View allAll Photos Tagged pathankot
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.
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 blue-winged grasshopper female, Oedipoda caerulescens, is a grasshopper in the genus Oedipoda.
20 handheld images stacked, taking advantage of extreme level sync image stabilisation to try 840mm full frame equivalent in natural light. Shot at 7.23 AM, 17 September, 2023 Dhar kalan, Pathankot, Punjab
OM1-300f4-MC14
1/800, f5.6, ISO1250.
Minimal focussing distance around 1.3 meters with telelens is almost macro.
TKDs "Satat Gatimay" hunk WDM-3A 16396 roaming light going to take rest after taking charge of 11058 ASR-CSTM Pathankot Exp in UMB!!
GZB's White "DON" WAP-7 #30242 with "P7" Markings accelerating towards MISROD taking charge of exactly 06:00 hrs late running 11058 ASR-LTT "PATHANKOT" Express.
El tren de juguete.
130 Kilometros hasta Pathankot, 8 eternas horas.
The toy train.
From this station to Pathankot, It took 8 neverending hours.
ZDM-4 223 having just arrived with the 0720 service from Baijnath Paprola. the 141k journey taking seven hours
Bharoli Jn Cabin (Chakki Bank end)
Signalling Cabins' beauty is something that cannot be expressed by adjectives.
This cabin must have witnessed the Semaphore Signal Days when LDH ALCo diesels used to rule this section.
Video Link: Jammu Tawi - Pathankot - Jalandhar Section | Exclusive coverage in HIGH SPEED | Indian Railways www.youtube.com/watch?v=NZQW9lCaLvA
WDM3A 16320 with train 11058/Amritsar - Mumbai CSMT (Pathankot) Express is entering the station Dhuri Junction.
ZDM4A No. 233 at Baijnath Paprola with train 52476 16h30 Baijnath Paprola to Pathankot Express on 19th April 2019.
Manali is a hill station nestled in the mountains of the Indian state of Himachal Pradesh near the northern end of the Kullu Valley, at an altitude of 2,050 m in the Beas River Valley. It is located in the Kullu district, about 270 km north of the state capital, Shimla. The small town, with a population of 8,096, is the beginning of an ancient trade route to Ladakh and from there over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. It is a popular tourist destination and serves as the roadway to other northern hill stations.
GEOGRAPHY
Manali is located at 32.2396 N, 77.1887 E, about 40 km north of Kullu town. The town ranges in elevation from 1,800 m to 2,000 m in the uppermost Old Manali section.
DEMOGRAPHICS
Manali is a small town; as of the 2011 census of India, its population was 8,096. In 2001, Manali had an official population of 6,265. Males constituted 64% of the population and females 36%. Manali had an average literacy rate of 74%, higher than the national average of 59.5%; male literacy was 80%, and female literacy was 63%. 9% of the population was under six years of age.
CLIMATE
The climate in Manali is predominantly cold during winters, and moderately cool during summers. The temperatures range from 4 °C to 20 °C over the year. The average temperature during summer is between 04 °C and 15 °C, and between −15 °C and 05 °C in the winter. Monthly precipitation varies between 31 mm in November to 217 mm in July. In average, some 45 mm of precipitation is received during winter and spring months, increasing to some 115 mm in summer as the monsoon approaches. The average total annual precipitation is 1,363 mm. Snowfall often takes place between November end to early February. The weather in Manali is not stable.
HISTORY
Manali is named after the lawgiver Manu. The word Manali is regarded as the changed name of "Manu-Alaya" which literally means "the abode of Manu". Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is also often referred to as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
The British introduced apple trees and trout. The first apple orchard was set up by the British near Patlikuhl, which were earlier not native to Manali. It is said that when apple trees were first planted, the fruits were so plentiful that often branches, unable to bear the weight, would collapse. To this day, apple - along with plum and pear - remain the best source of income for the majority of inhabitants.
Tourism in Manali received a boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with many hotels and restaurants.
TRANSPORT
AIR
The nearest airport Bhuntar Airport (IATA code KUU) is at Bhuntar town, situated on NH21 about 50 km south of Manali and 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Air India and some private airlines have regular flights to the airport. Recently Himalayan Bulls in collaboration with Deccan Charters have started flights on Kullu-Chandigarh-Kullu sector thrice a day. Daily flight service (except Tuesday) has been started by 15May 2013 at Bhunter airport by Air India from Delhi to Bhunter and vice versa. Chandigarh Airport is the nearest international airport.
ROAD
Manali can be reached from Delhi by national highway NH 1 up to Ambala and from there NH 22 to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar, Mandi and Kullu towns. The road distance from Chandigarh to Manali is 316 km, and the total distance from Delhi to Manali is 566 km. Buses (including Volvo and Mercedes Benz) on this route are available from all major bus terminals.
RAIL
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (275 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 kilometres).
See Bilaspur-Mandi-Leh Railway for the proposed railway line through this area.
WIKIPEDIA
TKDs Toaster WDP-3A 15506 passes furiously after departing Patiala (PTA) with 45 min late running 11057 Mumbai CST-Amritsar Pathankot Express!!
Manali is a hill station nestled in the mountains of the Indian state of Himachal Pradesh near the northern end of the Kullu Valley, at an altitude of 2,050 m in the Beas River Valley. It is located in the Kullu district, about 270 km north of the state capital, Shimla. The small town, with a population of 8,096, is the beginning of an ancient trade route to Ladakh and from there over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. It is a popular tourist destination and serves as the roadway to other northern hill stations.
GEOGRAPHY
Manali is located at 32.2396 N, 77.1887 E, about 40 km north of Kullu town. The town ranges in elevation from 1,800 m to 2,000 m in the uppermost Old Manali section.
DEMOGRAPHICS
Manali is a small town; as of the 2011 census of India, its population was 8,096. In 2001, Manali had an official population of 6,265. Males constituted 64% of the population and females 36%. Manali had an average literacy rate of 74%, higher than the national average of 59.5%; male literacy was 80%, and female literacy was 63%. 9% of the population was under six years of age.
CLIMATE
The climate in Manali is predominantly cold during winters, and moderately cool during summers. The temperatures range from 4 °C to 20 °C over the year. The average temperature during summer is between 04 °C and 15 °C, and between −15 °C and 05 °C in the winter. Monthly precipitation varies between 31 mm in November to 217 mm in July. In average, some 45 mm of precipitation is received during winter and spring months, increasing to some 115 mm in summer as the monsoon approaches. The average total annual precipitation is 1,363 mm. Snowfall often takes place between November end to early February. The weather in Manali is not stable.
HISTORY
Manali is named after the lawgiver Manu. The word Manali is regarded as the changed name of "Manu-Alaya" which literally means "the abode of Manu". Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is also often referred to as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
The British introduced apple trees and trout. The first apple orchard was set up by the British near Patlikuhl, which were earlier not native to Manali. It is said that when apple trees were first planted, the fruits were so plentiful that often branches, unable to bear the weight, would collapse. To this day, apple - along with plum and pear - remain the best source of income for the majority of inhabitants.
Tourism in Manali received a boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with many hotels and restaurants.
TRANSPORT
AIR
The nearest airport Bhuntar Airport (IATA code KUU) is at Bhuntar town, situated on NH21 about 50 km south of Manali and 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Air India and some private airlines have regular flights to the airport. Recently Himalayan Bulls in collaboration with Deccan Charters have started flights on Kullu-Chandigarh-Kullu sector thrice a day. Daily flight service (except Tuesday) has been started by 15May 2013 at Bhunter airport by Air India from Delhi to Bhunter and vice versa. Chandigarh Airport is the nearest international airport.
ROAD
Manali can be reached from Delhi by national highway NH 1 up to Ambala and from there NH 22 to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar, Mandi and Kullu towns. The road distance from Chandigarh to Manali is 316 km, and the total distance from Delhi to Manali is 566 km. Buses (including Volvo and Mercedes Benz) on this route are available from all major bus terminals.
RAIL
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (275 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 kilometres).
See Bilaspur-Mandi-Leh Railway for the proposed railway line through this area.
WIKIPEDIA
+++ 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.
Twin-Tone Honking GZB's "SOLID Beauty" WAP-7 #30218 ramming through MISROD @ flat 110 kmph taking charge of 28 mins late running 11057 LTT-ASR "PATHANKOT" Express.
+++ 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.
Shining Red Devil GZB WAP-4 #22571 accelerating towards HABIBGANJ taking charge of 01:33 hrs late runnnig 11057 CSTM-ASR "PATHANKOT" Express.
KANGRA VALLEY RAILWAY
The Kangra Valley Railway lies in the sub-Himalayan region and covers a distance of 164 km from Pathankot, Punjab to Jogindernagar in Himachal Pradesh. It is one of two mountain railways that run in Himachal Pradesh, the other being Kalka-Shimla Railway, which has been designated as World Heritage Site by UNESCO. Both of these currently run at a 762 mm narrow gauge, although they do not connect to each other. The Kangra Valley Railway is among in the tentative list of UNESCO World Heritage Sites.
The railway line was planned in May 1926 and commissioned in 1929. The highest point on this line is at Ahju station at an elevation of 1,210 meters. The terminus at Joginder Nagar is at an elevation of 1,189 meters.
A different alignment, a different mode of taking the railway through the maze of hills and valleys would have spoilt its picture postcard perfectness. This unique line has just two tunnels, one of which is only 250 feet and the other 1,000 feet in length. The traveler must remember this is a total distance of 103 miles. Instead of boring his way through the mountains, the railway engineer has skillfully avoided running head first into the hillside. Instead of following dizzy curves, he has cleverly chosen to avoid the awkward corners and straighten his turning. For the Kangra Valley Railway presents to the traveler, a chance to gaze as long as he likes on the ever present panorama of snow-clad ranges and the gold green fields without being swung round every few minutes on a narrow arc before his eyes can greet the scenery.
Certainly the scenery through which the train passes is ample compensation for the extra distance covered as compared to getting there by road. The most picturesque parts of the valley are exposed to the view – the stretch of 18 miles from Mangwal to Kangra, for example, lies through country unsurpassed for its majestic grandeur with the majestic Ban Ganga gorge and the deep Kangra chasm as two piece de resistance. As one approaches Palampur, the ever present background of snowy chain peaks, 15,000 and 16,000 feet in height is barely ten miles away. From here onwards, the line runs parallel to the Dhauladhar range and much nearer to it than any other railways in India that ever comes so close to the eternal snows.
______________________________________________
INDIAN RAILWAYS
Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and operated by the Government of India through the Ministry of Railways. It is one of the world's largest railway networks comprising 115,000 km of track over a route of 65,808 km and 7,112 stations. In 2014-15, IR carried 8.397 billion passengers annually or more than 23 million passengers a day (roughly half of whom were suburban passengers) and 1058.81 million tons of freight in the year. On world level Ghaziabad is the largest manufacturer of Railway Engines. In 2014–2015 Indian Railways had revenues of ₹1634.50 billion (US$25 billion) which consists of ₹1069.27 billion (US$16 billion) from freight and ₹402.80 billion (US$6.1 billion) from passengers tickets.
Railways were first introduced to India in the year 1853 from Mumbai to Thane. In 1951 the systems were nationalised as one unit, the Indian Railways, becoming one of the largest networks in the world. IR operates both long distance and suburban rail systems on a multi-gauge network of broad, metre and narrow gauges. It also owns locomotive and coach production facilities at several places in India and are assigned codes identifying their gauge, kind of power and type of operation. Its operations cover twenty nine states and seven union territories and also provides limited international services to Nepal, Bangladesh and Pakistan.Indian Railways is the world's seventh largest commercial or utility employer, by number of employees, with over 1.334 million employees as of last published figures in 2013. As for rolling stock, IR holds over 245,267 Freight Wagons, 66,392 Passenger Coaches and 10,499 Locomotives (43 steam, 5,633 diesel and 4,823 electric locomotives). The trains have a 5 digit numbering system and runs 12,617 passenger trains and 7421 freight trains daily. As of 31 March 2013, 21,614 km (32.8%) of the total 65,808 km route length was electrified. Since 1960, almost all electrified sections on IR use 25,000 Volt AC traction through overhead catenary delivery.
HISTORY
The history of rail transport in India began in the mid-nineteenth century. The core of the pressure for building Railways In India came from London. In 1848, there was not a single kilometre of railway line in India. The country's first railway, built by the Great Indian Peninsula Railway (GIPR), opened in 1853, between Bombay and Thane. A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways from 1857 onwards. The Allahabad-Jabalpur branch line of the East Indian Railway had been opened in June 1867. Brereton was responsible for linking this with the GIPR, resulting in a combined network of 6,400 km. Hence it became possible to travel directly from Bombay to Calcutta. This route was officially opened on 7 March 1870 and it was part of the inspiration for French writer Jules Verne's book Around the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo concluded that "it was thought desirable that, if possible, at the earliest possible moment, the whole country should be covered with a network of lines in a uniform system".
By 1875, about £95 million were invested by British companies in India. Guaranteed railways. By 1880 the network had a route mileage of about 14,500 km, mostly radiating inward from the three major port cities of Bombay, Madras and Calcutta. By 1895, India had started building its own locomotives, and in 1896, sent engineers and locomotives to help build the Uganda Railways.
In 1900, the GIPR became a government owned company. The network spread to the modern day states of Assam, Rajputhana and Madras Presidency and soon various autonomous kingdoms began to have their own rail systems. In 1905, an early Railway Board was constituted, but the powers were formally vested under Lord Curzon. It served under the Department of Commerce and Industry and had a government railway official serving as chairman, and a railway manager from England and an agent of one of the company railways as the other two members. For the first time in its history, the Railways began to make a profit.
In 1907 almost all the rail companies were taken over by the government. The following year, the first electric locomotive made its appearance. With the arrival of World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse. Large scale corruption by British officials involved in the running of these railways companies was rampant. Profits were never reinvested in the development of British colonial India.
In 1920, with the network having expanded to 61,220 km, a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues.
The period between 1920 and 1929, was a period of economic boom; there were 66,000 km of railway lines serving the country; the railways represented a capital value of some 687 million sterling; and they carried over 620 million passengers and approximately 90 million tons of goods each year. Following the Great Depression, the railways suffered economically for the next eight years. The Second World War severely crippled the railways. Starting 1939, about 40% of the rolling stock including locomotives and coaches was taken to the Middle East, the railways workshops were converted to ammunitions workshops and many railway tracks were dismantled to help the Allies in the war. By 1946, all rail systems had been taken over by the government.
ORGANISATIONAL STRUCTURE
RAILWAY ZONES
Indian Railways is divided into 16 zones, which are further sub-divided into divisions. The number of zones in Indian Railways increased from six to eight in 1951, nine in 1966 and seventeen in 2003. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-eight divisions.
Each zone is headed by a general manager, who reports directly to the Railway Board. The zones are further divided into divisions, under the control of divisional railway managers (DRM). The divisional officers, of engineering, mechanical, electrical, signal and telecommunication, accounts, personnel, operating, commercial, security and safety branches, report to the respective Divisional Railway Manager and are in charge of operation and maintenance of assets. Further down the hierarchy tree are the station masters, who control individual stations and train movements through the track territory under their stations' administration.
RECRUITMENT AND TRAINING
Staff are classified into gazetted (Group 'A' and 'B') and non-gazetted (Group 'C' and 'D') employees. The recruitment of Group 'A' gazetted employees is carried out by the Union Public Service Commission through exams conducted by it. The recruitment to Group 'C' and 'D' employees on the Indian Railways is done through 20 Railway Recruitment Boards and Railway Recruitment Cells which are controlled by the Railway Recruitment Control Board (RRCB). The training of all cadres is entrusted and shared between six centralised training institutes.
