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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!
. . . way to Hidimba Devi Temple
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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
ZDM4A 219 at Baijnath Paprola with train 52471, the 02:15 Pathankot Jn - Joginder Nagar "Kangra Valley" Passenger. Thursday 15th March 2018. An accident relief train rake sits on the left.
219 was a bit of a heap - either I experienced two separately rubbish drivers or it was low power and wouldn't fully rev up. A pity as it seemed quite a loud one (relatively speaking) but it did appear to stagger on the steeper 1 in 25 sections up to Joginder at about 15 km/h - we needed the extra 2 minutes gained by leaving Baijnath early!
Twin-tone honking GZB WAP-5 #30014 in angry mood raising dust @ MPS charging 11057 CSTM-ASR "PATHANKOT" Express.
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Nestled in the breathtaking Dhauladhar Range of the Himalayas, Triund is a pristine destination that beckons adventure seekers and nature enthusiasts alike. Located in Himachal Pradesh, India, this serene spot offers a trekking experience like no other. Here's a crisp glimpse of what makes Triund a must-visit destination.
The Trek: Triund is known for its relatively easy trek that starts from McLeod Ganj, the residence of the Dalai Lama. The trek is approximately 9 kilometers long, making it accessible to both beginners and experienced trekkers. Along the way, you'll be treated to lush greenery, dense forests, and stunning vistas of the Kangra Valley.
Breathtaking Views: The real reward of the Triund trek is the panoramic view it offers from the top. As you reach the summit, you'll be greeted by a breathtaking view of the Dhauladhar Range on one side and the expansive Kangra Valley on the other. The sight of the sun setting behind the snow-capped peaks is nothing short of magical.
Camping under the Stars: Triund is not just about the journey; it's also about the destination. Many trekkers opt to camp at the top, spending the night under a canopy of stars. The experience of sitting around a campfire, sharing stories, and gazing at the starlit sky is truly unforgettable.
Delicious Local Cuisine: While at Triund, don't miss the opportunity to savor some delectable local cuisine. The small cafes and stalls on the hilltop offer mouthwatering momos, thukpa, and other Himalayan delicacies that will satisfy your taste buds after a long trek.
Easy Accessibility: Triund is easily accessible from major nearby cities like Delhi and Chandigarh. The nearest airport is Gaggal Airport, and the closest railway station is Pathankot. From there, you can hire a taxi or take a bus to McLeod Ganj, which serves as the starting point for the trek.
GZB's "Old Daddy" WAP-1 #22049 accelerating through MISROD taking charge of 58 mins late running 11057 LTT-ASR "PATHANKOT" Express. KATNI WDG-3A #14956 can also be seen.
The Idol inside the Baijnath Temple - in Kangra district of Himachal Pradesh, India. It is about 50 kilometres from Dharamshala which is the district headquarters.
THIS PHOTO WAS TAKEN FROM OUTSIDE THE TEMPLE & WITH PERMISSION.
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Baijnath is famous for its 13th-century temple dedicated to Shiva as Vaidyanath, ‘the Lord of physicians’. Originally known as Kiragrama, the town lies on the Pathankot-Mandi highway (National Highway No. 20) almost midway between Kangra and Mandi. The present name Baijnath became popular after the name of the temple. The town is located on the left bank of the river Binwa, a corrupt form of ancient Binduka, a tributary of river Beas.
The Baijnath temple has been continuously under worship ever since its construction in 1204 A.D. The two long inscriptions in the porch of the temple indicate that a temple of Shiva existed on the spot even before the present one was constructed. The present temple is a beautiful example of the early medieval north Indian Temple architecture known as Nagara style of temples. The Svayambhu form of Sivalinga is enshrined in the sanctum of the temple that has five projections on each side and is surmounted with a tall curvilinear Shikhara. The entrance to sanctum is through a vestibule that has a large square "Mandapa" in front with two massive balconies one each in north and south. There is a small porch in front of the mandapa hall that rests on four pillars in the front preceded by an idol of "Nandi", the bull, in a small pillared shrine. The whole temple is enclosed by a high wall with entrances in the south and north. The outer walls of the temple have several niches with images of gods and goddesses. Numerous images are also fixed or carved in the walls. The outer doorway in the porch as also the inner doorway leading to the sanctum of the temple are also studded with a large number of images of great beauty and iconographic importance. Some of them are very rare to be found elsewhere.
The temple attracts a large number of tourists and pilgrims from all over India and abroad throughout the year. Special prayers are offered in the morning and evening every day besides on special occasions and during festive seasons. Makara Sankranti, Maha Shivaratri, Vaisakha Sankranti, Shravana Mondays, etc. are celebrated with great zeal and splendour. A five-day state level function is held here on Maha Shivratri every year.
Abhinandan Varthaman
Wing Commander Abhinandan Varthaman (born 21 June 1983) is an Indian officer in the Indian Air Force and a MiG-21 Bison pilot.[1][2] He received widespread media recognition for becoming a prisoner of war held captive in Pakistan during 2019 India-Pakistan Stand off.
Early life and career
He was born on 21 June 1983 to Air Marshal Simhakutty Varthaman in Tamil Nadu, India.[3] His mother is a doctor.[3] He was commissioned in the Indian Air Force in 2004 as a fighter pilot.[3]
On 27 February 2019, He flew with his plane MIG-21 and chased Pakistan's fighter plane F-16, which he shot down[4] in aerial engagement but he crossed into Pakistan territory and was shot down by Pakistan Air Force. Later, the Indian Ministry of External Affairs confirmed that an Indian pilot is missing in action after a MiG-21 Bison fighter plane was lost while engaging with Pakistani jets after they violated Indian airspace during the 2019 India–Pakistan standoff.
Repatriation
On 28 February 2019, Pakistan announced to release him on 1 March 2019 via Wahgah border as a Peace Gesture.[6] Indian PM Modi welcomed the release of Abhinandan, suggesting that the whole country is proud of him, at a political rally in his homestate.
2019 Pulwama attack
On 14 February 2019, a convoy of vehicles carrying security personnel on the Jammu Srinagar National Highway was attacked by a vehicle-borne suicide bomber at Lethpora (near Awantipora) in the Pulwama district, Jammu and Kashmir, India. The attack resulted in the deaths of 40 Central Reserve Police Force (CRPF)[a] personnel and the attacker. The responsibility for the attack was claimed by the Pakistan-based Islamist militant group Jaish-e-Mohammed. The attacker was Adil Ahmad Dar, a local from Indian-administered Kashmir, and a member of Jaish-e-Mohammed.[1][2][3] India blamed Pakistan for the attack. Pakistan condemned the attack and denied any connection to it.
