beas, the Sutlej and the Yamuna. These rivers are perennial and are fed by snow and rainfall. They are protected by an extensive cover of natural vegetation. [16]
There is great variation in the climatic conditions of Himachal due to extreme variation in elevation. The climate varies from hot and sub-humid tropical in the southern tracts to cold, alpine and glacial in the northern and eastern mountain ranges with more elevation.[17] The state has areas like Dharamsala that receive very heavy rainfall, as well as those like Lahaul and Spiti that are cold and almost rainless. Broadly Himachal experience three seasons; hot weather season, cold weather season and rainy season. Summer lasts from mid April till the end of June and most parts become very hot (except in alpine zone which experience mild summer) with the average temperature ranging from 28 °C (82 °F) to 32 °C (90 °F). Winter lasts from late November till mid March. Snowfall is common in alpine tracts (generally above 2,200 metres (7,218 ft) i.e. in the Higher and Trans-Himalayan region).
[edit]Flora and fauna
Main article: Wildlife of Himachal Pradesh
Asian Paradise Flycatcher in Kullu
Himalyan Monal at Birds Park in Shimla
According to 2003 Forest Survey of India report, legally defined forest areas constitute 66.52% of the area of Himachal Pradesh, although area under tree cover is only 25.78%.[18] Vegetation in the state is dictated by elevation and precipitation.
The southern part of the state, which is at the lowest elevations, has both tropical and subtropical dry broadleaf forests and tropical and subtropical moist broadleaf forests.[18] These are represented by northwestern thorn scrub forests along the border with Haryana and Uttar Pradesh and by Upper Gangetic Plains moist deciduous forests in the far southeast. Sal and shisham are found here.
Rising into the hills, we find a mosaic of western Himalayan broadleaf forests and Himalayan subtropical pine forests. Various deciduous and evergreen oaks live in the broadleaf forests, while Chir pine dominates the pine forests. Western Himalayan subalpine conifer forests grow near treeline, with species that include East Himalayan Fir, West Himalayan Spruce, Deodar (State tree), and Blue pine.
In the uppermost elevations we find western Himalayan alpine shrub and meadows in the northeast and northwestern Himalayan alpine shrub and meadows in the northwest. Trees are sturdy with a vast network of roots. Alders, birches, rhododendrons and moist alpine shrubs are there as the regional vegetation. The rhododendrons can be seen along the hillsides around Shimla from March to May. The shrublands and meadows give way to rock and ice around the highest peaks.
Himachal is also said to be the fruit bowl of the country with orchards scattered all over the place. Meadows and pastures are also seen clinging to steep slopes. After the winter season, the hillsides and orchards bloom with wild flowers, while gladiolas, carnations, marigolds,[19] roses, chrysanthemums, tulips and lilies are carefully cultivated. The state government is gearing up to make Himachal Pradesh as the flower basket of the world.
Himachal Pradesh is a well known habitat to a variety of animals. There are around 1200 bird and 359 animal species in the state.[20] This includes the Leopard, Snow leopard (State animal), ghoral, musk deer and Western Tragopan. It has 12 major national parks and sanctuaries — the largest number in the Himalayan region. The Great Himalayan National Park in Kullu district was created to conserve the flora and fauna of the main Himalayan range, while the Pin Valley National Park to conserve the flora and fauna of the cold desert.
[edit]Subdivisions
Main article: Districts of Himachal Pradesh
BilaspurChambaHamirpurKangraKinnaurKulluLahaul and SpitiMandiShimlaSirmaurSolanUna
Himachal Pradesh is divided into 12 districts namely, Kangra, Hamirpur, Mandi, Bilaspur, Una, Chamba, Lahul and Spiti, Sirmaur, Kinnaur, Kullu, Solan and Shimla. The state capital is Shimla which was formerly British India's summer capital under the name Simla.
A district of Himachal Pradesh is an administrative geographical unit, headed by a Deputy Commissioner or District Magistrate, an officer belonging to the Indian Administrative Service. The district magistrate or the deputy commissioner is assisted by a number of officers belonging to Himachal Administrative Service and other Himachal state services. Each district is subdivided into Sub-Divisions, governed by a sub-divisional magistrate, and again into Blocks. Blocks consists of panchayats (village councils) and town municipalities. A Superintendent of Police, an officer belonging to the Indian Police Service is entrusted with the responsibility of maintaining law and order and related issues of the district. He is assisted by the officers of the Himachal Police Service and other Himachal Police officials.
SOURCE en.wikipedia.org/wiki/Himachal_Pradesh
[edit]
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A group of track workers pause as an Indian Railways ZDM-3 locomotive with Train 4PB, the 07:20 Baijnath Paprola to Pathankot Junction crosses the Bathu Khad Viaduct that spans the Nullah River between Kangra and Jawalamukhi Road on the Kangra Valley Railway [KVR] in Himachal Pradesh.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
Pathankot’s ZDM4A@pulls out of NGRT with 52466. #kangra_valley_mountain_railway #indianrailways #zdm4a via 500px ift.tt/2M4IoiQ
Twin-Tone honking GZB WAP-5 #30011 "NAVODIT" bursting through MISROD @ MPS taking charge of on time running 11057 CSTM-ASR "PATHANKOT" Express
What every Railfans want is both Diesel and Electric locos captured in one mode and plus of same train!! :)
GZB WAP-1 22046 going to take charge of 11058 Amritsar-Mumbai CST(Pathankot) Exp while TKDs Palindrome Shining Monster WDP-4B 40004 detaches from it and waits for BCNA Rakes to cross in UMB!!
Thanks to BCNA rakes came on right time which made me this moment capture!! :)
View from the train on the Kangra Valley Railway between Pathankot and Kangra town.
For more information on the Kangra Valley railway see en.wikipedia.org/wiki/Kangra_Valley_Railway
ZDM4A No. 232 departs Palampur Himanchal with train 52476 16h30 express to Pathankot on 18th April 2019.
The 07:00 Pathankot Junction to Baijnath Paprola Passenger 3PB service was departing from Kangra station when this group of passengers decided to give the man with the camera a wave.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
Train 52474 passes a small bridge close to Jogdiner Nagar station on the way down to Pathankot. ZDM4A 231 is hauling.
While travellng from Mumbai to Dharamsala (Exile of the Dalai Lama) we were together on the same train to Pathankot.
Picture taken in Ludhiana, Punjab, during an early morning stop there on January 21, 2005.
..
ET WAP-4 #25030 hauled 11057 CSTM-ASR "Pathankot" Express meets AJNI WAP-7 #30268 hauled 12541 GKP-LTT Sant Kabir Dham S.F. Express.
Batala
From Wikipedia #
Batala
History
Batala ancient town replete with temples, gurudwaras connected with the marriage of Guru Nanak Dev situated on the Amritsar-Pathankot road. Batala, the largest town of Gurdaspur district was founded about the year 1465 AD, during the reign of Behlol Lodhi, by Raja Ram Deo, a Bhati Rajput, on a piece of land granted to him by Tatar Khan, Governor of Lahore. Akbar gave it in Jagir to Shamsher Khan, his foster brother, who greatly improved and beautified the town and built a magnificent tank, which still exists. Batala was held by Kanheya and Ramgarhia (sikh confederacies). Sher Singh, son of Maharaja Ranjit Singh, built a number of buildings at Batala. After the annexation of the Punjab, Batala was made headquarters of the district (subsequently transferred to Gurdaspur).