ROLLING STOCK
LOCOMOTIVES
Locomotives in India consist of electric and diesel locomotives. The world's first CNG (Compressed Natural Gas) locomotives are also being used. Steam locomotives are no longer used, except in heritage trains. In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Alternating - on Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, Multi or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.In world level Ghaziabad is the largest manufacturer of Locomotive.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3D would be a 3400 hp loco and WDM-3F would be 3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class or WP class.
Diesel Locomotives are now fitted with Auxiliary Power Units which saves nearly 88% of Fuel during the idle time when train is not running.
GOODS WAGONS
The number of goods wagons was 205,596 on 31 March 1951 and reached the maximum number 405,183 on 31 March 1980 after which it started declining and was 239,321 on 31 March 2012. The number is far less than the requirement and the Indian Railways keeps losing freight traffic to road. Indian Railways carried 93 million tonnes of goods in 1950–51 and it increased to 1010 million tonnes in 2012–13.
However, its share in goods traffic is much lower than road traffic. In 1951, its share was 65% and the share of road was 35%. Now the shares have been reversed and the share of railways has declined to 30% and the share of road has increased to 70%.
PASSENGER COACHES
Indian railways has several types of passenger coaches.
Electric Multiple Unit (EMU) coaches are used for suburban traffic in large cities – mainly Mumbai, Chennai, Delhi, Kolkata, Pune, Hyderabad and Bangalore. These coaches numbered 7,793 on 31 March 2012. They have second class and first class seating accommodation.
The coaches used in Indian Railways are produced at Integral Coach Factory, Rail Coach Factory.Now,they are producing new LHB coaches.
Passenger coaches numbered 46,722 on 31 March 2012. Other coaches (luggage coach, parcel van, guard's coach, mail coach, etc.) numbered 6,560 on 31 March 2012.
FREIGHT
Indian Railways earns about 70% of its revenues from freight traffic (₹686.2 billion from freight and ₹304.6 billion from passengers in 2011–12). Most of its profits come from transporting freight, and this makes up for losses on passenger traffic. It deliberately keeps its passenger fares low and cross-subsidises the loss-making passenger traffic with the profit-making freight traffic.
Since the 1990s, Indian Railways has stopped single-wagon consignments and provides only full rake freight trains
Wagon types include:
BOXNHL
BOBYN
BCN
BCNHL
TECHNICAL DETAILS
TRACK AND GAUGE
Indian railways uses four gauges, the 1,676 mm broad gauge which is wider than the 1,435 mm standard gauge; the 1,000 mm metre gauge; and two narrow gauges, 762 mm and 610 mm. Track sections are rated for speeds ranging from 75 to 160 km/h.
The total length of track used by Indian Railways is about 115,000 km while the total route length of the network is 65,000 km. About 24,891 km or 38% of the route-kilometre was electrified, as of 31 March 2014.
Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge - 1,676 mm - is the most widely used gauge in India with 108,500 km of track length (94% of entire track length of all the gauges) and 59,400 km of route-kilometre (91% of entire route-kilometre of all the gauges).
In some regions with less traffic, the metre gauge (1,000 mm) is common, although the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge has about 5,000 km of track length (4% of entire track length of all the gauges) and 4,100 km of route-kilometre (7% of entire route-kilometre of all the gauges).
The Narrow gauges are present on a few routes, lying in hilly terrains and in some erstwhile private railways (on cost considerations), which are usually difficult to convert to broad gauge. Narrow gauges have 1,500 route-kilometre. The Kalka-Shimla Railway, the Kangra Valley Railway and the Darjeeling Himalayan Railway are three notable hill lines that use narrow gauge, but the Nilgiri Mountain Railway is a metre gauge track. These four rail lines will not be converted under the Unigauge project.
The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47% (25,258 route-km) in 1951 to 86% in 2012 whereas the share of metre gauge has declined from 45% (24,185 route-km) to 10% in the same period and the share of narrow gauges has decreased from 8% to 3%. About 24,891 route-km of Indian railways is electrified.
Sleepers (ties) are made up of prestressed concrete, or steel or cast iron posts, though teak sleepers are still in use on a few older lines. The prestressed concrete sleeper is in wide use today. Metal sleepers were extensively used before the advent of concrete sleepers. Indian Railways divides the country into four zones on the basis of the range of track temperature. The greatest temperature variations occur in Rajasthan.
RESEARCH AND DEVELOPMENT
Indian Railways has a full-fledged organisation known as Research Designs and Standards Organisation (RDSO), located at Lucknow for all research, designs and standardisation tasks.
In August 2013, Indian Railways entered into a partnership with Indian Institute of Technology (Madras) to develop technology to tap solar energy for lighting and air-conditioning in the coaches. This would significantly reduce the fossil fuel dependency for Indian Railways.
Recently it developed and tested the Improved Automated Fire Alarm System in Rajdhani Express Trains. It is intended that the system be applied to AC coaches of all regular trains.
CURRENT AND FUTURE DEVELOPMENTS
In recent years, Indian Railways has undertaken several initiatives to upgrade its ageing infrastructure and enhance its quality of service. The Indian government plans to invest ₹905000 crore (US$137 billion) to upgrade the railways by 2020.
TOILETS ON RAILWAYS
In 2014, Indian Railways and DRDO developed a bio-toilet to replace direct-discharge toilets, which are currently the primary type of toilet used in railway coaches. The direct discharge of human waste from trains onto the tracks corrodes rails, costing Indian Railways tens of millions of rupees a year in rail-replacement work. Flushing a bio-toilet discharges human waste into an underfloor holding tank where anaerobic bacteria remove harmful pathogens and break the waste down into neutral water and methane. These harmless by-products can then be safely discharged onto the tracks without causing corrosion or foul odours. As part of its "Swachh Rail-Swachh Bharat" ("Clean Rail-Clean India") programme, Indian Railways plans to completely phase out direct-discharge toilets on its lines by 2020-2021. As of March 2015, 17,338 bio-toilets had been installed on newly built coaches, with all new coaches to have bio-toilets from 2016; older rolling stock will be retrofitted.
LOCOMOTIVE FACTORIES
In 2015, plans were disclosed for building two locomotive factories in the state of Bihar, at Madhepura (diesel locomotives) and at Marhowra (electric locomotives). Both factories involve foreign partnerships. The diesel locomotive works will be jointly operated in a partnership with General Electric, which has invested ₹2052 crore (US$310 million) for its construction, and the electric locomotive works with Alstom, which has invested ₹1293.57 crore (US$195 million). The factories will provide Indian Railways with 800 electric locomotives of 12,000 horse power each, and a mix of 1,000 diesel locomotives of 4,500 and 6,000 horsepower each. In November 2015, further details of the ₹14656 crore (US$2 billion) partnership with GE were announced: Indian Railways and GE would engage in an 11-year joint venture in which GE would hold a majority stake of 74%. Under the terms of the joint venture, Indian Railways would purchase 100 goods locomotives a year for 10 years beginning in 2017; the locomotives would be modified versions of the GE Evolution series. The diesel locomotive works will be built by 2018; GE will import the first 100 locomotives and manufacture the remaining 900 in India from 2019, also assuming responsibility for their maintenance over a 13-year period. In the same month, a ₹20000 crore (US$3 billion) partnership with Alstom to supply 800 electric locomotives from 2018 to 2028 was announced.
LINKS TO ADJACENT COUNTRIES
EXISTING RAIL LINKS
Nepal – Break-of-gauge – Gauge conversion under uni-gauge project
Pakistan – same Broad Gauge. Thar Express to Karachi and the more famous Samjhauta Express international train from Lahore, Pakistan to Amritsar (Attari).
Bangladesh – Same Broad Gauge. The Maitri Express between Dhaka and Kolkata started in April 2008 using the Gede-Darsana route, in addition to a Freight Train service from Singhabad and Petrapole in India to Rohanpur and Benapole in Bangladesh. A second passenger link between Agartala, India and Akhaura Upazila, Bangladesh was approved by the Government of Bangladesh and India in September 2011.
UNDER CONSTRUCTUION / PROPOSED LINKS
Bhutan – railways under construction – Same gauge
Myanmar – Manipur to Myanmar (under construction)
Vietnam – On 9 April 2010, Former Union Minister of India, Shashi Tharoor announced that the central government is considering a rail link from Manipur to Vietnam via Myanmar.
Thailand – possible if Burma Railway is rebuilt.
TYPES OF PASSENGER SERVICES
Trains are classified by their average speed. A faster train has fewer stops ("halts") than a slower one and usually caters to long-distance travel.
ACCOMODATION CLASSES
Indian Railways has several classes of travel with or without airconditioning. A train may have just one or many classes of travel. Slow passenger trains have only unreserved seating class whereas Rajdhani, Duronto, Shatabdi, garib rath and yuva trains have only airconditioned classes. The fares for all classes are different with unreserved seating class being the cheapest. The fare of Rajdhani, Duronto and Shatabdi trains includes food served in the train but the fare for other trains does not include food that has to be bought separately. In long-distance trains a pantry car is usually included and food is served at the berth or seat itself. Luxury trains such as Palace on Wheels have separate dining cars but these trains cost as much as or more than a five-star hotel room.
A standard passenger rake generally has four unreserved (also called "general") compartments, two at the front and two at the end, of which one may be exclusively for ladies. The exact number of other coaches varies according to the demand and the route. A luggage compartment can also exist at the front or the back. In some mail trains a separate mail coach is attached. Lavatories are communal and feature both the Indian style as well as the Western style.
The following table lists the classes in operation. A train may not have all these classes.
1A First class AC: This is the most expensive class, where the fares are almost at par with air fare. There are eight cabins (including two coupes) in the full AC First Class coach and three cabins (including one coupe) in the half AC First Class coach. The coach has an attendant to help the passengers. Bedding is included with the fare in IR. This air conditioned coach is present only on popular routes and can carry 18 passengers (full coach) or 10 passengers (half coach). The sleeper berths are extremely wide and spacious. The coaches are carpeted, have sleeping accommodation and have privacy features like personal coupes. This class is available on broad gauge and metre gauge trains.
2A AC-Two tier: These air-conditioned coaches have sleeping berths across eight bays. Berths are usually arranged in two tiers in bays of six, four across the width of the coach and two berths longways on the other side of the corridor, with curtains along the gangway or corridor. Bedding is included with the fare. A broad gauge coach can carry 48 passengers (full coach) or 20 passengers (half coach). This class is available on broad gauge and metre gauge trains.
FC First class: Same as 1AC but without air conditioning. No bedding is available in this class. The berths are wide and spacious. There is a coach attendant to help the passengers. This class has been phased out on most of the trains and is rare to find. However narrow gauge trains to hill stations have this class.
3A AC three tier: Air conditioned coaches with 64 sleeping berths. Berths are usually arranged as in 2AC but with three tiers across the width and two longways as before giving eight bays of eight. They are slightly less well-appointed, usually no reading lights or curtained off gangways. Bedding is included with fare. It carries 64 passengers in broad gauge. This class is available only on broad gauge.
3E AC three tier (Economy): Air conditioned coaches with sleeping berths, present in Garib Rath Trains. Berths are usually arranged as in 3AC but with three tiers across the width and three longways. They are slightly less well-appointed, usually no reading lights or curtained off gangways. Bedding is not included with fare.
CC AC chair car: An air-conditioned seater coach with a total of five seats in a row used for day travel between cities.
EC Executive class chair car: An air-conditioned coach with large spacious seats and legroom. It has a total of four seats in a row used for day travel between cities. This class of travel is only available on Shatabdi Express trains.
SL Sleeper class: The sleeper class is the most common coach on IR, and usually ten or more coaches could be attached. These are regular sleeping coaches with three berths vertically stacked. In broad gauge, it carries 72 passengers per coach.
2S Seater class: same as AC Chair car, without the air-conditioning. These may be reserved in advance or may be unreserved.
UR Unreserved: The cheapest accommodation. The seats are usually made up of pressed wood in older coaches but cushioned seats are found in new coaches. These coaches are usually over-crowded and a seat is not guaranteed. Tickets are issued in advance for a minimum journey of more than 24 hours. Tickets issued are valid on any train on the same route if boarded within 24 hours of buying the ticket.
At the rear of the train is a special compartment known as the guard's cabin. It is fitted with a transceiver and is where the guard usually gives the all clear signal before the train departs.
UNESCO WORLD HERITAGE SITES
There are two UNESCO World Heritage Sites on Indian Railways. – The Chatrapati Shivaji Terminus and the Mountain Railways of India. The latter consists of three separate railway lines located in different parts of India:
- Darjeeling Himalayan Railway, a narrow gauge railway in West Bengal.
- Nilgiri Mountain Railway, a 1,000 mm metre gauge railway in the Nilgiri Hills in Tamil Nadu.
- Kalka-Shimla Railway, a narrow gauge railway in the Shivalik mountains in Himachal Pradesh. In 2003 the railway was featured in the Guinness Book of World Records for offering the steepest rise in altitude in the space of 96 kilometre.
NOTABLE TRAINS
TOURIST TRAINS
Palace on Wheels is a specially designed luxury tourist train service, frequently hauled by a steam locomotive, for promoting tourism in Rajasthan. The train has a 7 nights & 8 days itinerary, it departs from New Delhi (Day 1), and covers Jaipur (Day 2), Sawai Madhopur and Chittaurgarh (Day 3), Udaipur (Day 4), Jaisalmer (Day 5), Jodhpur (Day 6), Bharatpur and Agra (Day 7), return to Delhi (Day 8).
Royal Rajasthan on Wheels a luxury tourist train service covers various tourist destinations in Rajasthan. The train takes tourists on a 7-day/8-night tour through Rajasthan. The train starts from New Delhi's Safdarjung railway station (Day 1), and has stops at Jodhpur (Day 2), Udaipur and Chittaurgarh (Day 3), Ranthambore National Park and Jaipur (Day 4), Khajuraho (Day 5), Varanasi and Sarnath (Day 6), Agra (Day 7) and back to Delhi (Day 8).
Maharaja Express a luxury train operated by IRCTC runs on five circuits covering more than 12 destinations across North-West and Central India, mainly centered around Rajasthan between the months of October to April.
Deccan Odyssey luxury tourist train service covers various tourist destinations in Maharashtra and Goa. The 7 Nights / 8 Days tour starts from Mumbai (Day 1) and covers Jaigad Fort, Ganapatipule and Ratnagiri (Day 2), Sindhudurg, Tarkarli and Sawantwadi (Day 3), Goa (Day 4), Kolhapur and Pune (Day 5), Aurangabad and Ellora Caves (Day 6), Ajanta Caves and Nashik (Day 7), and back to Mumbai (Day 8).
The Golden Chariot luxury train runs on two circuits Pride of the South and Splendor of the South.
Mahaparinirvan Express an a/c train service also known as Buddhist Circuit Train which is run by IRCTC to attract Buddhist pilgrims. The 7 nights/8 Days tour starts from New Delhi (Day 1) and covers Bodh Gaya (Day 2), Rajgir and Nalanda (Day 3), Varanasi and Sarnath (Day 4), Kushinagar and Lumbini (Day 5 and 6), Sravasti (Day 7), Taj Mahal (Agra) (Day 8) before returning to New Delhi on (Day 8).
OTHER TRAINS
- Samjhauta Express is a train that runs between India and Pakistan. However, hostilities between the two nations in 2001 saw the line being closed. It was reopened when the hostilities subsided in 2004. Another train connecting Khokhrapar (Pakistan) and Munabao (India) is the Thar Express that restarted operations on 18 February 2006; it was earlier closed down after the 1965 Indo-Pak war.
- Lifeline Express is a special train popularly known as the "Hospital-on-Wheels" which provides healthcare to the rural areas. This train has a carriage that serves as an operating room, a second one which serves as a storeroom and an additional two that serve as a patient ward. The train travels around the country, staying at a location for about two months before moving elsewhere.