Background
Further information: Kashmir conflict and Pakistan and state-sponsored terrorism
Kashmir is a disputed territory, claimed both by India and Pakistan with both countries administering part of the territory.[5] Pakistan has sought to gain control of Indian-administered Kashmir.[6][7] An insurgency began to proliferate in Indian-administered Kashmir in the late 1980s, for which Pakistan provided material support.[8][9] Since 1989, about 70,000 people have been killed in the uprising and the Indian crackdown.[10][5] According to Time, unrest in Kashmir grew in 2016 after India killed a popular rebel leader Burhan Wani.[5] A rising number of young locals from Indian administered Kashmir have joined the militancy.[11][12] According to Jane's Information Group, most militants in Kashmir are now "homegrown" and not from Pakistan.[13] In 2018 alone, the death toll included 260 militants, 160 civilians and 150 government forces.[10]
Since 2015, Pakistan-based militants in Kashmir have increasingly taken to high-profile suicide attacks against the Indian security forces. In July 2015, three gunmen attacked a bus, and police station in Gurdaspur. Early in 2016, four to six gunmen attacked the Pathankot Air Force Station.[14] In February and June 2016, the militants killed nine and eight security personnel respectively in Pampore. In September 2016, four assailants attacked an Indian Army brigade headquarters in Uri killing 19 soldiers. On 31 December 2017, the Commando Training Centre at Lethpora was also attacked by militants killing five security personnel. These attacks took place in the vicinity of the Jammu Srinagar National Highway.[2]
Attack
Personnel killed[1][15][16][17][18]
StateNumber
Uttar Pradesh12
Rajasthan5
Punjab4
Odisha2
Uttarkhand2
Bihar2
Maharashtra2
West Bengal2
Tamil Nadu2
Assam1
Karnataka1
Jammu and Kashmir1
Himachal Pradesh1
Kerala1
Jharkhand1
Madhya Pradesh1
Total40
On 14 February 2019, a convoy of 78 vehicles transporting more than 2,500 Central Reserve Police Force (CRPF)[a] personnel from Jammu to Srinagar was travelling on National Highway 44. The convoy had left Jammu around 03:30 IST and was carrying a large number of personnel due to the highway having been shut down for two days prior. The convoy was scheduled to reach its destination before sunset.[2]
At Lethpora near Awantipora, around 15:15 IST,[20] a bus carrying security personnel was rammed by a car carrying explosives. It caused a blast which killed 40 CRPF personnel of the 76th Battalion and injured many others. The injured were moved to the army base hospital in Srinagar.[1]
Pakistan-based militant group Jaish-e-Mohammed claimed responsibility for the attack. They also released a video of the assailant Adil Ahmad Dar, a 22-year old from Kakapora who had joined the group a year earlier.[21][2][22] Dar's family had last seen him in March 2018, when he left his house on a bicycle one day and never returned.[23] Pakistan denied any involvement, though Jaish-e-Mohammed's leader, Masood Azhar, is known to operate in the country.[24][25]
It is the deadliest terror attack on India's state security personnel in Kashmir since 1989.[20]
Perpetrator
The perpetrator was identified as Adil Ahmad Dar (alias Adil Ahmad Gaadi Takranewala or Waqas Commando), a 22-year old from Kakapora.[26] According to Dar's parents, Dar became radicalized after he was beated by Indian police.[27][28] Between September 2016 and March 2018, Adil Dar was reported arrested six times by Indian authorities.[29][30] However, each time he was released without any charges.[29]
Investigation
The National Investigation Agency dispatched a 12-member team to probe the attack, working with the Jammu and Kashmir Police.[1][2]
Initial investigations suggested the car was carrying more than 300 kilograms (660 lb) of explosives,[2] including 80 kilograms (180 lb) of RDX, a high explosive,[31] and ammonium nitrate.[32] Lt Gen Hooda said that the explosives might have been stolen from a construction site. He initially said that it was not possible that they were smuggled from across the border, but later said that he could not rule it out.[33]
Aftermath
Candle light march organised in Mehsana, Gujarat
State funerals of security personnel killed in the attack were held in their respective native places.[34][35] The government of Punjab announced ex gratia compensation of ₹12 lakh (US$17,000) each to the families of the killed security personnel from the state and a government job to the next of kin.[17] India revoked Pakistan's most favoured nation status.[1] The customs duty on all Pakistani goods imported to India were raised to 200%.[36] The government of India urged the Financial Action Task Force on Money Laundering (FATF) to put Pakistan in the blacklist. The FATF decided to keep it on 'grey list' and gave time till October 2019 to comply with 27 conditions laid in June 2018 when it was put on the 'grey list'. Failing comply, it will be added in the blacklist.[37] On 17 February, the state administration revoked security provisions for separatist leaders.[38]
Protests bandhs and candle light marches were held across India.[39][40][41] There were violent protests in Jammu resulting in a curfew being imposed starting 14 February. The Indian community in the United Kingdom held protests outside the Pakistan High Commission in London.[42] A delegation of Indian doctors cancelled their visit to Pakistan for the 13th Association of Anaesthesiologists Congress, organised by the South Asian Association for Regional Cooperation, in Lahore on 7 March.[42] Indian broadcaster DSport said it would no longer broadcast Pakistan Super League cricket matches.[43] The All Indian Cine Workers Association announced a ban on Pakistani actors and artists in the Indian film industry, and stated that strong action would be taken on any organisation violating it.[44] The Indian Film and Television Directors' Association also announced a ban on Pakistani artists in films and music produced in India; the president of the organisation threatened to "vandalise" the sets of any Indian film production with Pakistani artists.[45]
On 20 February 2019, Pakistani prisoner Shakarullah, who was serving a life term in India's Jaipur Central Jail under Unlawful Activities (Prevention) Act, was stabbed and beaten to death by four other inmates.[46][47] India claimed that Shakarullah was allegedly killed in a brawl among the inmates over television volume. Pakistan claimed that he was killed in retaliation of the Pulwama incident.[48]
Gunfight with the militants
Following intelligence inputs, in the early morning hours of 18 February, a joint team comprising 55 Rashtriya Rifles, CRPF and Special Operations Group of India killed two terrorists and two supporters in an anti-terrorism encounter operation in the ensuing manhunt for the perpetrators in Pulwama. One of them, Abdul Rasheed Ghazi alias Kamran, was identified as a Pakistani national and was considered the mastermind of the attack and a commander of the terrorist group Jaish-e-Muhammad (JeM).[49] In addition, local JeM recruit Hilal Ahmed, along with two sympathisers who housed Ghazi and Ahmed to evade capture, were also shot dead in the encounter. Four security personnel were killed in the gunfight.[50][51][52]
Anti-Kashmiri backlash