### ........must view as slide show.......##
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some Background:
During the 1950s, Hindustan Aircraft Limited (HAL) had developed and produced several types of trainer aircraft, such as the HAL HT-2. However, elements within the firm were eager to expand into the then-new realm of supersonic fighter aircraft. Around the same time, the Indian government was in the process of formulating a new Air Staff Requirement for a Mach 2-capable combat aircraft to equip the Indian Air Force (IAF). However, as HAL lacked the necessary experience in both developing and manufacturing frontline combat fighters, it was clear that external guidance would be invaluable; this assistance was embodied by Kurt Tank.
In 1956, HAL formally began design work on the supersonic fighter project. The Indian government, led by Jawaharlal Nehru, authorized the development of the aircraft, stating that it would aid in the development of a modern aircraft industry in India. The first phase of the project sought to develop an airframe suitable for travelling at supersonic speeds, and able to effectively perform combat missions as a fighter aircraft, while the second phase sought to domestically design and produce an engine capable of propelling the aircraft. Early on, there was an explicit adherence to satisfying the IAF's requirements for a capable fighter bomber; attributes such as a twin-engine configuration and a speed of Mach 1.4 to 1.5 were quickly emphasized, and this led to the HF-24 Marut.
On 24 June 1961, the first prototype Marut conducted its maiden flight. It was powered by the same Bristol Siddeley Orpheus 703 turbojets that had powered the Folland Gnat, also being manufactured by HAL at that time. On 1 April 1967, the first production Marut was delivered to the IAF. While originally intended only as an interim measure during testing, HAL decided to power production Maruts with a pair of unreheated Orpheus 703s, meaning the aircraft could not attain supersonic speed. Although originally conceived to operate around Mach 2 the Marut in fact was barely capable of reaching Mach 1 due to the lack of suitably powerful engines.
The IAF were reluctant to procure a fighter aircraft only marginally superior to its existing fleet of British-built Hawker Hunters. However, in 1961, the Indian Government decided to procure the Marut, nevertheless, but only 147 aircraft, including 18 two-seat trainers, were completed out of a planned 214. Just after the decision to build the lukewarm Marut, the development of a more advanced aircraft with the desired supersonic performance was initiated.
This enterprise started star-crossed, though: after the Indian Government conducted its first nuclear tests at Pokhran, international pressure prevented the import of better engines of Western origin, or at times, even spares for the Orpheus engines, so that the Marut never realized its full potential due to insufficient power, and it was relatively obsolescent by the time it reached production.
Due to these restrictions India looked for other sources for supersonic aircraft and eventually settled upon the MiG-21 F-13 from the Soviet Union, which entered service in 1964. While fast and agile, the Fishbed was only a short-range daylight interceptor. It lacked proper range for escort missions and air space patrols, and it had no radar that enabled it to conduct all-weather interceptions. To fill this operational gap, the new indigenous HF-26 project was launched around the same time.
For the nascent Indian aircraft industry, HF-26 had a demanding requirements specification: the aircraft was to achieve Mach 2 top speed at high altitude and carry a radar with a guided missile armament that allowed interceptions in any weather, day and night. The powerplant question was left open, but it was clear from the start that a Soviet engine would be needed, since an indigenous development of a suitable powerplant would take much too long and block vital resources, and western alternatives were out of reach. The mission profile and the performance requirements quickly defined the planned aircraft’s layout: To fit a radar, the air intakes with movable ramps to feed the engines were placed on the fuselage flanks. To make sure the aircraft would fulfill its high-performance demands, it was right from the outset powered by two engines, and it was decided to give it delta wings, a popular design among high-speed aircraft of the time – exemplified by the highly successful Dassault Mirage III (which was to be delivered to Pakistan in 1967). With two engines, the HF-26 would be a heavier aircraft than the Mirage III, though, and it was planned to operate the aircraft from semi-prepared airfields, so that it would receive a robust landing gear with low-pressure tires and a brake parachute.
In 1962 India was able to negotiate the delivery of Tumansky RD-9 turbojet engines from the Soviet Union, even though no afterburner was part of the deal – this had to be indigenously developed by Hindustan Aeronautics Limited (HAL). However, this meant that the afterburner could be tailored to the HF-26, and this task would provide HAL with valuable engineering experience, too.
Now knowing the powerplant, HAL created a single-seater airframe around it, a rather robust design that superficially reminded of the French Mirage III, but there were fundamental differences. The HF-26 had boxy air intakes with movable ramps to control the airflow to the two engines and a relatively wide fuselage to hold them and most of the fuel in tanks between the air ducts behind the cockpit. The aircraft had a single swept fin and a rather small mid-positioned delta-wing with a 60° sweep. The pilot sat under a tight canopy that offered - similar to the Mirage III - only limited all-round vision.
The HF-26's conical nose radome covered an antenna for a ‘Garud’ interception radar – which was in fact a downgraded Soviet ‘Oryol' (Eagle; NATO reporting name 'Skip Spin') system that guided the HF-26’s main armament, a pair of semi-active radar homing (SARH) ‚Saanp’ missiles.
The Saanp missile was developed specifically for the HF-26 in India but used many components of Soviet origin, too, so that they were compatible with the radar. In performance, the Saanp was comparable with the French Matra R.530 air-to-air missile, even though the aerodynamic layout was reversed, with steering fins at the front end, right behind the SARH seaker head - overall the missile reminded of an enlarged AIM-4 Falcon. The missile weighed 180 kg and had a length of 3.5 m. Power came from a two-stage solid rocket that offered a maximum thrust of 80 kN for 2.7 s during the launch phase plus 6.5 s cruise. Maximum speed was Mach 2.7 and operational range was 1.5 to 20 km (0.9 to 12.5 miles). Two of these missiles could be carried on the main wing hardpoints in front of the landing gear wells. Alternatively, infrared-guided R-3 (AA-2 ‘Atoll’) short-range AAMs could be carried by the HF-26, too, and typically two of these were carried on the outer underwing hardpoints, which were plumbed to accept drop tanks (typically supersonic PTB-490s that were carried by the IAF's MiG-21s, too) . Initially, no internal gun was envisioned, as the HF-26 was supposed to be a pure high-speed/high-altitude interceptor that would not engage in dogfights. Two more hardpoints under the fuselage were plumbed, too, for a total of six external stations.
Due to its wing planform, the HF-26 was soon aptly called “Teer” (= Arrow), and with Soviet help the first prototype was rolled out in early 1964 and presented to the public. The first flight, however, would take place almost a year later in January 1965, due to many technical problems, and these were soon complemented by aerodynamic problems. The original delta-winged HF-26 had poor take-off and landing characteristics, and directional stability was weak, too. While a second prototype was under construction in April 1965 the first aircraft was lost after it had entered a spin from which the pilot could not escape – the aircraft crashed and its pilot was killed during the attempt to eject.
After this loss HAL investigated an enlarged fin and a modified wing design with deeper wingtips with lower sweep, which increased wing area and improved low speed handling, too. Furthermore, the fuselage shape had to be modified, too, to reduce supersonic drag, and a more pronounced area ruling was introduced. The indigenous afterburner for the RD-9 engines was unstable and troublesome, too.