- Fairy Queen is the oldest operating locomotive in the world today, though it is operated only for specials between Delhi and Alwar. John Bull, a locomotive older than Fairy Queen, operated in 1981 commemorating its 150th anniversary. Gorakhpur railway station also has the distinction of being the world's longest railway platform at 1,366 m. The Ghum station along the Darjeeling Toy Train route is the second highest railway station in the world to be reached by a steam locomotive. The Mumbai–Pune Deccan Queen has the oldest running dining car in IR.
- Vivek Express, between Dibrugarh and Kanyakumari, has the longest run in terms of distance and time on Indian Railways network. It covers 4,286 km in about 82 hours and 30 minutes.
- Bhopal Shatabdi Express is the fastest train in India today having a maximum speed of 160 km/h on the Faridabad–Agra section. The fastest speed attained by any train is 184 km/h in 2000 during test runs.
- Special Trains are those trains started by Indian Railways for any specific event or cause which includes Jagriti Yatra trains, Kumbh Mela Trains., emergency trains, etc.
- Double-decker AC trains have been introduced in India. The first double decker train was Pune-Mumbai Sinhagad express plying between Pune and Mumbai while the first double-decker AC train in the Indian Railways was introduced in November 2010, running between the Dhanbad and Howrah stations having 10 coaches and 2 power cars. On 16 April 2013, Indian Railways celebrated its 160 years of nationwide connectivity with a transportation of 23 million passengers in a day.
PROBLEMS AND ISSUES
Indian Railways is cash strapped and reported a loss of ₹30,000 crores (₹300bn) in the passenger segment for the year ending March 2014. Operating ratio, a key metric used by Indian railways to gauge financial health, is 91.8% in the year 2014-15. Railways carry a social obligation of over ₹20,000 crores (₹200bn $3.5bn). The loss per passenger-km increased to 23 paise by the end of March 2014. Indian Railways is left with a surplus cash of just ₹690 crores (₹6.9bn $115mn) by the end of March 2014.
It is estimated that over ₹ 5 lakh crores (₹5 trillion) (about $85 bn at 2014 exchange rates) is required to complete the ongoing projects alone. The railway is consistently losing market share to other modes of transport both in freight and passengers.
New railway line projects are often announced during the Railway Budget annually without securing additional funding for them. In the last 10 years, 99 New Line projects worth ₹ 60,000 crore (₹600bn) were sanctioned out of which only one project is complete till date, and there are four projects that are as old as 30 years, but are still not complete for one reason or another.
Sanjay Dina Patil a member of the Lok Sabha in 2014 said that additional tracks, height of platforms are still a problem and rise in tickets, goods, monthly passes has created an alarming situation where the common man is troubled.
WIKIPEDIA
Indian Railways [KVR] ZDM-3 167 approaches Pathankot Junction with Train 2PB at the end of the 141kms journey from Baijnath Paprola.
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
A morning scene at Baijnath Paprola in Himachal Pradesh. Indian Railways, KVR locomotive ZDM-4A 219 adds additional stock to the coaches it had earlier worked from Joginder Nagar. Train 2PBJ would then depart at 10:45 to continue its journey to Pathankot Junction in Punjab. The Dhauladhar Range of the Himalayas provide the impressive backdrop.
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
Whining GZB WAP-7 #30383 storming through Misrod @ good speed powering bang on time running 11058 ASR-CSTM "PATHANKOT" Express.
Kangra Valley Railway [KVR] ZDM-4A 219 had not long arrived at Baijnath Paprola with Train 2PBJ, the 07:20 morning service from Joginder Nagar. Three additional coaches would be added for the later departure of the train to Pathankot Junction in Punjab.
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
KVR ZDM-3 185 at Guler with Train 4PB, the 07:20 Baijnath Paprola to Pathankot Junction. Note the troop of macaque monkeys that had turned up just before the train arrived in anticipation of some easy food.
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
Advertising & Fashion Photographer Surinder Singh (+91-9971008151) Rohini, New Delhi, India.
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Kangra Valley Railway (KVR) ZDM-3 185 arrives at Guler with Train 4PB, the 07:20 Baijnath Paprola to Pathankot Junction.
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
Ludhiana WDM3A 16662 at Pathankot Jucntion having just run-round with train(s) 18102/18310, the 14:20 Jammu Tawi - Sambalpur/Tatanagar "Muri" Express(es). It would work as far as Amritsar Junction where an electric would go forward, after another reversal. Tuesday 13th March 2018.
GZB's aggressive "HUNK" WAP-5 #30002 blasting towards MANDIDEEP @ good speed taking charge of 35 mins late running 11058 ASR-LTT "PATHANKOT" Express..
ZDM3 No. 178 departs Palampur Himanchal with train 52465 06h20 Pathankot Jn to Joginder Nagar Passenger on 18th April 2019.
PTK based ZDM-4A #236 led 52463 Pathankot - Baijnath Paprola Passenger heads towards Jawan Wala Shehar as the sun rises.
Meanwhile, as the sun rises and morning mist begins to lift up, the Pathankot bound passenger train emerges out of woods!
Pic: Aswin Kumar
As our Baijnath Paprola bound Passenger enterd Nagrota station, apart from people from all walks of life, a Pathankot bound train was also seen waiting.
Twin-tone honking GZB WAP-5 #30040 accelerating towards HABIBGANJ taking charge of 21 mins late running 11057 LTT-ASR "PATHANKOT" Express.
Manali is a hill station nestled in the mountains of the Indian state of Himachal Pradesh near the northern end of the Kullu Valley, at an altitude of 2,050 m in the Beas River Valley. It is located in the Kullu district, about 270 km north of the state capital, Shimla. The small town, with a population of 8,096, is the beginning of an ancient trade route to Ladakh and from there over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. It is a popular tourist destination and serves as the roadway to other northern hill stations.
GEOGRAPHY
Manali is located at 32.2396 N, 77.1887 E, about 40 km north of Kullu town. The town ranges in elevation from 1,800 m to 2,000 m in the uppermost Old Manali section.
DEMOGRAPHICS
Manali is a small town; as of the 2011 census of India, its population was 8,096. In 2001, Manali had an official population of 6,265. Males constituted 64% of the population and females 36%. Manali had an average literacy rate of 74%, higher than the national average of 59.5%; male literacy was 80%, and female literacy was 63%. 9% of the population was under six years of age.
CLIMATE
The climate in Manali is predominantly cold during winters, and moderately cool during summers. The temperatures range from 4 °C to 20 °C over the year. The average temperature during summer is between 04 °C and 15 °C, and between −15 °C and 05 °C in the winter. Monthly precipitation varies between 31 mm in November to 217 mm in July. In average, some 45 mm of precipitation is received during winter and spring months, increasing to some 115 mm in summer as the monsoon approaches. The average total annual precipitation is 1,363 mm. Snowfall often takes place between November end to early February. The weather in Manali is not stable.
HISTORY
Manali is named after the lawgiver Manu. The word Manali is regarded as the changed name of "Manu-Alaya" which literally means "the abode of Manu". Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is also often referred to as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
The British introduced apple trees and trout. The first apple orchard was set up by the British near Patlikuhl, which were earlier not native to Manali. It is said that when apple trees were first planted, the fruits were so plentiful that often branches, unable to bear the weight, would collapse. To this day, apple - along with plum and pear - remain the best source of income for the majority of inhabitants.
Tourism in Manali received a boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with many hotels and restaurants.
TRANSPORT
AIR
The nearest airport Bhuntar Airport (IATA code KUU) is at Bhuntar town, situated on NH21 about 50 km south of Manali and 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Air India and some private airlines have regular flights to the airport. Recently Himalayan Bulls in collaboration with Deccan Charters have started flights on Kullu-Chandigarh-Kullu sector thrice a day. Daily flight service (except Tuesday) has been started by 15May 2013 at Bhunter airport by Air India from Delhi to Bhunter and vice versa. Chandigarh Airport is the nearest international airport.
ROAD
Manali can be reached from Delhi by national highway NH 1 up to Ambala and from there NH 22 to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar, Mandi and Kullu towns. The road distance from Chandigarh to Manali is 316 km, and the total distance from Delhi to Manali is 566 km. Buses (including Volvo and Mercedes Benz) on this route are available from all major bus terminals.
RAIL
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (275 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 kilometres).
See Bilaspur-Mandi-Leh Railway for the proposed railway line through this area.
WIKIPEDIA
Freshly painted GZB WAP-7 #30247 thrashing through lush green MISROD @ MPS hauling 11057 CSTM-ASR "PATHANKOT" Express.
Dharamshala (also Dharamsala) is a city and a municipal council in Kangra district in the Indian state of Himachal Pradesh. It is the district headquarters. It was formerly known as Bhagsu. The Dalai Lama's residence in McLeodGanj and the headquarters of Central Tibetan Administration (the Tibetan government in exile) are in Dharamshala. Dharamshala is 18 kilometres from Kangra.
DESCRIPTION
Dharamshala is a city in the upper reaches of the Kangra Valley and is surrounded by dense coniferous forest consisting mainly of stately Deodar cedar trees. The suburbs include McLeodGanj, Bhagsunath, Dharamkot, Naddi, ForsythGanj, Kotwali Bazaar (the main market), Kaccheri Adda (government offices such as the court, police, post, etc.), Dari, Ramnagar, Sidhpur, and Sidhbari (where the Karmapa is based).
The village of McLeodGanj, lying in the upper reaches, is known worldwide for the presence of the Dalai Lama. On 29 April 1959, the 14th Dalai Lama (Tenzin Gyatso) established the Tibetan exile administration in the north Indian hill station of Mussoorie. In May 1960, the Central Tibetan Administration (CTA) was moved to Dharamshala.
Dharamshala is the centre of the Tibetan exile world in India. Following the 1959 Tibetan uprising there was an influx of Tibetan refugees who followed the 14th Dalai Lama. His presence and the Tibetan population has made Dharamshala a popular destination for Indian and foreign tourists, including students studying Tibet.
One of the main attractions of Dharamshala is Triund hill. Jewel of Dharamshala, Triund is one day trek at the upper reaches of McLeodGanj, about 9 km from McLeodGanj.
ETYMOLOGY
Dharamshala (Devanagari: धर्मशाला; ITRANS: Dharmashaalaa; IAST: Dharmaśālā) is a Hindi word (derived from Sanskrit) that is a compound of dharma (धर्म) and shālā (शाला). A loose translation into English would be 'spiritual dwelling' or, more loosely, 'sanctuary'. Rendering a precise literal translation into English is problematic due to the vast and conceptually rich semantic field of the word dharma and the cultural aspect of India.
In common Hindi usage, the word dharamshala refers to a shelter or rest house for spiritual pilgrims. Traditionally, such dharamshalas (pilgrims' rest houses) were commonly constructed near pilgrimage destinations (often in remote areas) to give visitors a place to sleep for the night. When the first permanent settlement was created in the place now called Dharamshala, there was one such pilgrims' rest house on the site, and the settlement took its name from that dharamshala.
HISTORY
BEFORE THE RAJ
From the earliest times until the British Raj, Dharamshala and its surrounding area was ruled by the Katoch Dynasty of Kangra. The Katoch Dynasty is said to be the oldest serving Royal Family in the world. The Royal Family still keeps a residence in Dharamshala, known as 'Clouds End Villa'.
The indigenous people of the Dharamshala area (and the surrounding region) are the Gaddis, a predominantly Hindu group who traditionally lived a nomadic or semi-nomadic (transhumant) lifestyle. Due to the lack of permanent settlements in the area, some Gaddis lost their seasonal pastures and farmland when the British and the Gurkhas arrived to settle.
SETTLESMENT BY THE BRITISH AND THE GURKHAS
In 1848, the area now known as Dharamshala was annexed by the British.
"Dharamsāla lies on a spur of the Dhaola Dhār, 16 miles north-east of Kāngra, in the midst of wild and picturesque scenery. It originally formed a subsidiary cantonment for the troops stationed at Kāngra, and was first occupied as a station in 1849, when a site was required for a cantonment to accommodate a Native regiment which was being raised in the District. A site was found upon the slopes of the Dhaola Dhār, in a plot of waste land, upon which stood an old Hindu resthouse, or dharmsāla, whence the name adopted for the new cantonment. The civil authorities, following the example of the regimental officers, and attracted by the advantages of climate and scenery, built themselves houses in the neighbourhood of the cantonment; and in 1855 the new station was formally recognised as the head-quarters of the [Kāngra] District."
In 1860, the 66th Gurkha Light Infantry was moved from Kangra, Himachal Pradesh to Dharamshala, which was at first made a subsidiary cantonment. An ideal position for the new base was found on the slopes of the Dhauladhar Hills, near the site of a Hindu sanctuary, or Dharamshala, hence the name of the town. The Battalion was later renamed the historic 1st Gurkha Rifles, this was the beginning of the legend of the Gurkhas, also known as the 'Bravest of the Brave'. Consequently, fourteen Gurkha platoon villages grew from this settlement, and exist to this day, namely Dari, Ramnagar, Shyamnagar, Dal, Totarani, Khanyara, Sadher, Chaandmaari, Sallagarhi, Sidhbari, Yol, and so on. The Gurkhas worshipped at the ancient Shiva temple of Bhagsunag. The Gurkhas referred to Dharamshala as 'Bhagsu' and referred to themselves as Bhagsuwalas.
The 21st Gurkha Regiment from Dharamshala performed heroic feats during World War I and the North West Frontier Province campaigns. The Gurkha cantonment then reached its zenith during World War II, when battalions from Dharamshala made history. Many place names in the town still retain their former cantonment terminologies: Depot Bazaar, Pensioners' Lines, Tirah Lines (named after the 19th century Tirah Campaign), Bharatpore Lines (named after the 1826 Battle of Bharatpore).
The second Lord Elgin, Viceroy of India died here (at the 1st Gurkha Rifles Officers' Mess) in 1863 and is buried in the cemetery of St. John in the Wilderness, a small Anglican church distinguished by its stained-glass windows. Dharamshala became a popular hill station for the British working in or near Delhi, offering a cool respite during the hot summer months.
"Before the earthquake of 1905, the upper part of the station, which rises to a height of 2,168 metres, contained the European houses, the station church, and the officers' mess and lines of the 1st Gurkhas, together with the public gardens, post office, and two bazars, the Forsythganj and McLeodganj. The public offices, a bazar, and a few European houses made up the lower station, as low as 1,372 metres. The 1st battalion of the 1st Gurkhas used to be stationed here, but was moved to the upper station in 1894-5.... The public gardens, which were, before the earthquake, laid out with much taste in lawns and terraces, contained a valuable collection of indigenous and imported trees and shrubs, and were overlooked by the Assembly Rooms, a handsome building comprising a public hall, a library and reading-room and a billiard-room. The church was beautifully situated in a recess of the mountain."
In 1905, the Kangra valley suffered a major earthquake. On April 4 of that year, the earth shook, demolishing much of the cantonment and the neighbouring city of Kangra, Himachal Pradesh as well as the Bhagsunag temple. Altogether, the 1905 Kangra earthquake killed 20,000 people. "1,625 persons perished at Dharamsāla alone, including 15 Europeans and 112 of the Gurkha garrison."
The Gurkhas rebuilt the town along with the temple, which today is acknowledged as the 1st Gurkha Rifles' heritage. The British had planned to make Dharamshala the summer capital of India, but moved to Shimla after the disaster.