Kashmiri students living in other parts of India faced a backlash after the attack, including violence and harassment,[53] and eviction from their homes.[54] In response, many Indians offered to house Kashmiris who may have been evicted.[55]
It was reported that number of Kashmiris fleeing from the rest of India had reached "hundreds".[56] Jammu and Kashmir Students Organisation reported that 97% of Kashmiri students in Dehradun had been evacuated.[57] Two Indian colleges in Dehradhun announced that no new Kashmiri students will receive admission.[58] One of those colleges, Alpine College, suspended its dean, who is a Kashmiri, after some groups called for him to be fired.[59]
Tathagata Roy, the governor of the Indian state Meghalaya, tweeted support for a boycott of "everything Kashmiri". Union Minister Ravi Shankar Prasad disagreed with this view.[60] A Kashmiri merchant was beaten in Kolkata; the attack was condemned by West Bengal chief minister Mamata Banerjee.[61]
Kashmir police chief Dilbagh Singh said they had asked affected states to protect students."[62] Former Jammu and Kashmir chief minister Omar Abdullah met with Rajnath Singh seeking assistance.[63]
India-Pakistan conflict
Balakot airstrike
Main article: 2019 Balakot airstrike
On 26 February, twelve Mirage 2000 jets of the Indian Air Force crossed the Line of Control and dropped bombs into Balakot, Pakistan.[64][65] India claimed that it attacked a Jaish-e-Mohammed training camp and killed a large number of terrorists, reported to be between 300 and 350.[64][66] Pakistan claimed that they quickly scrambled jets to intercept the IAF jets, who dropped their payloads to quickly return over the Line of Control.[67]
India-Pakistan military confrontation
Main article: 2019 India-Pakistan standoff
Reactions
India and Pakistan
Prime Minister Narendra Modi condemned the attack and expressed solidarity with the victims and their families. Union Home Minister Rajnath Singh assured that a strong response will be given to the terror attack.[2] India blamed Pakistan for the attack.[68] BBC News has said that the involvement of the Jaish-e-Mohammed in the bombing "directly links" Pakistan to the attack, while also pointing out that Jaish-e-Mohammed had attacked Pakistani military targets in the past.[69] It is widely accepted among security analysts that Jaish-e-Mohammed is the creation of Pakistan's Inter-Services Intelligence.[70] Pakistan banned the group in 2002,[71] but it has resurfaced under different names and retains ISI's support.[72][73][74] The New York Times questioned the nature of the link to Pakistan, pointing out that the bomber came from Indian-administered Kashmir and the explosives may also have been locally procured.[75]
The Indian finance minister Arun Jaitley has said that India would completely isolate Pakistan in the diplomatic community.[36]
Pakistan denied the allegation of a link to the attack,[76] and Pakistani foreign minister Shah Mahmood Qureshi condemned the bombing.[4] Fawad Chaudhry, Pakistan's federal information minister, said that Pakistan was taking action against Jaish-e-Muhammad and that Pakistan would be able to assist India in taking action against terrorist groups.[77] The Nation, a Pakistani newspaper, called the assailant a "freedom fighter" who eliminated members of an "occupying force".[78][79] Pakistan and India both recalled their ambassadors to each other for "consultations" in a tit-for-tat move.[80]
On 19 February 2019, Pakistani prime minister Imran Khan said that providing safe haven to terrorists was not in Pakistan's interest.[81] He asked for proof of Pakistani involvement and warned India that any military response would be met with retaliation. Indian Ministry of External Affairs responded by criticising him for not condemning the attack and not offering any condolences for the victims. It said that claims by Adil Ahmad Dar and Pakistan-based Jaish-e-Mohammed was sufficient proof. It said that promises of investigation was unconvincing due to a lack of progress in Mumbai and Pathankot attack investigations.[82][83] In response to Indian criticism, the newspaper Dawn pointed out that Pakistani foreign minister Qureshi had expressed sympathies with the victims soon after the attack.[84]
Following the attack on the Indian territory, the producers of the Indian Hindi films including Notebook, Kabir Singh and Satellite Shankar decided not to release them in Pakistan.[85][86][87]
International community
The United States condemned the attack and added it would work with India in counterterrorism efforts; it singled out Pakistan for its alleged role in the attack.[88] It urged Pakistan to cooperate with the investigation and punish those responsible.[89] Pakistan said it was ready to cooperate with such an investigation.[90] A statement from the US Department of State noted that Pakistan-based Jaish-e-Mohammed had claimed responsibility for the attack and asked all countries to refrain from supporting terrorists.[91] Bangladesh, Bhutan, France,[92] Hungary,[93] Israel,[94] Maldives,[92] Nepal,[95] Russia,[92] Singapore,[96] Sri Lanka,[97][98] Turkey,[99] and the United Arab Emirates[100] condemned the attack, as did the United Nations Secretary-General.[101]
Iran's Deputy Foreign Minister Abbas Araghchi met with India's External Affairs Minister Sushma Swaraj and referring to both the 2019 Pulwama attack and the 2019 Khash–Zahedan suicide bombing, he stated that Iran and India would work together to prevent future attacks.
Recorded at Chiheru, Punjab in April 2019, Indian Railways WAP-4 22620 speeds through the station with the THX 08:25 Delhi to Pathankot Junction [DLI-PTK] Express 22429. This Intercity Express journey of 554 kms with 13 intermediate stops operates via Amritsar 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
Narrow Gauge Shatabdi! ZDM4A No. 225 at Palampur Himanchal with train 52475 09h20 Pathankot to Baijnath Paprola Express on 18th April 2019.
ZDM-3 locomotive 166 arrives at Dalhousie Road station on the 762mm gauge Kangra Valley Railway [KVR] in North West India. Train 3PBJ, the 09:50 from Pathankot Junction to Joginder Nagar would take just under 10 hours to cover the 164 kilometres on what is India's longest narrow gauge route.
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
ED's Red Beauty WAP-4 #22223 slashing towards MISROD @ good speed taking charge of 54 mins late running 11058 ASR-LTT "PATHANKOT" Express.
Jammu Tawi - Pathankot - Jalandhar Section | Exclusive coverage in HIGH SPEED | Indian Railways
www.youtube.com/watch?v=NZQW9lCaLvA
www.youtube.com/watch?v=NZQW9lCaLvA
#Diesel #ALCo Action | The train was thrashing at 110 km/hr
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
Manali, (alt. 1,950 m or 6,398 ft) in the Beas River valley, is an important hill station in the Himalayan mountains of Himachal Pradesh, India, near the northern end of the Kullu Valley. Manali is administratively a part of the Kullu district. The population is approx. 30,000. The small town was 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. Manali and its surrounding areas are of great significance to the Indian culture and heritage as it was the home and abode of the Saptarshi or seven sages. The ancient cave temple, Hidimba Devi Temple, is not far from town.