It took until 1968 and three more flying prototypes (plus two static airframes) to refine the Teer for serial production service introduction. In this highly modified form, the aircraft was re-designated HF-26M and the first machines were delivered to IAF No. 3 Squadron in late 1969. However, it would take several months until a fully operational status could be achieved. By that time, it was already clear that the Teer, much like the HF-24 Marut before, could not live up to its expectations and was at the brink of becoming obsolete as it entered service. The RD-9 was not a modern engine anymore, and despite its indigenous afterburner – which turned out not only to be chronically unreliable but also to be very thirsty when engaged – the Teer had a disappointing performance: The fighter only achieved a top speed of Mach 1.6 at full power, and with full external load it hardly broke the wall of sound in level flight. Its main armament, the Saanp AAM, also turned out to be unreliable even under ideal conditions.
However, the HF-26M came just in time to take part in the Indo-Pakistani War of 1971 and was, despite its weaknesses, extensively used – even though not necessarily in its intended role. High-flying slow bombers were not fielded during the conflict, and the Teer remained, despite its on-board radar, heavily dependent on ground control interception (GCI) to vector its pilot onto targets coming in at medium and even low altitude. The HF-26M had no capability against low-flying aircraft either, so that pilots had to engage incoming, low-flying enemy aircraft after visual identification – a task the IAF’s nimble MiG-21s were much better suited for. Escorts and air cover missions for fighter-bombers were flown, too, but the HF-26M’s limited range only made it a suitable companion for the equally short-legged Su-7s. The IAF Canberras were frequently deployed on longer range missions, but the HF-26Ms simply could not follow them all the time; for a sufficient range the Teer had to carry four drop tanks, what increased drag and only left the outer pair of underwing hardpoints (which were not plumbed) free for a pair of AA-2 missiles. With the imminent danger of aerial close range combat, though, During the conflict with Pakistan, most HF-26M's were retrofitted with rear-view mirrors in their canopies to improve the pilot's field of view, and a passive IR sensor was added in a small fairing under the nose to improve the aircraft's all-weather capabilities and avoid active radar emissions that would warn potential prey too early.
The lack of an internal gun turned out to be another great weakness of the Teer, and this was only lightly mended through the use of external gun pods. Two of these cigar-shaped pods that resembled the Soviet UPK-23 pod could be carried on the two ventral pylons, and each contained a 23 mm Gryazev-Shipunov GSh-23L autocannon of Soviet origin with 200 rounds. Technically these pods were very similar to the conformal GP-9 pods carried by the IAF MiG-21FLs. While the gun pods considerably improved the HF-26M’s firepower and versatility, the pods were draggy, blocked valuable hardpoints (from extra fuel) and their recoil tended to damage the pylons as well as the underlying aircraft structure, so that they were only commissioned to be used in an emergency.
However, beyond air-to-air weapons, the HF-26M could also carry ordnance of up to 1.000 kg (2.207 lb) on the ventral and inner wing hardpoints and up to 500 kg (1.100 lb) on the other pair of wing hardpoints, including iron bombs and/or unguided missile pods. However, the limited field of view from the cockpit over the radome as well as the relatively high wing loading did not recommend the aircraft for ground attack missions – even though these frequently happened during the conflict with Pakistan. For these tactical missions, many HF-26Ms lost their original overall natural metal finish and instead received camouflage paint schemes on squadron level, resulting in individual and sometimes even spectacular liveries. Most notable examples were the Teer fighters of No. 1 Squadron (The Tigers), which sported various camouflage adaptations of the unit’s eponym.
Despite its many deficiencies, the HF-26M became heavily involved in the Indo-Pakistan conflict. As the Indian Army tightened its grip in East Pakistan, the Indian Air Force continued with its attacks against Pakistan as the campaign developed into a series of daylight anti-airfield, anti-radar, and close-support attacks by fighter jets, with night attacks against airfields and strategic targets by Canberras and An-12s, while Pakistan responded with similar night attacks with its B-57s and C-130s.
The PAF deployed its F-6s mainly on defensive combat air patrol missions over their own bases, leaving the PAF unable to conduct effective offensive operations. Sporadic raids by the IAF continued against PAF forward air bases in Pakistan until the end of the war, and interdiction and close-support operations were maintained. One of the most successful air raids by India into West Pakistan happened on 8 December 1971, when Indian Hunter aircraft from the Pathankot-based 20 Squadron, attacked the Pakistani base in Murid and destroyed 5 F-86 aircraft on the ground.
The PAF played a more limited role in the operations, even though they were reinforced by Mirages from an unidentified Middle Eastern ally (whose identity remains unknown). The IAF was able to conduct a wide range of missions – troop support; air combat; deep penetration strikes; para-dropping behind enemy lines; feints to draw enemy fighters away from the actual target; bombing and reconnaissance. India flew 1,978 sorties in the East and about 4,000 in Pakistan, while the PAF flew about 30 and 2,840 at the respective fronts. More than 80 percent of IAF sorties were close-support and interdiction and about 45 IAF aircraft were lost, including three HF-26Ms. Pakistan lost 60 to 75 aircraft, not including any F-86s, Mirage IIIs, or the six Jordanian F-104s which failed to return to their donors. The imbalance in air losses was explained by the IAF's considerably higher sortie rate and its emphasis on ground-attack missions. The PAF, which was solely focused on air combat, was reluctant to oppose these massive attacks and rather took refuge at Iranian air bases or in concrete bunkers, refusing to offer fights and respective losses.
After the war, the HF-26M was officially regarded as outdated, and as license production of the improved MiG-21FL (designated HAL Type 77 and nicknamed “Trishul” = Trident) and later of the MiG-21M (HAL Type 88) was organized in India, the aircraft were quickly retired from frontline units. They kept on serving into the Eighties, though, but now restricted to their original interceptor role. Beyond the upgrades from the Indo-Pakistani War, only a few upgrades were made. For instance, the new R-60 AAM was introduced to the HF-26M and around 1978 small (but fixed) canards were retrofitted to the air intakes behind the cockpit that improved the Teer’s poor slow speed control and high landing speed as well as the aircraft’s overall maneuverability.
A radar upgrade, together with the introduction of better air-to-ai missiles with a higher range and look down/shoot down capability was considered but never carried out. Furthermore, the idea of a true HF-26 2nd generation variant, powered by a pair of Tumansky R-11F-300 afterburner jet engines (from the license-built MiG-21FLs), was dropped, too – even though this powerplant eventually promised to fulfill the Teer’s design promise of Mach 2 top speed. A total of only 82 HF-26s (including thirteen two-seat trainers with a lengthened fuselage and reduced fuel capacity, plus eight prototypes) were built. The last aircraft were retired from IAF service in 1988 and replaced with Mirage 2000 fighters procured from France that were armed with the Matra Super 530 AAM.