Not only did the Gurkhas of Dharmshala make a major contribution to India's defence, many were freedom fighters for the Indian National Army, which had been founded by Netaji Subhas Chandra Bose. The Indian National Army Captain Ram Singh Thakur, a Gurkha from the village of Khanyara, composed some of India's most popular and stirring patriotic songs, including "Kadam Kadam Badaye Ja". He is acknowledged so by the Netaji Research Bureau, Kolkata. The important contribution of the noted Gurkha social commentator, the late Master Mitrasen Thapa, from the village of Totarani, has been acknowledged by the Himachal Pradesh government. Recently, a park dedicated to the memory of the late Brigadier Sher Jung Thapa, MVC, the 'Hero of Skardu', has been opened alongside the road between Lower and Upper Dharamshala.
ESTABLISHMENT OF TIBETAN EXILE COMMUNITY
The Tibetan settlement of Dharamshala began in 1959, when His Holiness the Dalai Lama had to flee Tibet and the Prime Minister of India allowed him and his followers to settle in McLeodGanj (in Upper Dharmshala), a former colonial British summer picnic spot. There they established the "government-in-exile" in 1960. Dharamshala had been connected with Hinduism and Buddhism for a long time, many monasteries having been established there in the past, by Tibetan immigrants in the 19th century. In 1970, The Dalai Lama, Tenzin Gyatso, opened the Library of Tibetan Works and Archives which houses over 80,000 manuscripts and other important resources related to Tibetan history, politics and culture. It is considered one of the most important institutions for Tibetology in the world, the new director is Geshe Lahkdor, the old translator of H.H. the Dalai Lama.
Several thousand Tibetan exiles have now settled in the area, and most live in and around McLeodGanj in Upper Dharamshala, where they have built monasteries, temples and schools. McLeodGanj is sometimes known as 'Little Lhasa", after the Tibetan capital city, or 'Dhasa' (a compound of 'Dharamshala' and 'Lhasa'). It has become an important tourist destination with many hotels and restaurants, leading to growth in tourism and commerce.
Dharamshala is the winter capital of Himachal Pradesh. The Legislative Assembly is at Sidhbari, near the Chinmaya Tapovan Ashram, and the winter sessions of the Government are held there.
GEOGRAPHY
Dharamshala has an average elevation of 1457 metres, covering an area of almost 8.51 km².
Dharamsala is located in the Kangra Valley, in the shadow of the Dhauladhar mountains.
The city is divided into two distinct sections. Kotwali Bazaar and the surrounding markets are referred to as "Lower Dharamshala" or just "Dharamshala." Further up the mountain is McLeodGanj separated in between by the village of Ganchen Kyishong, the home of the Tibetan government-in-exile. A steep, narrow road connects McLeodGanj from Dharamshala and is only accessible to taxis and small cars, while a longer road winds around the valley for use by buses and trucks. McLeodGanj is surrounded by pine, Himalayan oak, and rhododendron.
The main crops grown in the valleys below are rice, wheat and tea.
CONNECTIONS
Dharamshala town is reached by Gaggal Airport, (IATA: DHM, ICAO: VIGG), about 15 km to the town's south and about 10 km north of Kangra, Himachal Pradesh town. To reach Dharamshala by train, one has to reach Kangra, Himachal Pradesh town by Kangra Valley Railway line from Pathankot 94 km away and then take a bus or a taxi.
Pathankot is a broad gauge railway head. There is another railway line from Pathankot to Jogindernagar, a part of the Mandi District of Himachal Pradesh, which is a narrow-gauge line. The nearest station to Dharamshala on this line is Chamunda Marg, half an hour away, where a Shaktipitha is; the town is well connected by road to other parts of the country.
Buses of all classes (deluxe, air-conditioned, and regular) drive daily between Dharamshala and major cities such as Chandigarh, Delhi, and Shimla. Several buses each night connect McLeodGanj with Majnu Ka Tila, the Tibetan settlement in Delhi.
CLIMATE
Dharamshala has a monsoon-influenced humid subtropical climate (Cwa). Summer starts in early April, peaks in early June (when temperatures can reach 36 °C) and last till mid-June. From July to mid-September is the monsoon season when up to 3000 mm of rainfall can be experienced, making Dharamshala one of the wettest places in the state. Autumn is mild and lasts from October to the end of November.
Autumn temperatures average around 16–17 °C. Winter starts in December and continues until late February. Snow and sleet are common during the winter in upper Dharamshala (including McLeodganj, Bhagsu Nag and Naddi). Lower Dharamshala receives little solid precipitation except hail. The snowfall of January 7, 2012 was an exception. It was caused by deep low pressure entering the Kangra district. Winter is followed by a short, pleasant spring until April. Historically, the Dhauladhar mountains used to remain snow-covered all year long, however, in recent years they have been losing their snow blanket during dry spells.
The best times to visit are the autumn and spring months.
TREKKING
Dharamshala is a starting point to a number of trekking trails that especially lead trekkers across Dhauladhar into the upper Ravi Valley and Chamba district. En route, you cross through forests of deodar, pine, oak and rhododendron, and pass streams and rivers and wind along vertiginous cliff tracks, and the occasional lake waterfall and glacier.
A 2-km amble takes one to Bhagsu, and then a further 3-km walk will lead the trekkers to Dharamkot. If one wishes to go on a longer walk then he/she can trek 8-km to Triund. The snow line of Ilaqa Got is just a 5-km walk.
Other trekking trails that lead you to Chamba from Dharamshala are:
Toral Pass (4575m) which begins from Tang Narwana (1150m) that is nearly 10 km from Dharamshala
Across Bhimghasutri Pass (4580m) via near-vertical rocky ascents, steep cliffs and dangerous gorges. This is a highly difficult level trek and takes around six days to complete.
Dharamshala—Bleni Pass (3710m) – Dunali. Compared to other trekking trails, this one is much easier and takes around four or five-days to complete. The trek leads you through alpine pastures, woods, and streams, before ending at Dunali, on the Chamba road.
Dharamshala is an ideal destination for rock climbing enthusiasts. One can go rock climbing over the ridges of the Dhauladhar range.
Kareri lake (near kareri village) is also a famous trekking destination for travellers.
PLACES OF ATTRACTION
Naam Art Gallery The exhibition in ‘NAAM ART GALLERY’ exhibits paintings by Elsbeth Buschmann - watercolours and acrylics - and oil paintings by Alfred W. Hallett. Elsbeth Buschmann, is a professional painter from Germany, having studied painting in London and Paris . She lived in many countries where she held exhibitions, especially in the USA where she received various awards. Her paintings are in private collections in Germany, USA, Scotland, India and Switzerland. In India she held solo exhibitions at AIFAX, New Delhi and TAG, the Art Gallery of the Taj Mahal Hotel, Mumbai. She also took part in ‘The Himalayan National Exhibition of Art’ and was awarded. Open 10am to 7.00pm (Monday Closed) Mobile 098160-43708
Masrur (or Masroor): The major attraction of this place is the fifteen exquisitely carved monolithic rock temples dating back to the 8th century. The carvings of these temples are similar to Kailash temple at Ellora. In the sanctum of the main temple, one can find images of Lord Ram, and the Goddesses Sita and Lakshmi. Masrur is 40 km south of Kangra, Himachal Pradesh at 32°4′22″N 76°8′14″E. Template: Jama Masjid, Kotwali Bazar, Dharamshala.
Bhagsu Waterfall: This waterfall is in Bhagsu, 2 km from McLeodGanj. It lies behind the Bhagsunag Temple. During Monsoon, the fall turns into a 30 feet cascade.
Bhagsunag Temple: Temple of god Shiva situated around 2 km from McLeodGanj Bazaar. Constructed by 1 GR by around 1800 century and then worshipped majorly by 14 Gukha platoon villages in Dharamshala. Very next to Bhagsunag temple is a water fall, one of the major tourist attraction spot in Dharamshala.
Kangra Museum: Situated close to the bus stand, Kangra Art Museum is a unique museum displaying the artifacts of Tibetan and Buddhist cultures. This is a treasure of Kangra valley’s cultural past, crafts, arts and other ancient artifacts. Some of the displayed items in the museum are dating back to the 5th century.
Kangra Museum encloses a gallery consisting of miniature paintings of Kangra’s rich past, pottery, rare coin memorabilia, sculptures and anthropological materials. It has a varied collection of tribal jewelry, embroidered costumes and wood carvings. A section dedicated to contemporary artworks adds the attraction to the museum.
Tourists can easily reach by bus or taxi and it will take 30 mins to one hour to see the museum. While visiting the museum, never miss to explore the Kotwali bazar.
Kunal Pathri Temple: This temple is dedicated to Goddess Kalpeshwari and is 3 km from the Kotwali Bazaar. It's believed that a part of Goddess Sati's skull fell here when Lord Shiva was carrying the charred body of the Goddess; hence the name of the temple.
Chamunda Temple: This temple is around 15 km from Dharamshala on the right bank of river Baner on the Mandi-Pathankot highway. According to mythology, Goddess Kali killed the demons Chand and Mund at this place.
Dal Lake: The Lake is spread in an area of 1 km and is bounded by rhododendrons, deodars, and junipers forest. Annually, a fair is held at the Kali Temple near the Lake. There is another temple close to the lake that is dedicated to sage Durvasa. Dal Lake is 2 km walk westwards from McLeodGanj bazaar.
Triund: Triund is nestled in the foothills of Dhauladhar and is around 17 km from Dharamshala. It's a trekking destination from McLeodGanj, and offers magnificent vistas of the mountains and valleys. The nightstays are in the hoods, small time caves, that local gaddis with their goat herds use as shelters from rains during the daytime.
Naddi: This scenic picnic spot is located 5 km northwest of McLeodGanj. Naddi offers a spectacular view of the Kangra valley. You can trek to Kareri Lake, Triund, and Guna Devi from here. It's becoming a popular destination for nature lovers.
Thaneek Pura or Thanik Pura is a hill station village (hamlet) in Chintpurni in the Una district of the state of Himachal Pradesh in India. It is near the Chintpurni Temple, which is a place of pilgrimage for both Hindus and Sikhs. The area is surrounded by the western Himalayas in the north and east in the smaller Shiwalik (or Shivalik) range bordering the state of Punjab.
McLeodGanj is around 9 km from Dharamshala. This place is famous for its markets, where one can shop for handicraft items, eat Tibetan food and visit statue of Lord Buddha.
Sidhbari : A village located 6 km from Dharamshala near Yol Cantonment and a place of historical spiritual significance. Attractions around Sidhbari include the Kapila Muni Cave, Chinmaya Ashram, Gyuto monastery, Aganjar Mahadev Temple and the newly constructed State legislature. The agricultural hamlet of Rakkar nearby is an ideal base to explore the rest of the Kangra district and experience the traditional lifestyle and mud architecture of the Gaddi community.
Adi Shakti Temple, Naddi
Aghanjar Mahadev
Bhagsu waterfall
Bhagsunath
Sheela Chowk
Bir - Popular destination for ecotourism, meditation studies, volunteering, and paragliding at Billing.
Brajeshwari Devi Temple
Chamunda Devi Mandir
Chinmaya Tapovan
Chime Gyatsarling Monastery, just behind of Norbulingka Institute, upper Sidhpur. 6 km from Dharmshala and 14 km from Gagal airport.
Dal Lake
Dari
Gopalpur Zoo and tea gardens
Dehra Gopipur
Dharamkot (2100 m)
Guna Devi Mandir amidst dense forest
Historical fort in Old Kangra, Himachal Pradesh. Adjoining the Fort is the Maharaja Sansar Chandra Museum, run by the Kangra Royal Family. The Museum provides audio guides for the fort and the museum.
Haripur Village (near Guler)
Pong Dam Lake
Indru Nag Temple
Kareri Lake
Khaniyara
Kunal Pathri
Lam Dal Lake
Library of Tibetan Works and Archives
Masrur (rock temple)
Namgyal Monastery
Narghota
Norbulingka Institute
Nurpur
Sidhbari
Church of St. John in the Wilderness
Tibetan Institute of Performing Arts
Triund (2975 m), a popular day hike or overnight trek. There is a forest rest house for overnight stay.
Tatwani and Machhrial
Trilokpur
Chime Gyatseling Monastery (Guru Padmasambhava)
Near Norbulingka Tibetan Institute
Jama Masjid kotwalibazar Dharamshala
WIKIPEDIAa
Scanned from a half frame Kodachrome slide (transparency)
Not exactly sure where this was - somewhere in that area!
NOTE - I just found an old diary with an account of the trip and will try and include some passages from it. The photo above was Dharamsala
FROM THE DIARY 2nd November 1971
"We decide to take a bus from Pathankot to Dharamsala, as a thirteen hour journey to Kullu seems a bit too much. The scenery on the way is almost tropical, with bananas, oranges and lemons growing everywhere while the road twists and turns across the plateau, cut frequently by shallow river valleys. As we near Dharamsala, the high mountains behind stand out very white against the sky with a new covering of snow. On arrival, we look for a hotel and see one place called the Tourist Hotel which is empty, dirty and depressing. We feel there must be something better around and head for the PWD Rest House where we are allowed to stay by a friendly chowkidar, although we do not have any permit.
For 6 rupees we have a comfortable furnished room, with our own toilet and bathroom and in the bathroom, an immersion heater, a rare sight in our price range in India. There is a little rain and a cold breeze in the early evening but later on the sky clears"
3rd Nov 1971
"We wake up this morning to a marvellous view of the mountains. The highest peaks are probably about 16,000 feet and snow is lying as low as 8,000. The range extends as far as one can see eastwards and westwards. This town must have the most spectacular situation of all the Himalayan hill resorts. At most hill stations the snow peaks are distant but at Dharamsala they loom directly over the town. We have to leave the PWD Rest House as some permit holders arrive but the Tourist Officer fixes us up with a very pleasant room at the Tourist Bungalow. This is anything but a "bungalow" - it's a Victorian era, large, rectangular, double storied building with large turret like projections at three corners. Each of the turrets has a single room on the ground and upper floor and instead of walls we have windows about two thirds of the way around our room. We find a restaurant, the Himalaya Vaishnava Restaurant, which does very good vegetarian food, just at the end of the main street.
In the afternoon, we set off on a path that runs near the Tourist Bungalow and walk past timbered houses and cultivated fields to a river valley. There are many irrigation channels and streams in this area and we see a family of otters. We cross the river by a footbridge and climb up the stone path for about an hour or so until we arrive on a ridge above the town. After a rest we descend again by a ridge path which takes us past a small hill top shrine. This shrine, like many others in India, contains ancient stone carvings which have somehow survived while the buildings which held them have long since fallen down or have been destroyed"
Dharamshala (also Dharamsala) is a city and a municipal council in Kangra district in the Indian state of Himachal Pradesh. It is the district headquarters. It was formerly known as Bhagsu. The Dalai Lama's residence in McLeodGanj and the headquarters of Central Tibetan Administration (the Tibetan government in exile) are in Dharamshala. Dharamshala is 18 kilometres from Kangra.
DESCRIPTION
Dharamshala is a city in the upper reaches of the Kangra Valley and is surrounded by dense coniferous forest consisting mainly of stately Deodar cedar trees. The suburbs include McLeodGanj, Bhagsunath, Dharamkot, Naddi, ForsythGanj, Kotwali Bazaar (the main market), Kaccheri Adda (government offices such as the court, police, post, etc.), Dari, Ramnagar, Sidhpur, and Sidhbari (where the Karmapa is based).
The village of McLeodGanj, lying in the upper reaches, is known worldwide for the presence of the Dalai Lama. On 29 April 1959, the 14th Dalai Lama (Tenzin Gyatso) established the Tibetan exile administration in the north Indian hill station of Mussoorie. In May 1960, the Central Tibetan Administration (CTA) was moved to Dharamshala.
Dharamshala is the centre of the Tibetan exile world in India. Following the 1959 Tibetan uprising there was an influx of Tibetan refugees who followed the 14th Dalai Lama. His presence and the Tibetan population has made Dharamshala a popular destination for Indian and foreign tourists, including students studying Tibet.