Contents
[hide]
* 1 Geography
* 2 Demographics
* 3 Etymology
* 4 History
* 5 Transport
* 6 Tourism in Manali
o 6.1 Tourist Attractions
o 6.2 Places around Manali
o 6.3 Adventure Sports
* 7 Notes
* 8 References
* 9 External links
[edit] Geography
Manali is located at [show location on an interactive map] 32°10′N 77°06′E / 32.16, 77.1[1]. It has an average elevation of 2625 metres (8612 feet).
[edit] Demographics
As of 2001 India census[2], Manali had a population of 6265. Males constitute 64% of the population and females 36%. Manali has an average literacy rate of 74%, higher than the national average of 59.5%: male literacy is 80%, and female literacy is 63%. In Manali, 9% of the population is under 6 years of age.
[edit] Etymology
Manali is named after the Brahmin lawgiver Manu. The word Manali 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 known as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
[edit] History
In ancient times, the valley was sparsely populated by nomadic hunters known as "rakshas". The next arrivals were the shepherds who arrived from the Kangra valley and settled to take up agriculture. Some of the earliest inhabitants of the region are the 'naur' or 'nar', which is a caste unique to the Kullu valley. Only a few naur families are known to exist now. A naur family in the village Soyal near Haripur on the west bank of Manali was famous for the vast land they owned and their practice of having 'rakshas' as their labourers.
The British were responsible for introducing apples and trout which were 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 remains the best source of income for the majority of its inhabitants.
Tourism in Manali received a real boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with hundreds of hotels and restaurants.
[edit] Transport
Mall street, Manali
Manali is well connected by road to Delhi through NH-21 which goes on the Leh and is the world's highest motorable road.[citation needed] Leading up to Manali from New Delhi are the towns of Panipat and Ambala in Haryana, Chandigarh(Union Territory), Ropar in Punjab, and Bilaspur, Sundernagar, and Mandi in Himachal.
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (315 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 km)
The nearest airport is at Bhuntar, which is about 50 km from Manali. The only private airline in the region is Jagson Airlines. Offlate services have been started by Air Deccan as well as Indian Airlines who fly daily to Bhuntar Airport.
[edit] Tourism in Manali
Traditional home, Manali, 2004
River Beas and mountains as seen from Van Vihar
A view of Rohtang Pass in Manali
Mountain ranges in Manali
Bridge in the middle of town with prayer flags
Buddha Statue at Buddhist monastery
Image:Snowfallinmanali.JPG
A view of Circuit House Road covered in snow
[edit] Tourist Attractions
Manali is a popular Himalayan tourist destination and accounts for nearly a quarter of all tourist arrivals in Himachal Pradesh. It is visited by many trekkers who follow the hashish trail. Manali's charas is considered to be the best in India. The valleys provide natural U.V lights as fields are high up the mountain and high grade grows directly from the sunlight.ala. Manali's cool atmosphere provides a perfect haven for the ones afflicted by the hot Indian summers. It is famous for adventure sports like skiing, hiking, mountaineering, para gliding, rafting, trekking, kayaking, and mountain biking. It also offers hot springs, spectacular religious shrines and temples, Tibetan Buddhist temples, and trekking in the surrounding mountains.
Naggar Fort south of Manali is a reminder of the 1500 year old Pal Dynasty. Made from rocks, stones, and elaborate wood carvings, it is an ensemble of the rich and elegant artworks of Himachal. The castle was later converted to a rest house and luxury hotel. Tourists often stop at the castle to see the small shrine located in the building's courtyard, a fine example of architecture and design from the Pal Dynasty.
The often visited site in Manali is the Dhungri or Hadimba Temple. Erected in 1533, this temple is dedicated to the local deity Hadimba, wife of the Pandava prince, Bhim. A major festival is held here in the month of May. The temple is noted for its four-storeyed pagoda and exquisite wooden carvings.
Manali is known for its shiny gompas or Buddhist monasteries. With the highest concentration of Tibetan refugees in the entire Kullu valley, it is famous for its Gadhan Thekchhokling Gompa, built in 1969. The monastery is maintained by donations from the local community and through the sale of hand-woven carpets in the temple workshop
The smaller and more modern Himalayan Nyingamapa Gompa stands nearer the bazaar, in a garden blooming with sunflowers. Its main shrine, lit by dozens of electric bulbs and fragrant with Tibetan incense, houses a colossal gold-faced Buddha, best viewed from the small room on the first floor.
The Museum of Traditional Himachal Culture, near the Hadimba temple, is worth a visit, which houses artifacts of folk art of the entire Kullu valley.
[edit] Places around Manali
Rohtang Pass, at an altitude of 13,050 feet above sea level, is another adventure tourist site where it can be cold even on a summer day. It is the highest point on the Manali-Keylong road and provides a wide panoramic view of mountains rising far above clouds, which is truly breath taking. Close by is a small lake called Dassaur Lake. Beas Kund, the source of river Beas, is also nearby. In winter, the road of Rothang Pass is closed.
Rahala waterfalls: About 16 km from Manali at the start of the climb to the Rohtang Pass, are the beautiful Rahalla Falls at an altitude of 2,501 m.
Monasteries: Manali is known for its shiny gompas or Buddhist monasteries. It is maintained by donations from the local community and by sale of hand-woven carpets in the temple workshop.
Rani Nala - 46 km from Manali, it is the glacier point where snow is available throughout the year.
Vashist Hot Water Springs and Temple: Around 3 km from Manali, across the Beas river is Vashist, a small village with natural sulphur springs. Modern bathhouses,now closed, due to a conflict with the elders of the village and Manali council. Vasistha [3] a sage narrated Yoga Vasishtha an ancient scripture to Rama. A unique and an extremely profound discourse, that provides innumerable insights and secrets to the inner world of consciousness. This extremely huge scripture covers all the topics that relate to the spiritual study of a seeker. Vaishisht, also boasts a pair of old stone temples, opposite each other above the main square. Dedicated to the local patron saint Vashista, the smaller of the two opens on to a partially covered courtyard, and is adorned with elaborate woodcarvings those lining the interior of the shrine, blackened by years of oil-lamp and incense smoke, are particularly fine. In this ornate quadrangle is the resting place of the local and transient sadhus, drinking chai, and smoking chillums with whoever will join them in reverence to The Lord Shiva and Guru Vashshist. The temple baths are separated into male and female and the water is often unbearably hot.
Solang valley, popularly known as Snow Point, is 13 km northwest of Manali and famous for its 300-meter ski lift. It is a picturesque spot and offers splendid views of glaciers and the snow-capped mountains. Jagatsukh, the former capital of Manali, is also an important spot.
At a distance of 3 km northwest of Manali is Old Manali, famous for its orchards and old guesthouses. There is ruined fort here by the name of Manaligarh. There is also the Manu Maharishi Temple, dedicated to sage Manu.
Manikaran: 85 km from Manali and 45 km from Kullu, lies in the Parvati Valley. Here icy cold waters of the Parvati river co-exist with hot-water springs side-by-side. The springs are known for their healing properties.