General characteristics:
Crew: 1
Length: 14.97 m (49 ft ½ in)
Wingspan: 9.43 m (30 ft 11 in)
Height: 4.03 m (13 ft 2½ in)
Wing area: 30.6 m² (285 sq ft)
Empty weight: 7,000 kg (15,432 lb)
Gross weight: 10,954 kg (24,149 lb) with full internal fuel
Max takeoff weight: 15,700 kg (34,613 lb) with external stores
Powerplant:
2× Tumansky RD-9 afterburning turbojet engines; 29 kN (6,600 lbf) dry thrust each
and 36.78 kN (8,270 lbf) with afterburner
Performance:
Maximum speed: 1,700 km/h (1,056 mph; 917 kn; Mach 1.6) at 11,000 m (36,000 ft)
1,350 km/h (840 mph, 730 kn; Mach 1.1) at sea level
Combat range: 725 km (450 mi, 391 nmi) with internal fuel only
Ferry range: 1,700 km (1,100 mi, 920 nmi) with four drop tanks
Service ceiling: 18,100 m (59,400 ft)
g limits: +6.5
Time to altitude: 9,145 m (30,003 ft) in 1 minute 30 seconds
Wing loading: 555 kg/m² (114 lb/sq ft)
Armament
6× hardpoints (four underwing and two under the fuselage) for a total of 2.500 kg (5.500 lb);
Typical interceptor payload:
- two IR-guided R-3 or R-60 air-to-air-missiles or
two PTB-490 drop tanks on the outer underwing stations
- two semi-active radar-guided ‚Saanp’ air-to-air missiles or two more R-3 or R-60 AAMs
on inner underwing stations
- two 500 l drop tanks or two gun pods with a 23 mm GSh-23L autocannon and 200 RPG
each under the fuselage
The kit and its assembly:
This whiffy delta-wing fighter was inspired when I recently sliced up a PM Model Su-15 kit for my side-by-side-engine BAC Lightning build. At an early stage of the conversion, I held the Su-15 fuselage with its molded delta wings in my hand and wondered if a shortened tail section (as well as a shorter overall fuselage to keep proportions balanced) could make a delta-wing jet fighter from the Flagon base? Only a hardware experiment could yield an answer, and since the Su-15’s overall outlines look a bit retro I settled at an early stage on India as potential designer and operator, as “the thing the HF-24 Marut never was”.
True to the initial idea, work started on the tail, and I chopped off the fuselage behind the wings’ trailing edge. Some PSR was necessary to blend the separate exhaust section into the fuselage, which had to be reduced in depth through wedges that I cut out under the wings trailing edge, plus some good amount of glue and sheer force the bend the section a bit upwards. The PM Model's jet exhausts were drilled open, and I added afterburner dummies inside - anything would look better than the bleak vertical walls inside after only 2-3 mm! The original fin was omitted, because it was a bit too large for the new, smaller aircraft and its shape reminded a lot of the Suchoj heavy fighter family. It was replaced with a Mirage III/V fin, left over from a (crappy!) Pioneer 2 IAI Nesher kit.
Once the rear section was complete, I had to adjust the front end - and here the kitbashing started. First, I chopped off the cockpit section in front of the molded air intake - the Su-15’s long radome and the cockpit on top of the fuselage did not work anymore. As a remedy I remembered another Su-15 conversion I did a (long) while ago: I created a model of a planned ground attack derivative, the T-58Sh, and, as a part of the extensive body work, I transplanted the slanted nose from an academy MiG-27 between the air intakes – a stunt that was relatively easy and which appreciably lowered the cockpit position. For the HF-26M I did something similar, I just transplanted a cockpit from a Hasegawa/Academy MiG-23 with its ogival radome that size-wise better matched with the rest of the leftover Su-15 airframe.
The MiG-23 cockpit matched perfectly with the Su-15's front end, just the spinal area behind the cockpit had to be raised/re-sculpted to blend the parts smoothly together. For a different look from the Su-15 ancestry I also transplanted the front sections of the MiG-23 air intakes with their shorter ramps. Some mods had to be made to the Su-15 intake stubs, but the MiG-23 intakes were an almost perfect fit in size and shape and easy to integrate into the modified front hill. The result looks very natural!
However, when the fuselage was complete, I found that the nose appeared to be a bit too long, leaving the whole new hull with the wings somewhat off balance. As a remedy I decided at a rather late stage to shorten the nose and took out a 6 mm section in front of the cockpit - a stunt I had not planned, but sometimes you can judge things only after certain work stages. Some serious PSR was necessary to re-adjust the conical nose shape, which now looked more Mirage III-ish than planned!
The cockpit was taken mostly OOB, I just replaced the ejection seat and gave it a trigger handle made from thin wire. With the basic airframe complete it was time for details. The PM Model Su-15s massive and rather crude main landing gear was replaced with something more delicate from the scrap box, even though I retained the main wheels. The front landing gear was taken wholesale from the MiG-23, but had to be shortened for a proper stance.
A display holder adapter was integrated into the belly for the flight scenes, hidden well between the ventral ordnance.
The hardpoints, including missile launch rails, came from the MiG-23; the pylons had to be adjusted to match the Su-15's wing profile shape, the Anab missiles lost their tail sections to create the fictional Indian 'Saanp' AAMs. The R-3s on the outer stations were left over from a MP MiG-21. The ventral pylons belong to Academy MiG-23/27s, one came from the donor kit, the other was found in the spares box. The PTB-490 drop tanks also came from a KP MiG-21 (or one of its many reincarnations, not certain).
Painting and markings:
The paint scheme for this fictional aircraft was largely inspired by a picture of a whiffy and very attractive Saab 37 Viggen (an 1:72 Airfix kit) in IAF colors, apparently a model from a contest. BTW, India actually considered buying the Viggen for its Air Force!
IAF aircraft were and are known for their exotic and sometimes gawdy paint schemes, and with IAF MiG-21 “C 992” there’s even a very popular (yet obscure) aircraft that sported literal tiger stripes. The IAF Viggen model was surely inspired by this real aircraft, and I adopted something similar for my HF-26M.
IAF 1 Squadron was therefore settled, and for the paint scheme I opted for a "stripish" scheme, but not as "tigeresque" as "C 992". I found a suitable benchmark in a recent Libyian MiG-21, which carried a very disruptive two-tone grey scheme. I adapted this pattern to the HA-26M airframe and replaced its colors, similar to the IAF Viggen model, which became a greenish sand tone (a mix of Humbrol 121 with some 159; I later found out that I could have used Humbrol 83 from the beginning, though...) and a very dark olive drab (Humbrol 66, which looks like a dull dark brown in contrast with the sand tone), with bluish grey (Humbrol 247) undersides. With the large delta wings, this turned out to look very good and even effective!
For that special "Indian touch" I gave the aircraft a high-contrast fin in a design that I had seen on a real camouflaged IAF MiG-21bis: an overall dark green base with a broad, red vertical stripe which was also the shield for the fin flash and the aircraft's tactical code (on the original bare metal). The fin was first painted in green (Humbrol 2), the red stripe was created with orange-red decal sheet material. Similar material was also used to create the bare metal field for the tactical code, the yellow bars on the splitter plates and for the thin white canopy sealing.
After basic painting was done the model received an overall black ink washing, post-panel shading and extensive dry-brushing with aluminum and iron for a rather worn look.
The missiles became classic white, while the drop tanks, as a contrast to the camouflaged belly, were left in bare metal.