One of the main attractions of Dharamshala is Triund hill. Jewel of Dharamshala, Triund is one day trek at the upper reaches of McLeodGanj, about 9 km from McLeodGanj.
ETYMOLOGY
Dharamshala (Devanagari: धर्मशाला; ITRANS: Dharmashaalaa; IAST: Dharmaśālā) is a Hindi word (derived from Sanskrit) that is a compound of dharma (धर्म) and shālā (शाला). A loose translation into English would be 'spiritual dwelling' or, more loosely, 'sanctuary'. Rendering a precise literal translation into English is problematic due to the vast and conceptually rich semantic field of the word dharma and the cultural aspect of India.
In common Hindi usage, the word dharamshala refers to a shelter or rest house for spiritual pilgrims. Traditionally, such dharamshalas (pilgrims' rest houses) were commonly constructed near pilgrimage destinations (often in remote areas) to give visitors a place to sleep for the night. When the first permanent settlement was created in the place now called Dharamshala, there was one such pilgrims' rest house on the site, and the settlement took its name from that dharamshala.
HISTORY
BEFORE THE RAJ
From the earliest times until the British Raj, Dharamshala and its surrounding area was ruled by the Katoch Dynasty of Kangra. The Katoch Dynasty is said to be the oldest serving Royal Family in the world. The Royal Family still keeps a residence in Dharamshala, known as 'Clouds End Villa'.
The indigenous people of the Dharamshala area (and the surrounding region) are the Gaddis, a predominantly Hindu group who traditionally lived a nomadic or semi-nomadic (transhumant) lifestyle. Due to the lack of permanent settlements in the area, some Gaddis lost their seasonal pastures and farmland when the British and the Gurkhas arrived to settle.
SETTLESMENT BY THE BRITISH AND THE GURKHAS
In 1848, the area now known as Dharamshala was annexed by the British.
"Dharamsāla lies on a spur of the Dhaola Dhār, 16 miles north-east of Kāngra, in the midst of wild and picturesque scenery. It originally formed a subsidiary cantonment for the troops stationed at Kāngra, and was first occupied as a station in 1849, when a site was required for a cantonment to accommodate a Native regiment which was being raised in the District. A site was found upon the slopes of the Dhaola Dhār, in a plot of waste land, upon which stood an old Hindu resthouse, or dharmsāla, whence the name adopted for the new cantonment. The civil authorities, following the example of the regimental officers, and attracted by the advantages of climate and scenery, built themselves houses in the neighbourhood of the cantonment; and in 1855 the new station was formally recognised as the head-quarters of the [Kāngra] District."
In 1860, the 66th Gurkha Light Infantry was moved from Kangra, Himachal Pradesh to Dharamshala, which was at first made a subsidiary cantonment. An ideal position for the new base was found on the slopes of the Dhauladhar Hills, near the site of a Hindu sanctuary, or Dharamshala, hence the name of the town. The Battalion was later renamed the historic 1st Gurkha Rifles, this was the beginning of the legend of the Gurkhas, also known as the 'Bravest of the Brave'. Consequently, fourteen Gurkha platoon villages grew from this settlement, and exist to this day, namely Dari, Ramnagar, Shyamnagar, Dal, Totarani, Khanyara, Sadher, Chaandmaari, Sallagarhi, Sidhbari, Yol, and so on. The Gurkhas worshipped at the ancient Shiva temple of Bhagsunag. The Gurkhas referred to Dharamshala as 'Bhagsu' and referred to themselves as Bhagsuwalas.
The 21st Gurkha Regiment from Dharamshala performed heroic feats during World War I and the North West Frontier Province campaigns. The Gurkha cantonment then reached its zenith during World War II, when battalions from Dharamshala made history. Many place names in the town still retain their former cantonment terminologies: Depot Bazaar, Pensioners' Lines, Tirah Lines (named after the 19th century Tirah Campaign), Bharatpore Lines (named after the 1826 Battle of Bharatpore).
The second Lord Elgin, Viceroy of India died here (at the 1st Gurkha Rifles Officers' Mess) in 1863 and is buried in the cemetery of St. John in the Wilderness, a small Anglican church distinguished by its stained-glass windows. Dharamshala became a popular hill station for the British working in or near Delhi, offering a cool respite during the hot summer months.
"Before the earthquake of 1905, the upper part of the station, which rises to a height of 2,168 metres, contained the European houses, the station church, and the officers' mess and lines of the 1st Gurkhas, together with the public gardens, post office, and two bazars, the Forsythganj and McLeodganj. The public offices, a bazar, and a few European houses made up the lower station, as low as 1,372 metres. The 1st battalion of the 1st Gurkhas used to be stationed here, but was moved to the upper station in 1894-5.... The public gardens, which were, before the earthquake, laid out with much taste in lawns and terraces, contained a valuable collection of indigenous and imported trees and shrubs, and were overlooked by the Assembly Rooms, a handsome building comprising a public hall, a library and reading-room and a billiard-room. The church was beautifully situated in a recess of the mountain."
In 1905, the Kangra valley suffered a major earthquake. On April 4 of that year, the earth shook, demolishing much of the cantonment and the neighbouring city of Kangra, Himachal Pradesh as well as the Bhagsunag temple. Altogether, the 1905 Kangra earthquake killed 20,000 people. "1,625 persons perished at Dharamsāla alone, including 15 Europeans and 112 of the Gurkha garrison."
The Gurkhas rebuilt the town along with the temple, which today is acknowledged as the 1st Gurkha Rifles' heritage. The British had planned to make Dharamshala the summer capital of India, but moved to Shimla after the disaster.
Not only did the Gurkhas of Dharmshala make a major contribution to India's defence, many were freedom fighters for the Indian National Army, which had been founded by Netaji Subhas Chandra Bose. The Indian National Army Captain Ram Singh Thakur, a Gurkha from the village of Khanyara, composed some of India's most popular and stirring patriotic songs, including "Kadam Kadam Badaye Ja". He is acknowledged so by the Netaji Research Bureau, Kolkata. The important contribution of the noted Gurkha social commentator, the late Master Mitrasen Thapa, from the village of Totarani, has been acknowledged by the Himachal Pradesh government. Recently, a park dedicated to the memory of the late Brigadier Sher Jung Thapa, MVC, the 'Hero of Skardu', has been opened alongside the road between Lower and Upper Dharamshala.
ESTABLISHMENT OF TIBETAN EXILE COMMUNITY
The Tibetan settlement of Dharamshala began in 1959, when His Holiness the Dalai Lama had to flee Tibet and the Prime Minister of India allowed him and his followers to settle in McLeodGanj (in Upper Dharmshala), a former colonial British summer picnic spot. There they established the "government-in-exile" in 1960. Dharamshala had been connected with Hinduism and Buddhism for a long time, many monasteries having been established there in the past, by Tibetan immigrants in the 19th century. In 1970, The Dalai Lama, Tenzin Gyatso, opened the Library of Tibetan Works and Archives which houses over 80,000 manuscripts and other important resources related to Tibetan history, politics and culture. It is considered one of the most important institutions for Tibetology in the world, the new director is Geshe Lahkdor, the old translator of H.H. the Dalai Lama.
Several thousand Tibetan exiles have now settled in the area, and most live in and around McLeodGanj in Upper Dharamshala, where they have built monasteries, temples and schools. McLeodGanj is sometimes known as 'Little Lhasa", after the Tibetan capital city, or 'Dhasa' (a compound of 'Dharamshala' and 'Lhasa'). It has become an important tourist destination with many hotels and restaurants, leading to growth in tourism and commerce.
Dharamshala is the winter capital of Himachal Pradesh. The Legislative Assembly is at Sidhbari, near the Chinmaya Tapovan Ashram, and the winter sessions of the Government are held there.
GEOGRAPHY
Dharamshala has an average elevation of 1457 metres, covering an area of almost 8.51 km².
Dharamsala is located in the Kangra Valley, in the shadow of the Dhauladhar mountains.
The city is divided into two distinct sections. Kotwali Bazaar and the surrounding markets are referred to as "Lower Dharamshala" or just "Dharamshala." Further up the mountain is McLeodGanj separated in between by the village of Ganchen Kyishong, the home of the Tibetan government-in-exile. A steep, narrow road connects McLeodGanj from Dharamshala and is only accessible to taxis and small cars, while a longer road winds around the valley for use by buses and trucks. McLeodGanj is surrounded by pine, Himalayan oak, and rhododendron.
The main crops grown in the valleys below are rice, wheat and tea.
CONNECTIONS
Dharamshala town is reached by Gaggal Airport, (IATA: DHM, ICAO: VIGG), about 15 km to the town's south and about 10 km north of Kangra, Himachal Pradesh town. To reach Dharamshala by train, one has to reach Kangra, Himachal Pradesh town by Kangra Valley Railway line from Pathankot 94 km away and then take a bus or a taxi.
Pathankot is a broad gauge railway head. There is another railway line from Pathankot to Jogindernagar, a part of the Mandi District of Himachal Pradesh, which is a narrow-gauge line. The nearest station to Dharamshala on this line is Chamunda Marg, half an hour away, where a Shaktipitha is; the town is well connected by road to other parts of the country.
Buses of all classes (deluxe, air-conditioned, and regular) drive daily between Dharamshala and major cities such as Chandigarh, Delhi, and Shimla. Several buses each night connect McLeodGanj with Majnu Ka Tila, the Tibetan settlement in Delhi.
CLIMATE
Dharamshala has a monsoon-influenced humid subtropical climate (Cwa). Summer starts in early April, peaks in early June (when temperatures can reach 36 °C) and last till mid-June. From July to mid-September is the monsoon season when up to 3000 mm of rainfall can be experienced, making Dharamshala one of the wettest places in the state. Autumn is mild and lasts from October to the end of November.
Autumn temperatures average around 16–17 °C. Winter starts in December and continues until late February. Snow and sleet are common during the winter in upper Dharamshala (including McLeodganj, Bhagsu Nag and Naddi). Lower Dharamshala receives little solid precipitation except hail. The snowfall of January 7, 2012 was an exception. It was caused by deep low pressure entering the Kangra district. Winter is followed by a short, pleasant spring until April. Historically, the Dhauladhar mountains used to remain snow-covered all year long, however, in recent years they have been losing their snow blanket during dry spells.
The best times to visit are the autumn and spring months.
TREKKING
Dharamshala is a starting point to a number of trekking trails that especially lead trekkers across Dhauladhar into the upper Ravi Valley and Chamba district. En route, you cross through forests of deodar, pine, oak and rhododendron, and pass streams and rivers and wind along vertiginous cliff tracks, and the occasional lake waterfall and glacier.
A 2-km amble takes one to Bhagsu, and then a further 3-km walk will lead the trekkers to Dharamkot. If one wishes to go on a longer walk then he/she can trek 8-km to Triund. The snow line of Ilaqa Got is just a 5-km walk.
Other trekking trails that lead you to Chamba from Dharamshala are:
Toral Pass (4575m) which begins from Tang Narwana (1150m) that is nearly 10 km from Dharamshala
Across Bhimghasutri Pass (4580m) via near-vertical rocky ascents, steep cliffs and dangerous gorges. This is a highly difficult level trek and takes around six days to complete.
Dharamshala—Bleni Pass (3710m) – Dunali. Compared to other trekking trails, this one is much easier and takes around four or five-days to complete. The trek leads you through alpine pastures, woods, and streams, before ending at Dunali, on the Chamba road.
Dharamshala is an ideal destination for rock climbing enthusiasts. One can go rock climbing over the ridges of the Dhauladhar range.
Kareri lake (near kareri village) is also a famous trekking destination for travellers.
PLACES OF ATTRACTION
Naam Art Gallery The exhibition in ‘NAAM ART GALLERY’ exhibits paintings by Elsbeth Buschmann - watercolours and acrylics - and oil paintings by Alfred W. Hallett. Elsbeth Buschmann, is a professional painter from Germany, having studied painting in London and Paris . She lived in many countries where she held exhibitions, especially in the USA where she received various awards. Her paintings are in private collections in Germany, USA, Scotland, India and Switzerland. In India she held solo exhibitions at AIFAX, New Delhi and TAG, the Art Gallery of the Taj Mahal Hotel, Mumbai. She also took part in ‘The Himalayan National Exhibition of Art’ and was awarded. Open 10am to 7.00pm (Monday Closed) Mobile 098160-43708
Masrur (or Masroor): The major attraction of this place is the fifteen exquisitely carved monolithic rock temples dating back to the 8th century. The carvings of these temples are similar to Kailash temple at Ellora. In the sanctum of the main temple, one can find images of Lord Ram, and the Goddesses Sita and Lakshmi. Masrur is 40 km south of Kangra, Himachal Pradesh at 32°4′22″N 76°8′14″E. Template: Jama Masjid, Kotwali Bazar, Dharamshala.
Bhagsu Waterfall: This waterfall is in Bhagsu, 2 km from McLeodGanj. It lies behind the Bhagsunag Temple. During Monsoon, the fall turns into a 30 feet cascade.
Bhagsunag Temple: Temple of god Shiva situated around 2 km from McLeodGanj Bazaar. Constructed by 1 GR by around 1800 century and then worshipped majorly by 14 Gukha platoon villages in Dharamshala. Very next to Bhagsunag temple is a water fall, one of the major tourist attraction spot in Dharamshala.
Kangra Museum: Situated close to the bus stand, Kangra Art Museum is a unique museum displaying the artifacts of Tibetan and Buddhist cultures. This is a treasure of Kangra valley’s cultural past, crafts, arts and other ancient artifacts. Some of the displayed items in the museum are dating back to the 5th century.
Kangra Museum encloses a gallery consisting of miniature paintings of Kangra’s rich past, pottery, rare coin memorabilia, sculptures and anthropological materials. It has a varied collection of tribal jewelry, embroidered costumes and wood carvings. A section dedicated to contemporary artworks adds the attraction to the museum.
Tourists can easily reach by bus or taxi and it will take 30 mins to one hour to see the museum. While visiting the museum, never miss to explore the Kotwali bazar.
Kunal Pathri Temple: This temple is dedicated to Goddess Kalpeshwari and is 3 km from the Kotwali Bazaar. It's believed that a part of Goddess Sati's skull fell here when Lord Shiva was carrying the charred body of the Goddess; hence the name of the temple.
Chamunda Temple: This temple is around 15 km from Dharamshala on the right bank of river Baner on the Mandi-Pathankot highway. According to mythology, Goddess Kali killed the demons Chand and Mund at this place.
Dal Lake: The Lake is spread in an area of 1 km and is bounded by rhododendrons, deodars, and junipers forest. Annually, a fair is held at the Kali Temple near the Lake. There is another temple close to the lake that is dedicated to sage Durvasa. Dal Lake is 2 km walk westwards from McLeodGanj bazaar.
Triund: Triund is nestled in the foothills of Dhauladhar and is around 17 km from Dharamshala. It's a trekking destination from McLeodGanj, and offers magnificent vistas of the mountains and valleys. The nightstays are in the hoods, small time caves, that local gaddis with their goat herds use as shelters from rains during the daytime.
Naddi: This scenic picnic spot is located 5 km northwest of McLeodGanj. Naddi offers a spectacular view of the Kangra valley. You can trek to Kareri Lake, Triund, and Guna Devi from here. It's becoming a popular destination for nature lovers.
Thaneek Pura or Thanik Pura is a hill station village (hamlet) in Chintpurni in the Una district of the state of Himachal Pradesh in India. It is near the Chintpurni Temple, which is a place of pilgrimage for both Hindus and Sikhs. The area is surrounded by the western Himalayas in the north and east in the smaller Shiwalik (or Shivalik) range bordering the state of Punjab.