[edit] Adventure Sports
Skiing is a major pastime in Manali. Facilities for skiing are available at Solang Nullah (January-March) and Rohtang La (during summer). The Mountaineering Institute at Solang Nullah is a good training institute. Heli skiing is possible at the deep snowfields.
Skiing at Solang
The Mountaineering Institute and Allied Sports is about 3 km from the Mall and offers mountaineering and kayaking courses. Kayaking is possible on the Beas River.
There are several good hikes from Manali. The 12 km hike up the western banks of the Beas to the Solang Valley is noteworthy. Lama Dugh meadow is a 6 km hike up to the Manalsu Nala, west of Manali town.
For the best trekking expedition, take a trek from Solang Valley, on to Dhundhi and from there to Dussar lake and then onwards to Manali. This stretch will take you to places you would have only dreamt of. Pure, unadulterated adventure and fun. Be sure to have a good guide at your disposal who knows this area otherwise you would be lost forever. The trek would typically last for 5 days.
In the summers, several travel agencies organize paragliding on the slopes of the Solang Nullah. The charges generally include accommodation, food, equipment, and a guide, but not transport.
From May to July and, depending on the monsoons, from mid-September to mid-October, some basic rafting is possible on the Beas. The trips generally begin at Pirdi and continue 16 km down to Jhiri.
The HPTDC provides day permits for fishing. Permits can be obtained also at Patlikhul. Angling in the Kullu valley is possible at Larji, Katrain and Kasol.
Beas Kund is the lake from which the River Beas originates. It is considered holy and sacred. Besides being a holy pilgrimage place, it is a popular destination for trekking.
River Crossing over Beas is a popular sport in Manali
Manali is among the most popular adventure sports destinations in India. Manali offers opportunities for mountaineering, skiing, trekking, paragliding, white water rafting, river crossing and mountain biking. Yak skiing is a sport unique to this area.[4]. Manali also featured in Time magazine's "Best of Asia" for its "Extreme Yak Sports".[4]
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
Pangong Tso
Pangong Tso (or Pangong Lake; Tso: Ladakhi for lake) is an endorheic lake in the Himalayas situated at a height of about 4,350 m (14,270 ft). It is 134 km (83 mi) long and extends from India to Tibet. 60% of the length of the lake lies in Tibet, which is today under China's rule. The lake is 5 km (3.1 mi) wide at its broadest point. During winter the lake freezes completely, despite being saline water.
The lake is in the process of being identified under the Ramsar Convention as a wetland of international importance. This will be the first trans-boundary wetland in South Asia under the convention.
Source en.wikipedia.org/wiki/Pangong_Tso
Himachal Pradesh Border Leh Laddakh by sundeepkullu.com WORLD IS MY STUDIO.
Himachal Pradesh
Himachal Pradesh (Hindi: हिमाचल प्रदेश [ɦɪmaːtʃəl prəd̪eːʃ] ( listen)) is a state in Northern India. It is spread over 21,495 sq mi (55,673 km²),[4] and is bordered by the Indian states of Jammu and Kashmir on the north, Punjab on the west and south-west, Haryana and Uttar Pradesh on the south, Uttarakhand on the south-east and by the Tibet Autonomous Region on the east. The literal meaning of Himachal Pradesh is Region of snowy mountains.[5]
Himachal Pradesh was anciently known as Dev Bhumi (The Abode of Gods) and is known to be abundant in natural beauty[6] After the Anglo Gorkha War, the British colonial government came into power. It was initially part of Punjab, except the Siba State of Punjab Hills which was under the rule of Maharaja Ranjit Singh until 1857.[7] In 1950 Himachal was declared as a union territory but after the State of Himachal Pradesh Act 1971, Himachal emerged as the 18th state of the Indian Union. Himachal has many prestigious boarding schools. Hima means snow in Sanskrit. It was named by one of the great Sanskrit scholars of Himachal Pradesh, Acharya Diwakar Datt Sharma
Himachal Pradesh has one of the highest per capita incomes of any state in India. Due to the abundance of perennial rivers, Himachal also sells hydro electricity to other states such as Delhi, Punjab and Rajasthan.[8] The economy of the state is highly dependent on three sources: hydroelectric power, tourism and agriculture.[9]
Hindus make up 95% of the state population, making it the most Hindu state (proportionally), in India. According to a 2005 Transparency International survey, Himachal Pradesh is ranked the second-least corrupt state in the country after Kerala.[10]
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History
Main article: History of Himachal Pradesh
The history of the area that now constitutes Himachal Pradesh dates back to the time when the Indus valley civilisation flourished between 2250 and 1750 BCE.[11] Tribes such as the Koilis, Halis, Dagis, Dhaugris, Dasa, Khasas, Kinnars and Kirats inhabited the region from pre-historic era. During the Vedic period, several small republics known as "Janapada" existed which were later conquered by the Gupta Empire.[12] After a brief period of supremacy by king Harshavardhana, the region was once again divided into several local powers headed by chieftains, including some Rajput principalities. These kingdoms that enjoyed a large degree of independence were devastated by Muslim invaders a number of times.[11] Mahmud Ghaznavi conquered Kangra at the beginning of the 10th century. Timur and Sikander Lodi also marched through the lower hills of the state and captured a number of forts and fought many battles.[11] Several hill states acknowledged Mughal suzerainty and paid regular tribute to the Mughals.[13]
Sansar Chand (c.1765–1823)
The Gurkhas, a martial tribe came to power in Nepal in the year 1768.[11] They consolidated their military power and began to expand their territory.[11] Gradually the Gorkhas annexed Sirmour and Shimla. With the leadership of Amar Singh Thapa, Gorkhas laid siege to Kangra. They managed to defeat Sansar Chand, the ruler of Kangra, in 1806 with the help of many provincial chiefs. However Gorkhas could not capture Kangra fort which came under Maharaja Ranjeet Singh in 1809. After the defeat the Gorkhas began to expand towards the south of the state. However, Raja Ram Singh, Raja of Siba State re-captured the fort of Siba from the army of Maharaja Ranjit Singh in Samvat 1846,[11] during the First Anglo-Sikh War. They came into direct conflict with the British along the tarai belt after which the British expelled them from the provinces of the Satluj.[11] Thus the British gradually emerged as the paramount powers.[11] The revolt of 1857 or first Indian war of independence resulted due to the building up of political, social, economic, religious and military grievances against the British government.[11] People of the hill states were not as politically active as the people in other parts of the country.[11] They remained more or less inactive and so did their rulers, with the exception of Bushahr.[11] Some of them even rendered help to the British government during the revolt. Among them were the rulers of Chamba, Bilaspur, Bhagal and Dhami. The rulers of Bushars rather acted in a manner hostile to the interests of British.[11]
The British territories in the hill came under British Crown after Queen Victoria's proclamation of 1858. The states of Chamba, Mandi and Bilaspur made good progress in many fields during the British rule.[11] During World War I, virtually all rulers of the hill states remained loyal and contributed to the British war effort both in the form of men and materials. Amongst these were the states of Kangra, Jaswan, Datarpur, Guler, Nurpur, Chamba, Suket, Mandi and Bilaspur.[11]
After independence the Chief Commissioner's Province of H.P. came into being on 15 April 1948 as a result of integration of 28 petty princely states (including feudatory princes and zaildars) in the promontories of the western Himalaya, known in full as the Simla Hills States & four Punjab southern hill States by issue of the Himachal Pradesh (Administration) Order, 1948 under Sections 3 & 4 of the Extra-Provincial Jurisdiction Act, 1947 (later renamed as the Foreign Jurisdiction Act, 1947 vide A.O. of 1950). The State of Bilaspur was merged in the Himachal Pradesh on 1 April 1954 by the Himachal Pradesh and Bilaspur (New State) Act, 1954. Himachal became a part C state on 26 January 1950 with the implementation of the Constitution of India and the Lt. Governor was appointed. Legislative Assembly was elected in 1952. Himachal Pradesh became a Union Territory on 1 November 1956.[11] Following area of Punjab State namely Simla, Kangra, Kulu and Lahul and Spiti Districts, Nalagarh tehsil of Ambala District, Lohara, Amb and Una kanungo circles, some area of Santokhgarh kanungo circle and some other specified area of Una tehsil of Hoshiarpur District besides some parts of Dhar Kalan Kanungo circle of Pathankot tehsil of Gurdaspur District; were merged with Himachal Pradesh on 1 November 1966 on enactment of Punjab Reorganisation Act, 1966 by the Parliament. On 18 December 1970, the State of Himachal Pradesh Act was passed by Parliament and the new state came into being on 25 January 1971. Thus Himachal emerged as the eighteenth state of the Indian Union.[11]
Geography and climate
Main article: Geography of Himachal Pradesh
Dal Lake
A summer view of Khajjiar.