Decals/markings came primarily from a Begemot MiG-25 kit, the tactical codes on the fin and under the wings originally belong to an RAF post-WWII Spitfire, just the first serial letter was omitted. Stencils are few and they came from various sources. A compromise is the unit badge on the fin: I needed a tiger motif, and the only suitable option I found was the tiger head emblem on a white disc from RAF No. 74 Squadron, from the Matchbox BAC Lightning F.6&F.2A kit. It fits stylistically well, though. ;-)
Finally, the model was sealed with matt acrylic varnish (except for the black radome, which became a bit glossy) and finally assembled.
A spontaneous build, and the last one that I completed in 2022. However, despite a vague design plan the model evolved as it grew. Bashing the primitive PM Model Su-15 with the Academy MiG-23 parts was easier than expected, though, and the resulting fictional aircraft looks sturdy but quite believable - even though it appears to me like the unexpected child of a Mirage III/F-4 Phantom II intercourse, or like a juvenile CF-105 Arrow, just with mid-wings? Nevertheless, the disruptive paint scheme suits the delta wing fighter well, and the green/red fin is a striking contrast - it's a colorful model, but not garish.
ZDM4A No. 232 about to depart from Baijnath Paprola with train 52476 16h30 express to Pathankot on 18th April 2019.
Advertising & Fashion Photographer Surinder Singh (+91-9811425367) Rohini, New Delhi, India.
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GZB's "White Mischief" WAP-7 #30412 hardly accelerating over a gradient towards MANDIDEEP charging 02:40 hrs late running "LEGENDRY" 11058 ASR-CSTM "PATHANKOT" Express.
Pathankot based ZDM-3 #173 enters Harsar Dehri with 52462 Jwalamukhi Road - Pathankot Passenger as Pathankot ZDM-4A #236 waits with 52463 Pathankot - Baijnath Paprola Passenger.
ZDM4A No. 232 about to depart from Baijnath Paprola with train 52476 16h30 express to Pathankot as ZDM4A No. 205 arrives from Joginder Nagar with what can only be train 52474 11h55 ex Joginder Nagar running very late on 18th April 2019.
TKD WDM3A No. 14136 at the painfully bright Daulatpur Chowk having arrived with 14553 22P50 Delhi Jn to Daulatpur Chowk “Himanchal Express” which then returns back to Nangal Dam as 54582 passenger at 09h20. This line used to end at Amb Andaura, the 15km extension to Daulatpur Chowk opened in January 2019. Eventually, the line will link up with the Jalandhar to Pathankot main line. 15th April 2019.
Surprise OFFLINK!!!!
LDH Alco WDM-3A 16100(ex LKO Prabal) arrives 40 min late Patiala(PTA) with 11058 Amritsar-Lokmanya Tilak(T) PATHANKOT Exp!!!
Look ALP is watching me!!!
Team leaders of the vigil mostly from a University in Hyderabad. Demonstration in front of Cyber Towers in Hitech, Hyderabad.
ZDM4A No. 232 about to depart from Baijnath Paprola with train 52476 16h30 express to Pathankot on 18th April 2019.
GZB's ABB #30207 curving towards monolithic ITARSI JN. towing the "LEDENDARY" 11058 ASR-CSTM "PATHANKOT" Express.
Approaching Jawalamukhi Road station on the Kangra Valley Railway (KVR), Train 6PB, the 14:10 from Baijnath Paprola will cross with an eastbound service, Train 5BP. 2'6" Gauge (NG) locomotive ZDM-4A 205 will then continue westbound to Pathankot Junction, where passengers can travel onward by Indian Railways Broad Gauge (BG) services, as required.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
The carrier of Lord Shiva - Inside the Baijnath Temple Premises - in Kangra district of Himachal Pradesh, India. It is about 50 kilometres from Dharamshala which is the district headquarters.
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Baijnath is famous for its 13th-century temple dedicated to Shiva as Vaidyanath, ‘the Lord of physicians’. Originally known as Kiragrama, the town lies on the Pathankot-Mandi highway (National Highway No. 20) almost midway between Kangra and Mandi. The present name Baijnath became popular after the name of the temple. The town is located on the left bank of the river Binwa, a corrupt form of ancient Binduka, a tributary of river Beas.
The Baijnath temple has been continuously under worship ever since its construction in 1204 A.D. The two long inscriptions in the porch of the temple indicate that a temple of Shiva existed on the spot even before the present one was constructed. The present temple is a beautiful example of the early medieval north Indian Temple architecture known as Nagara style of temples. The Svayambhu form of Sivalinga is enshrined in the sanctum of the temple that has five projections on each side and is surmounted with a tall curvilinear Shikhara. The entrance to sanctum is through a vestibule that has a large square "Mandapa" in front with two massive balconies one each in north and south. There is a small porch in front of the mandapa hall that rests on four pillars in the front preceded by an idol of "Nandi", the bull, in a small pillared shrine. The whole temple is enclosed by a high wall with entrances in the south and north. The outer walls of the temple have several niches with images of gods and goddesses. Numerous images are also fixed or carved in the walls. The outer doorway in the porch as also the inner doorway leading to the sanctum of the temple are also studded with a large number of images of great beauty and iconographic importance. Some of them are very rare to be found elsewhere.
The temple attracts a large number of tourists and pilgrims from all over India and abroad throughout the year. Special prayers are offered in the morning and evening every day besides on special occasions and during festive seasons. Makara Sankranti, Maha Shivaratri, Vaisakha Sankranti, Shravana Mondays, etc. are celebrated with great zeal and splendour. A five-day state level function is held here on Maha Shivratri every year.
www.clickconnectgo.com/palampur-kangra-valley/
[caption id="attachment_1360" align="alignleft" width="1024"] Palampur[/caption]
Amidst the commercial hill stations in Himachal, there’s a serene town ‘Palampur’ located at an elevation of 4829 ft on the gentle slopes of Kangra valley. The town got its first share of publicity when Aamir’s kissable movie Raja Hindustani was shot in Palampur. The effect of which is seen even today; "Pardesi Pardesi Jaana Nahi" song is still the favourite pick in busses and taxis here. The town is away from the general hustle and bustle of tourist places and not many have travelled around here yet.
[caption id="attachment_1363" align="alignleft" width="300"] Tea Gardens, Palampur[/caption]
[caption id="attachment_1364" align="alignleft" width="300"] Palampur, Kangra[/caption]
I got acquainted to this beauty when my parents shifted here. It was love at first sight. I would label it as a painter’s canvas, a poet’s rhythmical composition, a musician’s beats, or rather a dreamer’s destination. It’s as artistic as you can imagine.
The town of Palampur lies in the lap of snow laden Dhauladhar Range, encircled by the tea gardens and the roads fenced with colourful trees. The weather is splendid, it might surprise you with its radical shifts; the scorching sun fading into dark clouds anytime. It’s mostly cold in the evening and you may have to wrap yourself in sweat shirts, to be the least.
If you’re a discerning traveller, this is just the place for you. This town has all : lavishing beauty, delectable food, awesome weather, sophisticated market place, and adorable folks. Trust me, you rarely see such a perfect amalgamation.
Let’s take a quick tour of Palampur
Saurav Van Vihar
[caption id="attachment_1361" align="alignleft" width="300"] Saurav Van Vihar, Palampur[/caption]
This nature park is 4 kms from the town. You can wallow in the green pastures, enjoy boat rides and swings. But the real fun lies outside; where the Neugal river cuts through the rocky mountains. You could simply soak your legs in the chilled water, feel the cool breeze and comfort yourself. The Van Vihar is open till 6 p.m.. It’s recommended that you don’t get too late and have a couple of hours to stroll around.