McLeodGanj is around 9 km from Dharamshala. This place is famous for its markets, where one can shop for handicraft items, eat Tibetan food and visit statue of Lord Buddha.
Sidhbari : A village located 6 km from Dharamshala near Yol Cantonment and a place of historical spiritual significance. Attractions around Sidhbari include the Kapila Muni Cave, Chinmaya Ashram, Gyuto monastery, Aganjar Mahadev Temple and the newly constructed State legislature. The agricultural hamlet of Rakkar nearby is an ideal base to explore the rest of the Kangra district and experience the traditional lifestyle and mud architecture of the Gaddi community.
Adi Shakti Temple, Naddi
Aghanjar Mahadev
Bhagsu waterfall
Bhagsunath
Sheela Chowk
Bir - Popular destination for ecotourism, meditation studies, volunteering, and paragliding at Billing.
Brajeshwari Devi Temple
Chamunda Devi Mandir
Chinmaya Tapovan
Chime Gyatsarling Monastery, just behind of Norbulingka Institute, upper Sidhpur. 6 km from Dharmshala and 14 km from Gagal airport.
Dal Lake
Dari
Gopalpur Zoo and tea gardens
Dehra Gopipur
Dharamkot (2100 m)
Guna Devi Mandir amidst dense forest
Historical fort in Old Kangra, Himachal Pradesh. Adjoining the Fort is the Maharaja Sansar Chandra Museum, run by the Kangra Royal Family. The Museum provides audio guides for the fort and the museum.
Haripur Village (near Guler)
Pong Dam Lake
Indru Nag Temple
Kareri Lake
Khaniyara
Kunal Pathri
Lam Dal Lake
Library of Tibetan Works and Archives
Masrur (rock temple)
Namgyal Monastery
Narghota
Norbulingka Institute
Nurpur
Sidhbari
Church of St. John in the Wilderness
Tibetan Institute of Performing Arts
Triund (2975 m), a popular day hike or overnight trek. There is a forest rest house for overnight stay.
Tatwani and Machhrial
Trilokpur
Chime Gyatseling Monastery (Guru Padmasambhava)
Near Norbulingka Tibetan Institute
Jama Masjid kotwalibazar Dharamshala
WIKIPEDIAa
I can see clearly now all the rain has gone…. 12 hrs earlier all this was under water! I ended up spending an unplanned night in a hotel in Amritsar as the train service had ground to a halt.
LDH WDM3A 18991R is the station shunter for the day, whilst 16399R waits departure time with train 11058 08h30 Amritsar to Mumbai CST Express on 24th September 2018.
ZDM4A No. 223 at Nagrota with train 52472 07h05 Joginder Nagar to Pathankot Passenger on 18th April 2019.
Dharamshala (also Dharamsala) is a city and a municipal council in Kangra district in the Indian state of Himachal Pradesh. It is the district headquarters. It was formerly known as Bhagsu. The Dalai Lama's residence in McLeodGanj and the headquarters of Central Tibetan Administration (the Tibetan government in exile) are in Dharamshala. Dharamshala is 18 kilometres from Kangra.
DESCRIPTION
Dharamshala is a city in the upper reaches of the Kangra Valley and is surrounded by dense coniferous forest consisting mainly of stately Deodar cedar trees. The suburbs include McLeodGanj, Bhagsunath, Dharamkot, Naddi, ForsythGanj, Kotwali Bazaar (the main market), Kaccheri Adda (government offices such as the court, police, post, etc.), Dari, Ramnagar, Sidhpur, and Sidhbari (where the Karmapa is based).
The village of McLeodGanj, lying in the upper reaches, is known worldwide for the presence of the Dalai Lama. On 29 April 1959, the 14th Dalai Lama (Tenzin Gyatso) established the Tibetan exile administration in the north Indian hill station of Mussoorie. In May 1960, the Central Tibetan Administration (CTA) was moved to Dharamshala.
Dharamshala is the centre of the Tibetan exile world in India. Following the 1959 Tibetan uprising there was an influx of Tibetan refugees who followed the 14th Dalai Lama. His presence and the Tibetan population has made Dharamshala a popular destination for Indian and foreign tourists, including students studying Tibet.
One of the main attractions of Dharamshala is Triund hill. Jewel of Dharamshala, Triund is one day trek at the upper reaches of McLeodGanj, about 9 km from McLeodGanj.
ETYMOLOGY
Dharamshala (Devanagari: धर्मशाला; ITRANS: Dharmashaalaa; IAST: Dharmaśālā) is a Hindi word (derived from Sanskrit) that is a compound of dharma (धर्म) and shālā (शाला). A loose translation into English would be 'spiritual dwelling' or, more loosely, 'sanctuary'. Rendering a precise literal translation into English is problematic due to the vast and conceptually rich semantic field of the word dharma and the cultural aspect of India.
In common Hindi usage, the word dharamshala refers to a shelter or rest house for spiritual pilgrims. Traditionally, such dharamshalas (pilgrims' rest houses) were commonly constructed near pilgrimage destinations (often in remote areas) to give visitors a place to sleep for the night. When the first permanent settlement was created in the place now called Dharamshala, there was one such pilgrims' rest house on the site, and the settlement took its name from that dharamshala.
HISTORY
BEFORE THE RAJ
From the earliest times until the British Raj, Dharamshala and its surrounding area was ruled by the Katoch Dynasty of Kangra. The Katoch Dynasty is said to be the oldest serving Royal Family in the world. The Royal Family still keeps a residence in Dharamshala, known as 'Clouds End Villa'.
The indigenous people of the Dharamshala area (and the surrounding region) are the Gaddis, a predominantly Hindu group who traditionally lived a nomadic or semi-nomadic (transhumant) lifestyle. Due to the lack of permanent settlements in the area, some Gaddis lost their seasonal pastures and farmland when the British and the Gurkhas arrived to settle.
SETTLESMENT BY THE BRITISH AND THE GURKHAS
In 1848, the area now known as Dharamshala was annexed by the British.
"Dharamsāla lies on a spur of the Dhaola Dhār, 16 miles north-east of Kāngra, in the midst of wild and picturesque scenery. It originally formed a subsidiary cantonment for the troops stationed at Kāngra, and was first occupied as a station in 1849, when a site was required for a cantonment to accommodate a Native regiment which was being raised in the District. A site was found upon the slopes of the Dhaola Dhār, in a plot of waste land, upon which stood an old Hindu resthouse, or dharmsāla, whence the name adopted for the new cantonment. The civil authorities, following the example of the regimental officers, and attracted by the advantages of climate and scenery, built themselves houses in the neighbourhood of the cantonment; and in 1855 the new station was formally recognised as the head-quarters of the [Kāngra] District."
In 1860, the 66th Gurkha Light Infantry was moved from Kangra, Himachal Pradesh to Dharamshala, which was at first made a subsidiary cantonment. An ideal position for the new base was found on the slopes of the Dhauladhar Hills, near the site of a Hindu sanctuary, or Dharamshala, hence the name of the town. The Battalion was later renamed the historic 1st Gurkha Rifles, this was the beginning of the legend of the Gurkhas, also known as the 'Bravest of the Brave'. Consequently, fourteen Gurkha platoon villages grew from this settlement, and exist to this day, namely Dari, Ramnagar, Shyamnagar, Dal, Totarani, Khanyara, Sadher, Chaandmaari, Sallagarhi, Sidhbari, Yol, and so on. The Gurkhas worshipped at the ancient Shiva temple of Bhagsunag. The Gurkhas referred to Dharamshala as 'Bhagsu' and referred to themselves as Bhagsuwalas.
The 21st Gurkha Regiment from Dharamshala performed heroic feats during World War I and the North West Frontier Province campaigns. The Gurkha cantonment then reached its zenith during World War II, when battalions from Dharamshala made history. Many place names in the town still retain their former cantonment terminologies: Depot Bazaar, Pensioners' Lines, Tirah Lines (named after the 19th century Tirah Campaign), Bharatpore Lines (named after the 1826 Battle of Bharatpore).
The second Lord Elgin, Viceroy of India died here (at the 1st Gurkha Rifles Officers' Mess) in 1863 and is buried in the cemetery of St. John in the Wilderness, a small Anglican church distinguished by its stained-glass windows. Dharamshala became a popular hill station for the British working in or near Delhi, offering a cool respite during the hot summer months.
"Before the earthquake of 1905, the upper part of the station, which rises to a height of 2,168 metres, contained the European houses, the station church, and the officers' mess and lines of the 1st Gurkhas, together with the public gardens, post office, and two bazars, the Forsythganj and McLeodganj. The public offices, a bazar, and a few European houses made up the lower station, as low as 1,372 metres. The 1st battalion of the 1st Gurkhas used to be stationed here, but was moved to the upper station in 1894-5.... The public gardens, which were, before the earthquake, laid out with much taste in lawns and terraces, contained a valuable collection of indigenous and imported trees and shrubs, and were overlooked by the Assembly Rooms, a handsome building comprising a public hall, a library and reading-room and a billiard-room. The church was beautifully situated in a recess of the mountain."
In 1905, the Kangra valley suffered a major earthquake. On April 4 of that year, the earth shook, demolishing much of the cantonment and the neighbouring city of Kangra, Himachal Pradesh as well as the Bhagsunag temple. Altogether, the 1905 Kangra earthquake killed 20,000 people. "1,625 persons perished at Dharamsāla alone, including 15 Europeans and 112 of the Gurkha garrison."
The Gurkhas rebuilt the town along with the temple, which today is acknowledged as the 1st Gurkha Rifles' heritage. The British had planned to make Dharamshala the summer capital of India, but moved to Shimla after the disaster.
Not only did the Gurkhas of Dharmshala make a major contribution to India's defence, many were freedom fighters for the Indian National Army, which had been founded by Netaji Subhas Chandra Bose. The Indian National Army Captain Ram Singh Thakur, a Gurkha from the village of Khanyara, composed some of India's most popular and stirring patriotic songs, including "Kadam Kadam Badaye Ja". He is acknowledged so by the Netaji Research Bureau, Kolkata. The important contribution of the noted Gurkha social commentator, the late Master Mitrasen Thapa, from the village of Totarani, has been acknowledged by the Himachal Pradesh government. Recently, a park dedicated to the memory of the late Brigadier Sher Jung Thapa, MVC, the 'Hero of Skardu', has been opened alongside the road between Lower and Upper Dharamshala.
ESTABLISHMENT OF TIBETAN EXILE COMMUNITY
The Tibetan settlement of Dharamshala began in 1959, when His Holiness the Dalai Lama had to flee Tibet and the Prime Minister of India allowed him and his followers to settle in McLeodGanj (in Upper Dharmshala), a former colonial British summer picnic spot. There they established the "government-in-exile" in 1960. Dharamshala had been connected with Hinduism and Buddhism for a long time, many monasteries having been established there in the past, by Tibetan immigrants in the 19th century. In 1970, The Dalai Lama, Tenzin Gyatso, opened the Library of Tibetan Works and Archives which houses over 80,000 manuscripts and other important resources related to Tibetan history, politics and culture. It is considered one of the most important institutions for Tibetology in the world, the new director is Geshe Lahkdor, the old translator of H.H. the Dalai Lama.
Several thousand Tibetan exiles have now settled in the area, and most live in and around McLeodGanj in Upper Dharamshala, where they have built monasteries, temples and schools. McLeodGanj is sometimes known as 'Little Lhasa", after the Tibetan capital city, or 'Dhasa' (a compound of 'Dharamshala' and 'Lhasa'). It has become an important tourist destination with many hotels and restaurants, leading to growth in tourism and commerce.
Dharamshala is the winter capital of Himachal Pradesh. The Legislative Assembly is at Sidhbari, near the Chinmaya Tapovan Ashram, and the winter sessions of the Government are held there.
GEOGRAPHY
Dharamshala has an average elevation of 1457 metres, covering an area of almost 8.51 km².
Dharamsala is located in the Kangra Valley, in the shadow of the Dhauladhar mountains.
The city is divided into two distinct sections. Kotwali Bazaar and the surrounding markets are referred to as "Lower Dharamshala" or just "Dharamshala." Further up the mountain is McLeodGanj separated in between by the village of Ganchen Kyishong, the home of the Tibetan government-in-exile. A steep, narrow road connects McLeodGanj from Dharamshala and is only accessible to taxis and small cars, while a longer road winds around the valley for use by buses and trucks. McLeodGanj is surrounded by pine, Himalayan oak, and rhododendron.
The main crops grown in the valleys below are rice, wheat and tea.
CONNECTIONS
Dharamshala town is reached by Gaggal Airport, (IATA: DHM, ICAO: VIGG), about 15 km to the town's south and about 10 km north of Kangra, Himachal Pradesh town. To reach Dharamshala by train, one has to reach Kangra, Himachal Pradesh town by Kangra Valley Railway line from Pathankot 94 km away and then take a bus or a taxi.
Pathankot is a broad gauge railway head. There is another railway line from Pathankot to Jogindernagar, a part of the Mandi District of Himachal Pradesh, which is a narrow-gauge line. The nearest station to Dharamshala on this line is Chamunda Marg, half an hour away, where a Shaktipitha is; the town is well connected by road to other parts of the country.
Buses of all classes (deluxe, air-conditioned, and regular) drive daily between Dharamshala and major cities such as Chandigarh, Delhi, and Shimla. Several buses each night connect McLeodGanj with Majnu Ka Tila, the Tibetan settlement in Delhi.
CLIMATE
Dharamshala has a monsoon-influenced humid subtropical climate (Cwa). Summer starts in early April, peaks in early June (when temperatures can reach 36 °C) and last till mid-June. From July to mid-September is the monsoon season when up to 3000 mm of rainfall can be experienced, making Dharamshala one of the wettest places in the state. Autumn is mild and lasts from October to the end of November.
Autumn temperatures average around 16–17 °C. Winter starts in December and continues until late February. Snow and sleet are common during the winter in upper Dharamshala (including McLeodganj, Bhagsu Nag and Naddi). Lower Dharamshala receives little solid precipitation except hail. The snowfall of January 7, 2012 was an exception. It was caused by deep low pressure entering the Kangra district. Winter is followed by a short, pleasant spring until April. Historically, the Dhauladhar mountains used to remain snow-covered all year long, however, in recent years they have been losing their snow blanket during dry spells.
The best times to visit are the autumn and spring months.
TREKKING
Dharamshala is a starting point to a number of trekking trails that especially lead trekkers across Dhauladhar into the upper Ravi Valley and Chamba district. En route, you cross through forests of deodar, pine, oak and rhododendron, and pass streams and rivers and wind along vertiginous cliff tracks, and the occasional lake waterfall and glacier.
A 2-km amble takes one to Bhagsu, and then a further 3-km walk will lead the trekkers to Dharamkot. If one wishes to go on a longer walk then he/she can trek 8-km to Triund. The snow line of Ilaqa Got is just a 5-km walk.
Other trekking trails that lead you to Chamba from Dharamshala are:
Toral Pass (4575m) which begins from Tang Narwana (1150m) that is nearly 10 km from Dharamshala
Across Bhimghasutri Pass (4580m) via near-vertical rocky ascents, steep cliffs and dangerous gorges. This is a highly difficult level trek and takes around six days to complete.
Dharamshala—Bleni Pass (3710m) – Dunali. Compared to other trekking trails, this one is much easier and takes around four or five-days to complete. The trek leads you through alpine pastures, woods, and streams, before ending at Dunali, on the Chamba road.
Dharamshala is an ideal destination for rock climbing enthusiasts. One can go rock climbing over the ridges of the Dhauladhar range.
Kareri lake (near kareri village) is also a famous trekking destination for travellers.