Climate
Temperature [citation needed]
• Avg. Winter7 °C (45 °F)
• Avg. Summer28 °C (82 °F)
Precipitation1,469 mm (57.8 in)
Himachal is situated in the western Himalayas. Covering an area of 55,673 kilometres (34,594 mi),[4] Himachal Pradesh is a mountainous state with elevation ranging from about 350 metres (1,148 ft) to 7,000 metres (22,966 ft) above the sea level.[14]
Lahaul, Himachal Pradesh.
The drainage system of Himachal is composed both of rivers and glaciers. Himalayan rivers criss-cross the entire mountain chain. In fact the rivers are older than the mountain system.[15] Himachal Pradesh provides water to both the Indus and Ganges basins.[16] The drainage systems of the region are the Chandra Bhaga or the Chenab, the Ravi, the Beas, the Sutlej and the Yamuna. These rivers are perennial and are fed by snow and rainfall. They are protected by an extensive cover of natural vegetation. [16]
There is great variation in the climatic conditions of Himachal due to extreme variation in elevation. The climate varies from hot and sub-humid tropical in the southern tracts to cold, alpine and glacial in the northern and eastern mountain ranges with more elevation.[17] The state has areas like Dharamsala that receive very heavy rainfall, as well as those like Lahaul and Spiti that are cold and almost rainless. Broadly Himachal experience three seasons; hot weather season, cold weather season and rainy season. Summer lasts from mid April till the end of June and most parts become very hot (except in alpine zone which experience mild summer) with the average temperature ranging from 28 °C (82 °F) to 32 °C (90 °F). Winter lasts from late November till mid March. Snowfall is common in alpine tracts (generally above 2,200 metres (7,218 ft) i.e. in the Higher and Trans-Himalayan region).
[edit]Flora and fauna
Main article: Wildlife of Himachal Pradesh
Asian Paradise Flycatcher in Kullu
Himalyan Monal at Birds Park in Shimla
According to 2003 Forest Survey of India report, legally defined forest areas constitute 66.52% of the area of Himachal Pradesh, although area under tree cover is only 25.78%.[18] Vegetation in the state is dictated by elevation and precipitation.
The southern part of the state, which is at the lowest elevations, has both tropical and subtropical dry broadleaf forests and tropical and subtropical moist broadleaf forests.[18] These are represented by northwestern thorn scrub forests along the border with Haryana and Uttar Pradesh and by Upper Gangetic Plains moist deciduous forests in the far southeast. Sal and shisham are found here.
Rising into the hills, we find a mosaic of western Himalayan broadleaf forests and Himalayan subtropical pine forests. Various deciduous and evergreen oaks live in the broadleaf forests, while Chir pine dominates the pine forests. Western Himalayan subalpine conifer forests grow near treeline, with species that include East Himalayan Fir, West Himalayan Spruce, Deodar (State tree), and Blue pine.
In the uppermost elevations we find western Himalayan alpine shrub and meadows in the northeast and northwestern Himalayan alpine shrub and meadows in the northwest. Trees are sturdy with a vast network of roots. Alders, birches, rhododendrons and moist alpine shrubs are there as the regional vegetation. The rhododendrons can be seen along the hillsides around Shimla from March to May. The shrublands and meadows give way to rock and ice around the highest peaks.
Himachal is also said to be the fruit bowl of the country with orchards scattered all over the place. Meadows and pastures are also seen clinging to steep slopes. After the winter season, the hillsides and orchards bloom with wild flowers, while gladiolas, carnations, marigolds,[19] roses, chrysanthemums, tulips and lilies are carefully cultivated. The state government is gearing up to make Himachal Pradesh as the flower basket of the world.
Himachal Pradesh is a well known habitat to a variety of animals. There are around 1200 bird and 359 animal species in the state.[20] This includes the Leopard, Snow leopard (State animal), ghoral, musk deer and Western Tragopan. It has 12 major national parks and sanctuaries — the largest number in the Himalayan region. The Great Himalayan National Park in Kullu district was created to conserve the flora and fauna of the main Himalayan range, while the Pin Valley National Park to conserve the flora and fauna of the cold desert.
[edit]Subdivisions
Main article: Districts of Himachal Pradesh
BilaspurChambaHamirpurKangraKinnaurKulluLahaul and SpitiMandiShimlaSirmaurSolanUna
Himachal Pradesh is divided into 12 districts namely, Kangra, Hamirpur, Mandi, Bilaspur, Una, Chamba, Lahul and Spiti, Sirmaur, Kinnaur, Kullu, Solan and Shimla. The state capital is Shimla which was formerly British India's summer capital under the name Simla.