Reaching there - You can take a bus which will drop you to the main road of Van Vihar, then walk down for 1.5 kms to hit this spot. Alternatively, you can explore taxi ride to reach this place.
Neugal Café
There’s a beautiful trail which connects Palampur to Saurav Van Vihar and in the mid lies this Café. The café has an entry fee of Rs 10 per person. The food is all right here, but what fascinates is the outdoor seating which lends you a panoramic view of snow-clad Dhauladhar Range while sipping hot coffee. What more!
[caption id="attachment_1365" align="alignleft" width="300"] Palampur, Kangra Valley[/caption]
[caption id="attachment_1366" align="alignleft" width="300"] Neugal cafe, Palampur[/caption]
Vivekanand Medical Institute
Reaching there - Take a bus going to Baijanath, the institute is in the midway 4 kms from Palampur.
Though the hospital isn’t a tourist place, this one deserves some attention. It hubs “Kaya Kalp: Himalayan Research Institute for Yoga and Naturopathy”, which offer superior therapies for relaxation along with residential stay. Even if you have no agenda, it’s recommended that you visit the campus. The location itself is so stunning; half of your worries vanish just reaching here. There is a small Tapri which serves good tea and omelette, delight in that.
[caption id="attachment_1367" align="alignright" width="300"] Vivekanand Institute, Palampur[/caption]
Tashi Jong Village
15 kms away from Palampur, this village is a home to Tibetan refugees. The village sheens from a distance due to the colourful prayer flags strung along mountain ridges. Tashi Jong Monastery is a beautifully designed architecture surrounded by a lush green garden.
Reaching there - Not many are aware about this place, you may be misguided. Simply catch a bus from Palampur to Baijanath and get down at Chontra chowk. The monastery is a walk of approx. 2 kms from the Chowk. You can hire a tourist taxi on your way back from the Monastery gate.
[caption id="attachment_1368" align="alignleft" width="300"] Tashi Jong, Kangra Valley[/caption]
[caption id="attachment_1369" align="alignleft" width="300"] Tashi Jong, Kangra Valley[/caption]
Toy Train Ride
Running on the Pathankot-Palampur-Jogindernagar route, this toy train of 7 coaches is mainly used by the locals to commute. The train takes more time than normal trains as it travels at slow pace and runs through a single line. But it’s worth a ride; it offers an awe-striking view of nature crossing valleys, tunnels and rivers.
Getting there - To catch the train, get to Maranda station that’s located 2 kms away from the main Palampur.
Hopefully, you are enticed? Start planning for Palampur!
There are direct AC/Non AC busses from Delhi, which take approx. 12 hours. You can also explore the train route which runs from Delhi to Pathankot, and then a bus from Pathankot to Palampur. However, the bus ride from Delhi is the most convenient and comfortable. https://www.redbus.in/ http://www.hrtchp.com/hrtctickets/
[caption id="attachment_1370" align="alignleft" width="300"] Toy train, Palampur Kangra[/caption]
Travel around Palampur
A good idea is to station yourself at Palampur, delight in the serenity and cover the tourist places in and around over a span of few days. Palampur is well connected to nearby places, busses ply every now and then. There are ample tourist destinations around Palampur i.e. Dharmshala (30 kms) and Mcleodganj (10 kms from Dharmshala), Baijnath Temple(16 kms), Chamunda Devi (25 kms), Kangra (40 kms), Bir and Billing (35 kms, Asia’s one of the best sites for paragliding).
Quick Facts:
Busses connectivity is superb and economical.
Do not explore the option of taxis, they will unnecessarily charge you.
Even if it is pleasant, keep a sweat shirt intact in your carry bag, evenings are cold.
You’re sure to spot Kulfi thela in the market, don’t miss the delectable stick kulfi. It’s yum!
Narrow-gauge train (52471) between Pathankot in Punjab to Jogindernagar, Kangra Valley, Himachal Pradesh. It is tourists attraction because of most scenic view of the route.
Vatva WDM3D at Pathankot Junction having just come off train 19416, the 10:20 (Tuesdays only) Katra - Ahmedabad Jn Express. Tuesday 13th March 2018. Its first run-round of four on the 37.5 hour and 1720 km journey south to Gujarat.
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Kullu
Location of Kullu
in Himachal Pradesh and India
Coordinates31°58′N 77°06′ECoordinates: 31°58′N 77°06′E
CountryIndia
StateHimachal Pradesh
District(s)Kullu
Zonal HeadquartersMandi
Population18,306 (10th) (2011)
Time zoneIST (UTC+05:30)
Area
• Elevation
• 1,220 metres (4,000 ft)
Codes[show]
Kullu, once known as Kul-anti-peetha - "the end of the habitable world",[1] is the capital town of the Kullu District, in the Indian state of Himachal Pradesh. It is located on the banks of the Beas River in the Kullu Valley about ten kilometres north of the airport at Bhuntar.
Kullu is a broad open valley formed by the Beas river between Manali and Largi. This valley is famous for its beauty and its majestic hills covered with Pine and Deodar Forest and sprawling Apple Orchards.The course of the Beas river presents a succession of magnificent, clad with forests of Deodar, towering above trees of Pine on the lower rocky ridges. Kullu valley is sandwiched between the Pir Panjal, Lower Himalayan and Great Himalayan range.
History
Kullu (1,220 m or 4,000 ft) was once known as Kulanthpitha - `the end of the habitable world`. Beyond rose the forbidding heights of the Greater Himalayas and, by the banks of the shining river Beas, lay the fabled `Silver Valley`.
The Chinese pilgrim monk Xuanzang visited the Kullu Valley in 634 or 635 CE. He described it as a fertile region completely surrounded by mountains, about 3,000 li in circuit, with a capital 14 or 15 li in circumference. It contained a stupa (tope) built by Ashoka, which is said to mark the place where the Buddha preached to the local people and made conversions, stupa was taken away by a mughal ruler and put in feroz shah kotla maidan in Delhi. There were some twenty Buddhist monasteries, with about 1,000 monks, most of whom were Mahayanist. There were also some fifteen Hindu temples, and people of both faiths lived mixed together. There were meditation caves near the mountain passes inhabited by both Buddhist and Hindu practitioners. The country is said to have produced gold, silver, red copper, crystal lenses and bell-metal.[2]
"Thus, Ku-zu is the Bu-nan name for Kuḷū. . . . Dr. Vogel in his MS. notes on Lahul gives Ku-zuṅ as the Gārī (Bu-nan) name of Kuḷū. Ku-zuṅ is the locative case of Ku-zu. He adds that Kuḷū is called Ram-ti by the people of Ti-nan, and Ram-di by those of Caṅsa (Me-rlog). The Tibetans call it Ñuṅ-ti."[3]
Kullu got its first motorable access only after Indian Independence. The long centuries of seclusion have, however, allowed the area to retain a considerable measure of its traditional charm. The road through the Kullu Valley and Lahaul is now paved all the way, to connect and provide the major access route between the northern Indian plains to Leh in Ladakh.
Further information can be read at hpkullu.gov.in, The Official Website of Kullu District.