PLACES OF ATTRACTION
Naam Art Gallery The exhibition in ‘NAAM ART GALLERY’ exhibits paintings by Elsbeth Buschmann - watercolours and acrylics - and oil paintings by Alfred W. Hallett. Elsbeth Buschmann, is a professional painter from Germany, having studied painting in London and Paris . She lived in many countries where she held exhibitions, especially in the USA where she received various awards. Her paintings are in private collections in Germany, USA, Scotland, India and Switzerland. In India she held solo exhibitions at AIFAX, New Delhi and TAG, the Art Gallery of the Taj Mahal Hotel, Mumbai. She also took part in ‘The Himalayan National Exhibition of Art’ and was awarded. Open 10am to 7.00pm (Monday Closed) Mobile 098160-43708
Masrur (or Masroor): The major attraction of this place is the fifteen exquisitely carved monolithic rock temples dating back to the 8th century. The carvings of these temples are similar to Kailash temple at Ellora. In the sanctum of the main temple, one can find images of Lord Ram, and the Goddesses Sita and Lakshmi. Masrur is 40 km south of Kangra, Himachal Pradesh at 32°4′22″N 76°8′14″E. Template: Jama Masjid, Kotwali Bazar, Dharamshala.
Bhagsu Waterfall: This waterfall is in Bhagsu, 2 km from McLeodGanj. It lies behind the Bhagsunag Temple. During Monsoon, the fall turns into a 30 feet cascade.
Bhagsunag Temple: Temple of god Shiva situated around 2 km from McLeodGanj Bazaar. Constructed by 1 GR by around 1800 century and then worshipped majorly by 14 Gukha platoon villages in Dharamshala. Very next to Bhagsunag temple is a water fall, one of the major tourist attraction spot in Dharamshala.
Kangra Museum: Situated close to the bus stand, Kangra Art Museum is a unique museum displaying the artifacts of Tibetan and Buddhist cultures. This is a treasure of Kangra valley’s cultural past, crafts, arts and other ancient artifacts. Some of the displayed items in the museum are dating back to the 5th century.
Kangra Museum encloses a gallery consisting of miniature paintings of Kangra’s rich past, pottery, rare coin memorabilia, sculptures and anthropological materials. It has a varied collection of tribal jewelry, embroidered costumes and wood carvings. A section dedicated to contemporary artworks adds the attraction to the museum.
Tourists can easily reach by bus or taxi and it will take 30 mins to one hour to see the museum. While visiting the museum, never miss to explore the Kotwali bazar.
Kunal Pathri Temple: This temple is dedicated to Goddess Kalpeshwari and is 3 km from the Kotwali Bazaar. It's believed that a part of Goddess Sati's skull fell here when Lord Shiva was carrying the charred body of the Goddess; hence the name of the temple.
Chamunda Temple: This temple is around 15 km from Dharamshala on the right bank of river Baner on the Mandi-Pathankot highway. According to mythology, Goddess Kali killed the demons Chand and Mund at this place.
Dal Lake: The Lake is spread in an area of 1 km and is bounded by rhododendrons, deodars, and junipers forest. Annually, a fair is held at the Kali Temple near the Lake. There is another temple close to the lake that is dedicated to sage Durvasa. Dal Lake is 2 km walk westwards from McLeodGanj bazaar.
Triund: Triund is nestled in the foothills of Dhauladhar and is around 17 km from Dharamshala. It's a trekking destination from McLeodGanj, and offers magnificent vistas of the mountains and valleys. The nightstays are in the hoods, small time caves, that local gaddis with their goat herds use as shelters from rains during the daytime.
Naddi: This scenic picnic spot is located 5 km northwest of McLeodGanj. Naddi offers a spectacular view of the Kangra valley. You can trek to Kareri Lake, Triund, and Guna Devi from here. It's becoming a popular destination for nature lovers.
Thaneek Pura or Thanik Pura is a hill station village (hamlet) in Chintpurni in the Una district of the state of Himachal Pradesh in India. It is near the Chintpurni Temple, which is a place of pilgrimage for both Hindus and Sikhs. The area is surrounded by the western Himalayas in the north and east in the smaller Shiwalik (or Shivalik) range bordering the state of Punjab.
McLeodGanj is around 9 km from Dharamshala. This place is famous for its markets, where one can shop for handicraft items, eat Tibetan food and visit statue of Lord Buddha.
Sidhbari : A village located 6 km from Dharamshala near Yol Cantonment and a place of historical spiritual significance. Attractions around Sidhbari include the Kapila Muni Cave, Chinmaya Ashram, Gyuto monastery, Aganjar Mahadev Temple and the newly constructed State legislature. The agricultural hamlet of Rakkar nearby is an ideal base to explore the rest of the Kangra district and experience the traditional lifestyle and mud architecture of the Gaddi community.
Adi Shakti Temple, Naddi
Aghanjar Mahadev
Bhagsu waterfall
Bhagsunath
Sheela Chowk
Bir - Popular destination for ecotourism, meditation studies, volunteering, and paragliding at Billing.
Brajeshwari Devi Temple
Chamunda Devi Mandir
Chinmaya Tapovan
Chime Gyatsarling Monastery, just behind of Norbulingka Institute, upper Sidhpur. 6 km from Dharmshala and 14 km from Gagal airport.
Dal Lake
Dari
Gopalpur Zoo and tea gardens
Dehra Gopipur
Dharamkot (2100 m)
Guna Devi Mandir amidst dense forest
Historical fort in Old Kangra, Himachal Pradesh. Adjoining the Fort is the Maharaja Sansar Chandra Museum, run by the Kangra Royal Family. The Museum provides audio guides for the fort and the museum.
Haripur Village (near Guler)
Pong Dam Lake
Indru Nag Temple
Kareri Lake
Khaniyara
Kunal Pathri
Lam Dal Lake
Library of Tibetan Works and Archives
Masrur (rock temple)
Namgyal Monastery
Narghota
Norbulingka Institute
Nurpur
Sidhbari
Church of St. John in the Wilderness
Tibetan Institute of Performing Arts
Triund (2975 m), a popular day hike or overnight trek. There is a forest rest house for overnight stay.
Tatwani and Machhrial
Trilokpur
Chime Gyatseling Monastery (Guru Padmasambhava)
Near Norbulingka Tibetan Institute
Jama Masjid kotwalibazar Dharamshala
WIKIPEDIA
Dharamshala (also Dharamsala) is a city and a municipal council in Kangra district in the Indian state of Himachal Pradesh. It is the district headquarters. It was formerly known as Bhagsu. The Dalai Lama's residence in McLeodGanj and the headquarters of Central Tibetan Administration (the Tibetan government in exile) are in Dharamshala. Dharamshala is 18 kilometres from Kangra.
DESCRIPTION
Dharamshala is a city in the upper reaches of the Kangra Valley and is surrounded by dense coniferous forest consisting mainly of stately Deodar cedar trees. The suburbs include McLeodGanj, Bhagsunath, Dharamkot, Naddi, ForsythGanj, Kotwali Bazaar (the main market), Kaccheri Adda (government offices such as the court, police, post, etc.), Dari, Ramnagar, Sidhpur, and Sidhbari (where the Karmapa is based).
The village of McLeodGanj, lying in the upper reaches, is known worldwide for the presence of the Dalai Lama. On 29 April 1959, the 14th Dalai Lama (Tenzin Gyatso) established the Tibetan exile administration in the north Indian hill station of Mussoorie. In May 1960, the Central Tibetan Administration (CTA) was moved to Dharamshala.
Dharamshala is the centre of the Tibetan exile world in India. Following the 1959 Tibetan uprising there was an influx of Tibetan refugees who followed the 14th Dalai Lama. His presence and the Tibetan population has made Dharamshala a popular destination for Indian and foreign tourists, including students studying Tibet.
One of the main attractions of Dharamshala is Triund hill. Jewel of Dharamshala, Triund is one day trek at the upper reaches of McLeodGanj, about 9 km from McLeodGanj.
ETYMOLOGY
Dharamshala (Devanagari: धर्मशाला; ITRANS: Dharmashaalaa; IAST: Dharmaśālā) is a Hindi word (derived from Sanskrit) that is a compound of dharma (धर्म) and shālā (शाला). A loose translation into English would be 'spiritual dwelling' or, more loosely, 'sanctuary'. Rendering a precise literal translation into English is problematic due to the vast and conceptually rich semantic field of the word dharma and the cultural aspect of India.
In common Hindi usage, the word dharamshala refers to a shelter or rest house for spiritual pilgrims. Traditionally, such dharamshalas (pilgrims' rest houses) were commonly constructed near pilgrimage destinations (often in remote areas) to give visitors a place to sleep for the night. When the first permanent settlement was created in the place now called Dharamshala, there was one such pilgrims' rest house on the site, and the settlement took its name from that dharamshala.
HISTORY
BEFORE THE RAJ
From the earliest times until the British Raj, Dharamshala and its surrounding area was ruled by the Katoch Dynasty of Kangra. The Katoch Dynasty is said to be the oldest serving Royal Family in the world. The Royal Family still keeps a residence in Dharamshala, known as 'Clouds End Villa'.
The indigenous people of the Dharamshala area (and the surrounding region) are the Gaddis, a predominantly Hindu group who traditionally lived a nomadic or semi-nomadic (transhumant) lifestyle. Due to the lack of permanent settlements in the area, some Gaddis lost their seasonal pastures and farmland when the British and the Gurkhas arrived to settle.
SETTLESMENT BY THE BRITISH AND THE GURKHAS
In 1848, the area now known as Dharamshala was annexed by the British.
"Dharamsāla lies on a spur of the Dhaola Dhār, 16 miles north-east of Kāngra, in the midst of wild and picturesque scenery. It originally formed a subsidiary cantonment for the troops stationed at Kāngra, and was first occupied as a station in 1849, when a site was required for a cantonment to accommodate a Native regiment which was being raised in the District. A site was found upon the slopes of the Dhaola Dhār, in a plot of waste land, upon which stood an old Hindu resthouse, or dharmsāla, whence the name adopted for the new cantonment. The civil authorities, following the example of the regimental officers, and attracted by the advantages of climate and scenery, built themselves houses in the neighbourhood of the cantonment; and in 1855 the new station was formally recognised as the head-quarters of the [Kāngra] District."
In 1860, the 66th Gurkha Light Infantry was moved from Kangra, Himachal Pradesh to Dharamshala, which was at first made a subsidiary cantonment. An ideal position for the new base was found on the slopes of the Dhauladhar Hills, near the site of a Hindu sanctuary, or Dharamshala, hence the name of the town. The Battalion was later renamed the historic 1st Gurkha Rifles, this was the beginning of the legend of the Gurkhas, also known as the 'Bravest of the Brave'. Consequently, fourteen Gurkha platoon villages grew from this settlement, and exist to this day, namely Dari, Ramnagar, Shyamnagar, Dal, Totarani, Khanyara, Sadher, Chaandmaari, Sallagarhi, Sidhbari, Yol, and so on. The Gurkhas worshipped at the ancient Shiva temple of Bhagsunag. The Gurkhas referred to Dharamshala as 'Bhagsu' and referred to themselves as Bhagsuwalas.
The 21st Gurkha Regiment from Dharamshala performed heroic feats during World War I and the North West Frontier Province campaigns. The Gurkha cantonment then reached its zenith during World War II, when battalions from Dharamshala made history. Many place names in the town still retain their former cantonment terminologies: Depot Bazaar, Pensioners' Lines, Tirah Lines (named after the 19th century Tirah Campaign), Bharatpore Lines (named after the 1826 Battle of Bharatpore).
The second Lord Elgin, Viceroy of India died here (at the 1st Gurkha Rifles Officers' Mess) in 1863 and is buried in the cemetery of St. John in the Wilderness, a small Anglican church distinguished by its stained-glass windows. Dharamshala became a popular hill station for the British working in or near Delhi, offering a cool respite during the hot summer months.
"Before the earthquake of 1905, the upper part of the station, which rises to a height of 2,168 metres, contained the European houses, the station church, and the officers' mess and lines of the 1st Gurkhas, together with the public gardens, post office, and two bazars, the Forsythganj and McLeodganj. The public offices, a bazar, and a few European houses made up the lower station, as low as 1,372 metres. The 1st battalion of the 1st Gurkhas used to be stationed here, but was moved to the upper station in 1894-5.... The public gardens, which were, before the earthquake, laid out with much taste in lawns and terraces, contained a valuable collection of indigenous and imported trees and shrubs, and were overlooked by the Assembly Rooms, a handsome building comprising a public hall, a library and reading-room and a billiard-room. The church was beautifully situated in a recess of the mountain."
In 1905, the Kangra valley suffered a major earthquake. On April 4 of that year, the earth shook, demolishing much of the cantonment and the neighbouring city of Kangra, Himachal Pradesh as well as the Bhagsunag temple. Altogether, the 1905 Kangra earthquake killed 20,000 people. "1,625 persons perished at Dharamsāla alone, including 15 Europeans and 112 of the Gurkha garrison."
The Gurkhas rebuilt the town along with the temple, which today is acknowledged as the 1st Gurkha Rifles' heritage. The British had planned to make Dharamshala the summer capital of India, but moved to Shimla after the disaster.
Not only did the Gurkhas of Dharmshala make a major contribution to India's defence, many were freedom fighters for the Indian National Army, which had been founded by Netaji Subhas Chandra Bose. The Indian National Army Captain Ram Singh Thakur, a Gurkha from the village of Khanyara, composed some of India's most popular and stirring patriotic songs, including "Kadam Kadam Badaye Ja". He is acknowledged so by the Netaji Research Bureau, Kolkata. The important contribution of the noted Gurkha social commentator, the late Master Mitrasen Thapa, from the village of Totarani, has been acknowledged by the Himachal Pradesh government. Recently, a park dedicated to the memory of the late Brigadier Sher Jung Thapa, MVC, the 'Hero of Skardu', has been opened alongside the road between Lower and Upper Dharamshala.
ESTABLISHMENT OF TIBETAN EXILE COMMUNITY
The Tibetan settlement of Dharamshala began in 1959, when His Holiness the Dalai Lama had to flee Tibet and the Prime Minister of India allowed him and his followers to settle in McLeodGanj (in Upper Dharmshala), a former colonial British summer picnic spot. There they established the "government-in-exile" in 1960. Dharamshala had been connected with Hinduism and Buddhism for a long time, many monasteries having been established there in the past, by Tibetan immigrants in the 19th century. In 1970, The Dalai Lama, Tenzin Gyatso, opened the Library of Tibetan Works and Archives which houses over 80,000 manuscripts and other important resources related to Tibetan history, politics and culture. It is considered one of the most important institutions for Tibetology in the world, the new director is Geshe Lahkdor, the old translator of H.H. the Dalai Lama.
Several thousand Tibetan exiles have now settled in the area, and most live in and around McLeodGanj in Upper Dharamshala, where they have built monasteries, temples and schools. McLeodGanj is sometimes known as 'Little Lhasa", after the Tibetan capital city, or 'Dhasa' (a compound of 'Dharamshala' and 'Lhasa'). It has become an important tourist destination with many hotels and restaurants, leading to growth in tourism and commerce.
Dharamshala is the winter capital of Himachal Pradesh. The Legislative Assembly is at Sidhbari, near the Chinmaya Tapovan Ashram, and the winter sessions of the Government are held there.
GEOGRAPHY
Dharamshala has an average elevation of 1457 metres, covering an area of almost 8.51 km².
Dharamsala is located in the Kangra Valley, in the shadow of the Dhauladhar mountains.
The city is divided into two distinct sections. Kotwali Bazaar and the surrounding markets are referred to as "Lower Dharamshala" or just "Dharamshala." Further up the mountain is McLeodGanj separated in between by the village of Ganchen Kyishong, the home of the Tibetan government-in-exile. A steep, narrow road connects McLeodGanj from Dharamshala and is only accessible to taxis and small cars, while a longer road winds around the valley for use by buses and trucks. McLeodGanj is surrounded by pine, Himalayan oak, and rhododendron.