A district of Himachal Pradesh is an administrative geographical unit, headed by a Deputy Commissioner or District Magistrate, an officer belonging to the Indian Administrative Service. The district magistrate or the deputy commissioner is assisted by a number of officers belonging to Himachal Administrative Service and other Himachal state services. Each district is subdivided into Sub-Divisions, governed by a sub-divisional magistrate, and again into Blocks. Blocks consists of panchayats (village councils) and town municipalities. A Superintendent of Police, an officer belonging to the Indian Police Service is entrusted with the responsibility of maintaining law and order and related issues of the district. He is assisted by the officers of the Himachal Police Service and other Himachal Police officials.
SOURCE en.wikipedia.org/wiki/Himachal_Pradesh
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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
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
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[1] 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.
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)
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
GZB's "SUPER-HOT" GRAND Old DADDY WAP-1 #22067 blasting through MISROD @ MPS hauling 01:02 mins late running 11058 ASR-LTT "PATHANKOT" Express.
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Jogindernagar/Baijnath to Pathankot, Kangra Valley Toy train:
The narrow-gauge railway runs from Joginder Nagar and Baijnath in Himachal Pradesh to Pathankot in the Punjab. We caught it at Baijnath Paprola. It’s a slow “Toy train”, and goes through the hill-resorts Baijnath, Palampur and Kangra. On the way, it offers views of the Dhauladhar ranges as well as rolling rural greenery.
This line has been nominated for inclusion in UNESCO's cultural heritage list.
Built by the British, work on the line started in 1926. Three years later this 163 km long track was opened to traffic.
The Dhauladhar rise up 13,000 ft from the valley floor. The wide Kangra Valley, with its well-watered terraces, is attractively fertile, and as the train inches on, passengers enjoy the open countryside. Pine scent may fill the air and the track is suddenly fringed on both sides by the tea gardens of the Palampur region.
Dharamshala, headquarters of the Kangra district, lies on the southern spur of Dhauladhar in the valley to the north of the rail-line.
The slow route provides views of nature and unveils facets of landscape and culture. Thus a trip on the Kangra toy train is a fascinating experience — a way to savour the beauty of the district and local simple life.
The Kangra Valley is not one place in particular; it’s the name given to the entire region that lies between the Dhauladhar ranges of the Himalayas to the north and the last foothills to the south. So, roughly speaking, this is a slim rectangular belt running 90 miles in length and 30 miles in breadth through the lower mountains. To the north, the peaks rear skyward: first a low chain of ridges followed by an extensive line averaging between 7,000 and 9,000 feet. Directly behind those are massifs rising to over 16,000 feet. Then the snows.
The most picturesque parts of the valley are open to view – the stretch of 18 miles from Mangwal to Kangra, for example, lies through country of grandeur with the Ban Ganga gorge and the Kangra chasm as two special elements. As one leaves Palampur, the background of chain peaks, 15,000 feet in height is barely ten miles away. Here the line runs parallel to the Dhauladhar range and nearer to it than any other railway in India that comes close to eternal snows.
Some miles along the line is the Bathu Khad, which is spanned by a long viaduct constructed on a gentle curve with the rails about 100 feet above the bed of the Nullah. Between this point and Kangra are the only two tunnels: the Dhundi tunnel is just 250 feet long. Four miles farther is the Daulatpur tunnel, 1,000 feet in length.
The line does not pass through Kangra town itself but is separated from it by a large cleft in the hills at the bottom of which runs the Ban Ganga River.
The spectacle of the Kangra Valley has unfolded where the train later crosses Nurpur. Hillocks rise on both sides as the train moves over many bridges. Past ruins of the old Kangra fort, emerging through Daulatpur tunnel we’re surprised by the change in the landscape. Hillocks rise on both sides and the Dhauladhar stand in prominence.
Wild Rambler Roses, Oleanders, Rhododendron, fruit blossoms, and other wide-ranging plants flourish.
But to us, special interests included unexpected scenes of village life, wet-green paddy fields, remote embarking stops, and rural village centres scrabbling with chooks, and occupied by resting workers. Colourful locals, each a picture, would ascend or descend alongside the tracks, until as we chugged closer to Pathankot, the numbers grew too many for inside the carriages, so others hung outside from the stair rails enjoying progress in the open countryside.
GZB's Red hottie WAP-4 #22554 vanishing through MISROD @ MPS taking charge of 56 mins late running 11057 LTT-ASR "PATHANKOT" Express.
Gurdaspur
From Wikipedia
Gurdaspur
Gurdaspur is a city in the state of Punjab, situated in the northwest part of the Republic of India. It is located in the center of and is the administrative head of Gurdaspur District. It was the location of a fort (later turned into a Brahmin monastery) which was famous for the siege it sustained in 1712 from the Mughals.
History
It is historically important in connection with the rise of the Sikh Confederacy. In the latter part of the 18th Century, the whole of the Punjab was distributed among the Sikh chiefs who triumphed over the Imperial Mughal governors. In the course of a few years, however, Maharaja Ranjit Singh acquired all the territory which those chiefs had held. Pathankot and the neighboring villages in the plain, together with the whole of the hill portion of the district, formed part of the area ceded by the Sikhs to the British after the First Anglo-Sikh War in 1845. In 1862, after receiving one or two additions, the district was brought into its present shape. In 1901 the population was 940,334, showing a slight decrease, compared with an increase of 15% in the previous decade.
Gurdaspur was founded by Sahib Deep Chand and was named after his grandfather Guriya in the beginning of 17th century. In his honour, this city was named Gurdaspur. He bought land for Gurdaspur from the Jats of the Sangi Gotra. Guriya, a Sanwal Brahmin of the Kaushal Gotra came from Paniar, a village situated 5 miles north of Gurdaspur. The ancestors of Guriya had come from Ayodhya and settled in Paniar. Guriya Ji had two sons Nawal Rai and Pala. The descendants of Nawal Rai settled in Gurdaspur and Nawal Rai’s son Baba Deep Chand was a contemporary of Guru Gobind Singh. It is believed that Guru Gobind Singh gave the title of Ganj Bakhsh (Owner Of Treasure) to Baba Deep Chand. The descendants of Baba Deep Chand are called Mahants
Gurdaspur was the last bastion of Banda Bahadur. Banda Bahadur's legend lives on in the poem "Bandabir", by the Indian Nobel prize winner Rabindranath Tagore. The poem, written in the Bengali language, has been translated into English,
### ........must view as slide show.......##
LTT bound 11058 ASR-LTT Pathankot Express curves into Khandwa Jn with a freshly painted GZB P1#22076 in charge!
A well loaded Train 6PB, the 14:10 Baijnath Paprola to Pathankot Junction sets off from Jawalamukhi Road behind ZDM-4A No.205.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
Pathankot again, I think. It has got the look of a frontier town
Scanned from a Kodachrome half frame slide (transparency) taken in November 1971
NOTE Confirmed from a diary of this trip which I have just refound, this is Pathankot and the photo is taken from the balcony of our hotel near the bus stand
+++ 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.