[edit]Administrative
Kullu town, as the administrative headquarter of Kullu district, has the offices of Deputy Commissioner (the district's chief officer earlier known as District Collector), the Superintendent of Police and the District courts. It is also the largest and the most varied constituency of Lok Sabha, the lower house of the parliament of India.
[edit]Demographics
Kullu as seen from Bhekhli village
As of 2011 India census,[4] Kullu had a population of 18306. Males constitute 54% of the population and females 46%. Kullu has an average literacy rate of 81%, higher than the national average of 59.5%: male literacy is 84%, and female literacy is 77%. In Kullu town, 10% of the population is under 6 years of age.
[edit]Geography
Bekhali Mountain
Kullu town has an average elevation of 1,220 m or 4,000 ft). It lies on the bank of Beas River. A major tributary, Sar-vari, (derived from "Shiv-Baardi") leads to the less explored and steeper Lug-valley on the west. On the east of Kullu lies a broad mountainous ridge having the village-temples of Bijli Mahadev, Mount Nag and Pueed. Beyond the ridge lies Manikaran valley, along the Parvati river which joins Beas in Bhuntar. On the South of Kullu lie towns of Bhuntar, Out (leading to Anni, Banjar and Siraj Valley) and Mandi (in Mandi district). Historically Kullu was accessible from Shimla via Siraj valley or through passes on the west leading to Jogindernagar and onto Kangra. To the north lies the famous town of Manali, which through the Rohtang pass leads onto the Lahaul and Spiti Valley. Once can see an enormous change in the climate as one climbs up the windward side of the ranges to proceed to the leeward and much drier plateaus to the north of Manali.
[edit]How to reach
[edit]Air
The nearest airport (IATA code KUU) is at Bhuntar town, situated on NH21 at the confluence of the Parvati and Beas rivers (latitude 31.8763 N and longitude 77.1541 E), about 10 km (6.2 mi) south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Indian Airlines and some private airlines have regular flights to the airport.
Chandigarh airport is the nearest large airport.
[edit]Road
Kullu can be reached from Delhi by national highway NH 1 up to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar and Mandi towns. The road distance from Delhi to Chandigarh is 248 km and from Chandigarh to Kullu is 233 km; the total distance from Delhi to Kullu thus is 481 km (299 mi).
NH21 goes further to Manali and from there to Rohtang Pass and Leh.
[edit]Rail
Kullu is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (235 km (146 mi)) away and Pathankot. The nearest narrow gauge railhead is at Joginder Nagar (100 kilometres (62 mi)) away.
See Bilaspur-Mandi-Leh Railway for the proposed railway passing this area.
[edit]Kullu attractions
Handloom Kullu Shawl is the best treasure one can look for. Kullu Shawls are made of many natural fibers such as pashmina, sheep-wool, angora etc..
Raghunath Temple
In the 17th century, Raja Jagat Singh of Kullu committed a great wrong. To atone for the sin, he sent a senior courtier to Ayodhya for a statue of Lord Raghunath - Lord Rama. This temple was built by Raja Jagat Singh to house the image and even today, is greatly revered.
Shringi Rishi Temple- Banjar
About 60 km. from Kullu is Banjar valley wherein Shringi Rishi Temple is located. Shringi Rishi is the ruling deity of Banjar valley. In fact, before the Lord Rama's advent into Kullu valley from Ayodhya Puri,Lord Shringi was the ruling deity of Kullu. Shringi rishi is one among the "atthara kardoo" (eighteen chief deities) of the Kullu valley. [more inform.- shringi rishi Wikipedia, Yeshwant Singh tutorials].
Maha Devi Tirth Temple Shri Mahadevi Tirth, popularly known as Vaishno Devi Mandir (by localities), situated about two kilometers North from the Kullu valley on Kullu Manali road, though a newly founded temple, yet it is acknowledged like any old famous temple. The foundation of this temple was laid by [Swami Sewak Das Ji].
Bijli Mahadev
Bijli Mahadev Temple is one of the most excellent forms of art in India. It is located at 2,435 meters from sea level and is about 10 km away from Kullu. The staff of the temple is 60 feet high and can be seen from the Kullu valley too. It is the highest point around Kullu from where the beautiful view of the whole town, and more can be experienced.
Devta Narsingh
Temple of Devta Narsingh is a famous temple of deity 'Narsingh' and situated in Sultanpur block of Kullu.
Raison
By the banks of the Beas -and on the Kullu-Manali highway - Himachal Tourism runs a camping site here. Ideal for a taste of adventure.
Shoja
At 2692 m, this is a vantage point for a complete panorama of the Kullu area - snow peaks and valleys, meadows and forests, rivers and streams.
Basheshwar Mahadev Temple, Bajaura One of the most charming temples in the Kullu valley, this is renowned for its intricate stone carvings
Kasol
An open glade by the banks of the river Parvati. Clean white sand separates the lush green grass from the waters. A good spot for trout. Himachal Tourism has a Tourist Hut here.
Naggar
For 1400 years this was the capital of Kullu. Its 16th century stone and wood castle is now a hotel run by Himachal Tourism. Here, a gallery houses the paintings of the Russian artist, Nicholas Roerich. Naggar also has three other old shrines. Other Attractions
Kullu Dussehra
When Dussehra celebrations come to an end in the rest of the country, they begin at Kullu. The State government has accorded the status of International festival to the Kullu Dussehra, which attracts tourists in large numbers. About 200 local deities come to pay homage to Lord Raghunath.[5] This is a time when the valley is at its colourful best.
Kullu Holi
Holi is the festival of colors celebrated for two days in Kullu.Its unique feature is that people of the town collect in temple and then they proceed to houses of town people singing sacred holi songs and in return they are given sweets,pakoras and hard drinks etc. Women also take part in the festival with same enthusiasm and happiness as Men.
Fishing and Adventure
The Kullu valley has numerous places for trout fishing. These include Katrain, Raison, Kasol and Naggar, then along the river Tirthan near Larji, in the Sainj Valley and in the Hurla khud.
The valley is the nucleus of several trek routes. Some major ones are over the Chanderkhani Pass to Malana, over the Jalori Pass or Bashleo Pass to Shimla, and over the Pin Parvati Pass to Sarahan.
White water rafting is popular on the Beas river.
[edit]Kullu Valley
Himalayas from Kullu Valley, Himachal Pradesh.
Kullu Valley is the largest valley in the Kullu district, in Himachal Pradesh, India. The Beas River runs through the middle of the valley. It is also called the "Valley of the Gods" or "Dev Bhumi".[6]
It connects with the Lahul and Spiti valleys via Rohtang Pass, situated at 3,978 m (13,051 ft) 51 km (32 mi) from Manali city.
[edit]Culture
Kullu Valley, also known as the "Valley of Gods", is well known for the seven day festival of Kullu Dussehra, a celebration of Avatar Lord Rama's victory over the evil king Ravana. The festival takes place in the months of October or November, depending upon the Hindu calendar.
Due to it being the commercial and economic center, the township of Kullu has had an eclectic influx of nearby village/district inhabitants, shop owners and government employees from bordering states who give a different feel from the rest of the valley. This has also contributed to a stronger sports and educational infrastructure in the town.