The main crops grown in the valleys below are rice, wheat and tea.
CONNECTIONS
Dharamshala town is reached by Gaggal Airport, (IATA: DHM, ICAO: VIGG), about 15 km to the town's south and about 10 km north of Kangra, Himachal Pradesh town. To reach Dharamshala by train, one has to reach Kangra, Himachal Pradesh town by Kangra Valley Railway line from Pathankot 94 km away and then take a bus or a taxi.
Pathankot is a broad gauge railway head. There is another railway line from Pathankot to Jogindernagar, a part of the Mandi District of Himachal Pradesh, which is a narrow-gauge line. The nearest station to Dharamshala on this line is Chamunda Marg, half an hour away, where a Shaktipitha is; the town is well connected by road to other parts of the country.
Buses of all classes (deluxe, air-conditioned, and regular) drive daily between Dharamshala and major cities such as Chandigarh, Delhi, and Shimla. Several buses each night connect McLeodGanj with Majnu Ka Tila, the Tibetan settlement in Delhi.
CLIMATE
Dharamshala has a monsoon-influenced humid subtropical climate (Cwa). Summer starts in early April, peaks in early June (when temperatures can reach 36 °C) and last till mid-June. From July to mid-September is the monsoon season when up to 3000 mm of rainfall can be experienced, making Dharamshala one of the wettest places in the state. Autumn is mild and lasts from October to the end of November.
Autumn temperatures average around 16–17 °C. Winter starts in December and continues until late February. Snow and sleet are common during the winter in upper Dharamshala (including McLeodganj, Bhagsu Nag and Naddi). Lower Dharamshala receives little solid precipitation except hail. The snowfall of January 7, 2012 was an exception. It was caused by deep low pressure entering the Kangra district. Winter is followed by a short, pleasant spring until April. Historically, the Dhauladhar mountains used to remain snow-covered all year long, however, in recent years they have been losing their snow blanket during dry spells.
The best times to visit are the autumn and spring months.
TREKKING
Dharamshala is a starting point to a number of trekking trails that especially lead trekkers across Dhauladhar into the upper Ravi Valley and Chamba district. En route, you cross through forests of deodar, pine, oak and rhododendron, and pass streams and rivers and wind along vertiginous cliff tracks, and the occasional lake waterfall and glacier.
A 2-km amble takes one to Bhagsu, and then a further 3-km walk will lead the trekkers to Dharamkot. If one wishes to go on a longer walk then he/she can trek 8-km to Triund. The snow line of Ilaqa Got is just a 5-km walk.
Other trekking trails that lead you to Chamba from Dharamshala are:
Toral Pass (4575m) which begins from Tang Narwana (1150m) that is nearly 10 km from Dharamshala
Across Bhimghasutri Pass (4580m) via near-vertical rocky ascents, steep cliffs and dangerous gorges. This is a highly difficult level trek and takes around six days to complete.
Dharamshala—Bleni Pass (3710m) – Dunali. Compared to other trekking trails, this one is much easier and takes around four or five-days to complete. The trek leads you through alpine pastures, woods, and streams, before ending at Dunali, on the Chamba road.
Dharamshala is an ideal destination for rock climbing enthusiasts. One can go rock climbing over the ridges of the Dhauladhar range.
Kareri lake (near kareri village) is also a famous trekking destination for travellers.
PLACES OF ATTRACTION
Naam Art Gallery The exhibition in ‘NAAM ART GALLERY’ exhibits paintings by Elsbeth Buschmann - watercolours and acrylics - and oil paintings by Alfred W. Hallett. Elsbeth Buschmann, is a professional painter from Germany, having studied painting in London and Paris . She lived in many countries where she held exhibitions, especially in the USA where she received various awards. Her paintings are in private collections in Germany, USA, Scotland, India and Switzerland. In India she held solo exhibitions at AIFAX, New Delhi and TAG, the Art Gallery of the Taj Mahal Hotel, Mumbai. She also took part in ‘The Himalayan National Exhibition of Art’ and was awarded. Open 10am to 7.00pm (Monday Closed) Mobile 098160-43708
Masrur (or Masroor): The major attraction of this place is the fifteen exquisitely carved monolithic rock temples dating back to the 8th century. The carvings of these temples are similar to Kailash temple at Ellora. In the sanctum of the main temple, one can find images of Lord Ram, and the Goddesses Sita and Lakshmi. Masrur is 40 km south of Kangra, Himachal Pradesh at 32°4′22″N 76°8′14″E. Template: Jama Masjid, Kotwali Bazar, Dharamshala.
Bhagsu Waterfall: This waterfall is in Bhagsu, 2 km from McLeodGanj. It lies behind the Bhagsunag Temple. During Monsoon, the fall turns into a 30 feet cascade.
Bhagsunag Temple: Temple of god Shiva situated around 2 km from McLeodGanj Bazaar. Constructed by 1 GR by around 1800 century and then worshipped majorly by 14 Gukha platoon villages in Dharamshala. Very next to Bhagsunag temple is a water fall, one of the major tourist attraction spot in Dharamshala.
Kangra Museum: Situated close to the bus stand, Kangra Art Museum is a unique museum displaying the artifacts of Tibetan and Buddhist cultures. This is a treasure of Kangra valley’s cultural past, crafts, arts and other ancient artifacts. Some of the displayed items in the museum are dating back to the 5th century.
Kangra Museum encloses a gallery consisting of miniature paintings of Kangra’s rich past, pottery, rare coin memorabilia, sculptures and anthropological materials. It has a varied collection of tribal jewelry, embroidered costumes and wood carvings. A section dedicated to contemporary artworks adds the attraction to the museum.
Tourists can easily reach by bus or taxi and it will take 30 mins to one hour to see the museum. While visiting the museum, never miss to explore the Kotwali bazar.
Kunal Pathri Temple: This temple is dedicated to Goddess Kalpeshwari and is 3 km from the Kotwali Bazaar. It's believed that a part of Goddess Sati's skull fell here when Lord Shiva was carrying the charred body of the Goddess; hence the name of the temple.
Chamunda Temple: This temple is around 15 km from Dharamshala on the right bank of river Baner on the Mandi-Pathankot highway. According to mythology, Goddess Kali killed the demons Chand and Mund at this place.
Dal Lake: The Lake is spread in an area of 1 km and is bounded by rhododendrons, deodars, and junipers forest. Annually, a fair is held at the Kali Temple near the Lake. There is another temple close to the lake that is dedicated to sage Durvasa. Dal Lake is 2 km walk westwards from McLeodGanj bazaar.
Triund: Triund is nestled in the foothills of Dhauladhar and is around 17 km from Dharamshala. It's a trekking destination from McLeodGanj, and offers magnificent vistas of the mountains and valleys. The nightstays are in the hoods, small time caves, that local gaddis with their goat herds use as shelters from rains during the daytime.
Naddi: This scenic picnic spot is located 5 km northwest of McLeodGanj. Naddi offers a spectacular view of the Kangra valley. You can trek to Kareri Lake, Triund, and Guna Devi from here. It's becoming a popular destination for nature lovers.
Thaneek Pura or Thanik Pura is a hill station village (hamlet) in Chintpurni in the Una district of the state of Himachal Pradesh in India. It is near the Chintpurni Temple, which is a place of pilgrimage for both Hindus and Sikhs. The area is surrounded by the western Himalayas in the north and east in the smaller Shiwalik (or Shivalik) range bordering the state of Punjab.
McLeodGanj is around 9 km from Dharamshala. This place is famous for its markets, where one can shop for handicraft items, eat Tibetan food and visit statue of Lord Buddha.
Sidhbari : A village located 6 km from Dharamshala near Yol Cantonment and a place of historical spiritual significance. Attractions around Sidhbari include the Kapila Muni Cave, Chinmaya Ashram, Gyuto monastery, Aganjar Mahadev Temple and the newly constructed State legislature. The agricultural hamlet of Rakkar nearby is an ideal base to explore the rest of the Kangra district and experience the traditional lifestyle and mud architecture of the Gaddi community.
Adi Shakti Temple, Naddi
Aghanjar Mahadev
Bhagsu waterfall
Bhagsunath
Sheela Chowk
Bir - Popular destination for ecotourism, meditation studies, volunteering, and paragliding at Billing.
Brajeshwari Devi Temple
Chamunda Devi Mandir
Chinmaya Tapovan
Chime Gyatsarling Monastery, just behind of Norbulingka Institute, upper Sidhpur. 6 km from Dharmshala and 14 km from Gagal airport.
Dal Lake
Dari
Gopalpur Zoo and tea gardens
Dehra Gopipur
Dharamkot (2100 m)
Guna Devi Mandir amidst dense forest
Historical fort in Old Kangra, Himachal Pradesh. Adjoining the Fort is the Maharaja Sansar Chandra Museum, run by the Kangra Royal Family. The Museum provides audio guides for the fort and the museum.
Haripur Village (near Guler)
Pong Dam Lake
Indru Nag Temple
Kareri Lake
Khaniyara
Kunal Pathri
Lam Dal Lake
Library of Tibetan Works and Archives
Masrur (rock temple)
Namgyal Monastery
Narghota
Norbulingka Institute
Nurpur
Sidhbari
Church of St. John in the Wilderness
Tibetan Institute of Performing Arts
Triund (2975 m), a popular day hike or overnight trek. There is a forest rest house for overnight stay.
Tatwani and Machhrial
Trilokpur
Chime Gyatseling Monastery (Guru Padmasambhava)
Near Norbulingka Tibetan Institute
Jama Masjid kotwalibazar Dharamshala
WIKIPEDIA
Ravi River is a trans-boundary river flowing through Northwestern India and eastern Pakistan is an integral part of the Indus River Basin. It is one of the six rivers of the Indus System in Punjab region (name of Punjab means "Five Rivers"). The waters of the Ravi drain into the Indian Ocean through the Indus River.
According to ancient history traced to Vedas, Part of the battle of the ten kings was fought on a River Ravi which was known as Iravati (also spelt Airavati).
After the partition of India in August 1947, the waters of the Ravi River, along with five other rivers of the Indus system (Beas, Sutlej, Chenab, Jhelum and Indus), divided India and Pakistan under the Indus Water Treaty. The Ravi originates in the Himalayas in the Chamba district of Himachal Pradesh, India. It follows a north-westerly course and is a perennial river. It is the smallest of the five Punjab rivers that rises from glacier fields at an elevation of 14,000 feet (4,300 m), on the southern side of the Mid Himalayas. It flows through Barabhangal, Bara Bansu and Chamba districts. It flows in rapids in its initial reaches with boulders seen scattered in the bed of the river. The Ravi River in this reach flows in a gorge with a river bed slope of 1:185 ft per mile, and is mostly fed by snow melt, as this region falls under rain shadow zone. Two of its major tributaries, the Budhil and Nai or Dhona join 64 km downstream from its source. The Budhil River rises in Lahul range of hills and is sourced from the Manimahesh Kailash Peak and the Manimahesh Lake (elevation 4,080 metres (13,390 ft)) below the peak, and both are visited as sacred Hindu pilgrimage sites. The entire length of Budhil is 72 km where it has a bed slope of 1:314 ft per mile. It flows through the ancient capital of Bharmwar, now known as Bharmour in Himachal Pradesh. During 1858–1860, the Raja of Bharmour had considered the Budhil valley as an excellent source of Deodar trees for supply to the British Raj. However, a part of the forest surrounding the temple was considered sacred and declared a reserved area. The second tributary, the Nai, rises at Kali Debi pass, flows for a length of 48 km from its source at Trilokinath up to its confluence with the Ravi. This valley was also exploited for its forest wealth during the British period.
Another major tributary that joins the Ravi River, just below Bharmour, the old capital of Chamba, is the Seul River from the northern direction. The valley formed by the river was also exploited for its rich timber trees. However, the valley has large terraces, which are very fertile and known as "the garden of Chamba". crops grown here supply grains to the capital region and to Dalhousie town and its surrounding areas. One more major tributary that joins the Ravi River near Bissoli is the Siawa. This river was also exploited for its forest resources, (controlled by the then Raja of Chamba) originating from the Jammu region. The valley is also formed by another major tributary that joins Seul River, the Baira-Nalla. Its sub-basin is in the Chamba district, located above Tissa. Baira drains the southern slopes of the Pir Panjal Range. The valley has an elevation variation between 5,321 metres (17,457 ft) and 2,693 metres (8,835 ft).
Tant Gari is another small tributary that rises from the subsidiary hill ranges of the Pir Panjal Range to the East of Bharmour. The valley formed by this stream is U-shaped with a river bed scattered with boulders and glacial morainic deposits.
Main Ravi River
The main Ravi River flows through the base of Dalhousie hill, past the Chamba town. It is located at an elevation of 2,807 feet (856 m) (where a long wooden bridge existed to cross the Ravi River). It flows into the south-west, near Dalhousie, and then cuts a gorge in the Dhauladhar Range, before entering the Punjab plain near Madhopur and Pathankot. It then flows along the Indo–Pak border for 80 kilometres (50 mi) before entering Pakistan and joining the Chenab River. The total length of the river is about 725 kilometres.
As the Ravi flows past Lahore in Pakistan (26 kilometres below Amritsar in India) it is called 'The river of Lahore' since that city is located on its eastern bank. After passing through Lahore the river takes a turn at Kamlia and then debouches into the Chenab River, south of the town of Ahmadpur Sial. On its western bank is the town of Shahdara Bagh with the tomb of Jahangir and the Tomb of Noor Jahan.
According to satellite imagery studies carried out over a period of 20 years (between 1972–1973 and 1991–1993), the river coursing along the India–Pakistan border meanders substantially in the alluvial plains of the Amritsar and Gurdaspur districts of Punjab. This has resulted in successive damage in the Indian Territory as a result of the river changing its course towards India. The reason attributed to this change in the course of the river is massive river training structures/bunds constructed by Pakistan in its part of the river, close to the old course of the river. the shift in the course of the river is reported to be 4.8 kilometres towards India.
In urban areas of Lahore the pollution levels in the river discharge are reportedly very high, which is attributed to careless disposal of large amount of industrial and agricultural waste water and faulty drainage system in both countries. A 72 km stretch of the Ravi River from Lahore Siphon to Baloki headworks indicates heavy contamination of the water and sediment. The sediments are highly contaminated and have become secondary source for pollution of the river water, even though some control over unauthorized discharges into the river have been checked. Hence, measures to check metal re-mobilization from sediments into the river flows needs attention. The worst affected drainage is the Hudiara drain, a tributary of the Ravi River. It is also a transborder problem involving both India and Pakistan.
Source: en.wikipedia.org/wiki/Ravi_River (See more for detail)
A morning view at Baijnath Paprola in Himachal Pradesh, where Train 1BPJ, the 02:40 from Pathankot Junction had just arrived. Following the 7 hours of work in travelling from Punjab the driver of Indian Railways [KVR] locomotive ZDM-3 179 opened several of the engine compartment doors to help the cooling process.
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Front Panto - GZB's Stunning Monster WAP-7 #30224 departing from MANDIDEEP taking charge of 04:58 hrs late running 11058 ASR-LTT "PATHANKOT" Express.
ZDM4A 208 runs into Palampur Himachal with train 52466, the 07:20 Baijnath Paprola - Pathankot Jn NG Passenger. Thursday 15th March 2018.
The previous day I'd managed to sample five different ZDMs and each was better than the last, with 208 being the final one and a beast. There's varying degrees of muffling to these medium speed engined devices but 208 was actually pretty noisy - it was also blocked when on the move and hitting the uphill sections, flaming impressively in response!