[edit]Vicinity
Other places of interest in the area include Manikaran (famous for its hot springs) and hot water springs at Vashisht village near Manali, 40 km north of Kullu, a hub for tourists and rock climbers. Malana, Kaish-Dhaar in Lug Valley, Bijli Mahadev, Bhekhli and Bajaura house the famous temples of the region and places like Kasol and Gohar. Manali is perhaps the most famous town and center of all tourist attractions in the state. Manali also has a well-known temple dedicated to the mythical princess Hadimba.
The economy of the town largely depends on tourism, horticulture (apples, plums, pears, and almonds) and handicrafts (shawls, caps, etc.).
Text above is available under the Creative Commons Attribution-Sharealike 3.0 Unported License (CC-BY-SA) en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_... and the GNU Free Documentation License (GFDL) from Wikipedia, a non-profit organization and the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer).Donate to Wikimedia. donate.wikimedia.org/w/index.php?title=Special:Fundraiser...
Sundeep Bhardwaj Kullu | 70 + Countries | 555 + Destinations | 2222 + Photostories | 6 Continents | 16 Years Travel Photography | 5 Years World Tour-2007 onwards | 5 Years Incredible India-1998 onwards| 5 Years Unforgettable Himachal-1993 onwards | 7 Years Travel & FINE ART Photography-2005 onwards| Landscapes & Portraits | SunDeep Bhardwaj World Photography | THE WORLD IS MY STUDIO | "111 WOW" iPhone Application soon | SDBWP™ | sundeepkullu.com - since 2010 | phototube.co - Planned 2014 | himachalculturalvillage.com - Planned 2016 | fineartim.com Planned - Planned 2015
Still on my World Tour since year 2007 i plan to take these figures to 7777 Fine Art Photostories | 777 Destinations | 77 Countries | 7 Continents | 17 Years
www.sundeepkullu.com/magazine-interviews.html
WORLD IS MY STUDIO
Still on my World tour entering 6th year of World travel to 70+Countries 555+Destinations across 6 Continents and 16 th year of Travel Photography I am busy designing my first Travel Photostories Book named "111 MIRACULOUS WONDERS OF WORLD YOU MUST SEE WHEN YOU ALIVE" and corresponding "111 WOW" iPhone Application soon by the end of this year 2012 with special emphasis to following:
1. UNESCO WORLD HERITAGE SITES ( List of Confirmed 936 sites )
2. UNESCO WORLD HERITAGE SITES ( Tentative list submitted by the countries )
2. NEW 7 WONDERS OF WORLD ( 7-7-2007 List )
3. NEW 7 WONDERS OF WORLD FINALISTS
4. NEW 7 WONDERS OF NATURE ( 11-11-2011 to 2012 List )
5. NEW 7 WONDERS OF NATURE FINALISTS
6. RAMSAR WETLAND RESERVE OF INTERNATIONAL IMPORTANCE
7. INTERNATIONAL IMPORTANCE In terms of the NATURAL BEAUTY of the site HISTORICAL IMPORTANCE and MODERN WORLD POPULARITY as a list compiled by SunDeep Bhardwaj Kullu for 111 WOW Travel Photostories Book series by year statrting 2012. In the book photographs of stunning places on earth worth FINE ART PHOTOGRAPHY are published in Digital and Coffee Table book format. Online auctions and Online Exibitions on FINE ART INTERNATIONAL MUSEUM F.A.I.M. ( fineartim.com/) will be available in times to come with with EXHIBITIONS in artists hometown and exclusive art gallery HIMACHAL CULTURAL VILLAGE ( Ethnic cultural experience in the Himalayas of India ) HCV Kullu-Manali, Near Naggar Castle & Roerich Art Gallery, Naggar , Kullu, Himachal Pradesh, India ( Proposed)
8. WONDERS OF WORLD WIKIPEDIA LIST
9 .OTHER WONDERS OF WORLD LISTS INTERNET & LISTOLOGY
10. Most Exotic locations to travel on Earth across 7 Continents
11. Unexplored Spectacular Landscapes of World
12. Himalayan Arc ( 2400 Kms/ 1500 Miles) Stupendous Landscapes, Culture and People Photostories
13. Historic Cities of the World
14. Famous citiscapes froma himalayan photographer eyes
15.Himalayas in INDIA , TIBET, NEPAL, BHUTAN, PAKISTAN, ARUNACHAL PRADESH, PAKISTAN & CHINA
16. Unforgettable Himachal in Incredible India a journey of people, culture, festivals by sundeepkullu.com/
17 World People & Portraits
18. Most sacred sites of the World
Biggest Socila & Sports Gatherings in the Modern World
19. Clours of India by Sundeep Bhardwaj
Tallest , Largest, Highest, Lowest points and places and architecture on Earth
20. World Festivals
Covered till date:
6 Continents | 70+Countries | 555+Destinations | 16 Years | 2222+ Fine Art Photostories
Planning to take above figures and my Timeline to:
7 Continents | 77 Countries | 777 Destinations | 17 Years | 7777 Fine Art Photostories
SunDeep ™ Bhardwaj World Photography ™ | SDBWP™ | 7 years Amazing World Tour May 2007-till date-continued to 2014 if possible | 10 years Incredible India tour from year 1997-2007 May including Unforgettable Himachal Tour since Childhood |
Photostories on iPhone iPad iPod PC Blackberry Nokia Samsung or any Smart Phone here www.flickr.com/photos/wittysam
Mobile Blog : sundeepkullu.wordpress.com
Flickr Interesting Thumbnail View : www.flickr.com/search/?q=wittysam&s=int&ss=2&...;
Recently Explored 16 Destinations ( In first half of 2012)
*INDIA- Mayad Valley, Lahaul , Rohtang Pass, Manikaran, Jispa, Sissu, Gondla, Deepak Taal, Baralachha Pass, Zing Zing Bar, Deepak Taal , Suraj Taal, Kasol, Kullu-Manali, Bhunter, Keyong
*AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week
*BELGIUM Brussels
*DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay
*MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers
*CANADA-Quebec-Ontario-Montreal
*SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park
*INDIA-Kashmir-Gulmarg-Srinagar-HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh-*KERALA-Athirappily & Vazhachal Falls
*GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze
*UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness-ENGLAND-London-Manchester-Glasgow
*ITALY-Rome-UNESCO Heritage Sites around Rome
*VATICAN CITY-Samallest Country in the World
*CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake-Chongquing-Mount Emei Scenic Area, including Leshan Giant Buddha Scenic Area-Sichuan Giant Panda Sanctuaries-Lushan-Buddha JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site
*UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World,
*SWEDEN-Stocholm-National Parks
*NORWAY-Oslo
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
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SunDeep Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
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ZDM4A No. 232 about to depart from Palampur Himanchal with train 52476 16h30 express to Pathankot on 18th April 2019.
A typical scene at Joginder Nagar station in Himachal Pradesh in October 2006, where an early morning and mid-day service provided the narrow-gauge rail link to Baijnath Paprola and beyond to Pathankot Junction, Punjab. ZDM-3 191 had just run round the stock and was waiting to depart at 12:20 with Train 4PBJ.
The Kangra Valley Railway [KVR] was built to move equipment and materials for a major hydro-electric scheme and this final section of the line to Joginder Nagar was opened in April 1929. In 1942 this upper section of the line was closed by the British and the permanent way materials lifted and taken to the Middle East. Following Independence, the 2ft 6in gauge line was restored by the Northern Railway and formally opened again in May 1954.
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