+++ 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.
+++ 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.
TKD Toaster "PUSHPAK" WDP-3A 15538 going to take rest after taking charge of 11058 Amritsar(ASR)-Lokmanya Tilak(LTT) Pathankot Express( now ASR-CSTM)!
+++ 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.
+++ 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.
Train 52474, the last remaining train in this section and direction, is leaving Joginder Nagar towards Pathankot with ZDM4A 198. From here to Baijnath Paprola is the only section of the track, where the loco is regularly hauling with long front ahead.
Freshly poh'ed GZB's White Stunner WAP-5 #30002 honking madly and thundering through MISROD @ MPS taking charge of 48 mins late running 11057 LTT-ASR "PATHANKOT" Express.
ZDM4A No. 233 at Pathankot Jn after arrival with train 52476 16h30 Baijnath Paprola to Pathankot Express on 19th April 2019.
Kangra Valley Railway [KVR] narrow gauge locomotive ZDM-3 179 cautiously approaches Baijnath Paprola with Train 1BPJ, the 02:40 from 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
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Kullu or Kulu is the capital town of the Kullu district in the Indian state of Himachal Pradesh. It is located on the banks of the Beas River in the Kullu Valley about 10 kilometres north of the airport at Bhuntar.
Kullu is a broad open valley formed by the Beas River between Manali and Largi. This valley is famous for its temples, beauty and its majestic hills covered with pine and deodar forest and sprawling apple orchards. The course of the Beas river presents a succession of magnificent, clad with forests of deodar, towering above trees of pine on the lower rocky ridges. Kullu valley is sandwiched between the Pir Panjal, Lower Himalayan and Great Himalayan Ranges.
HISTORY
Historical references about the Kullu valley dates back to ancient Hindu literary works of Ramayana, Mahabharata and the Puranas. During Vedic period several small republics known as "Janapada" existed which were later conquered by the Nanda Empire, Mauryan Empire, Gupta Empire, Pala Dynasty and Karkoṭa Empire. After a brief period of supremacy by King Harshavardhana, the region was once again divided into several local powers headed by chieftains, including some Rajput principalities, these principalities were later conquered by Maratha Empire and Sikh Empire.
The name Kullu derives from the word "Kulant Peeth", meaning "end of the habitable world". As per legends, during the Great Flood, Manu visited this valley, but was unable to cross the Rohtang pass. He named the last settlement he found as Kulant Peeth, and chose to settle and meditate in what has now become the town of Manali (Manu's Place). The name further devolved into "Kulut", as the kingdom was known for a long time; before finally being known by the current name of Kullu or Kulu.
The Buddhist pilgrim monk Xuanzang visited the Kullu Valley in 634 or 635 CE. He described it as a fertile region completely surrounded by mountains, about 3,000 li in circuit, with a capital 14 or 15 li in circumference. It contained a Stupa built by Mauryan Emperor Ashoka, which is said to mark the place where the Buddha preached to the local people and made conversions, Stupa was taken away by a Mughal ruler and put in feroz shah kotla maidan in Delhi. There were some twenty Buddhist monasteries, with about 1,000 monks, most of whom were Mahayanist. There were also some fifteen Hindu temples, and people of both faiths lived mixed together. There were meditation caves near the mountain passes inhabited by both Buddhist and Hindu practitioners. The country is said to have produced gold, silver, red copper, crystal lenses and bell-metal.
Kullu got its first motorable access only after Indian Independence. The long centuries of seclusion have, however, allowed the area to retain a considerable measure of its traditional charm. The road through the Kullu Valley and Lahaul is now paved all the way, to connect and provide the major access route between the northern Indian plains to Leh in Ladakh.
GEOGRAPHY
Kullu town has an average elevation of 1,278 m. It lies on the bank of Beas River. A major tributary, Sarvari, (derived from "Shiv-Baardi") leads to the less explored and steeper Lug-valley on the west. On the east of Kullu lies a broad mountainous ridge having the village-temples of Bijli Mahadev, Mounty Nag and Pueed. Beyond the ridge lies Manikaran valley, along the Paarvati river which joins Beas at Sangam in Bhuntar. On the south of Kullu lie the town of Bhuntar, Out (leading to Anni, Banjar and Siraj Valley) and Mandi (in Mandi district). Historically Kullu was accessible from Shimla via Siraj valley or through passes on the west leading to Jogindernagar and onto Kangra. To the north lies the famous town of Manali, which through the Rohtang pass leads onto the Lahaul and Spiti Valley. One can see an enormous change in the climate as one climbs up the windward side of the ranges to proceed to the leeward and much drier plateaus to the north of Manali.
The valley has varied biodiversity, It has some of the rarest of animals like Himalayan tahr, western tragopan, monal and Himalayan brown bear. The Great Himalayan National Park (GHNP) is also located here. The park was built in 1984. It spreads over an area of 1,171 km2 which lies between an altitude of 1,500 to 6,000 m. In order to protect the flora and fauna of this Himalayan area, many places are declared as wildlife sanctuaries, such as: Khokhan Sanctuary, Kais Sanctuary, Tirthan Sanctuary, Kanawar Sanctuary, Rupi Baba Sanctuary, Great Himalayan National Park and Van Vihar Manali.
DEMOGRAPHICS
As of 2011 India census, Kullu had a population of 18,306. Males constitute 54% of the population and females 46%. Kullu has an average literacy rate of 81%, higher than the national average of 59.5%: male literacy is 84%, and female literacy is 77%. In Kullu town, 10% of the population is under 6 years of age.
ADMINISTRATIVE
Kullu town, as the administrative headquarters of Kullu district, has the offices of Deputy Commissioner, the Superintendent of Police and the District courts. It is also the largest and the most varied constituency of Lok Sabha, the lower house of the parliament of India.
CLIMATE
December and January during winter observe lowest temperatures ranging from −4 to 20 °C, with some snowfall.Evenings and mornings are very cold during winters. Annual highest temperature in summer ranges from 24 to 34 °C during May to August. Months of July and August are rainy because of monsoon, having around 150 mm rainfall monthly. Climate is pleasant in October and November.
AIR
The nearest airport (IATA code KUU) is at Bhuntar town, situated on NH21 at the confluence of the Parvati and Beas rivers (latitude 31.8763 N and longitude 77.1541 E), about 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has a runway more than a kilometre long. Indian Airlines and some private airlines have regular flights to the airport. Himalayan Bulls in collaboration with Deccan Charters started flights on Kullu-Chandigarh-Kullu sector beginning 2 April 2014 with 2 to 3 unscheduled flights each day in eight-seater planes.
Chandigarh airport is the nearest large airport.
ROAD
Kullu can be reached from Delhi by national highway NH 1 up to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar and Mandi towns. The road distance from Delhi to Chandigarh by bus is 260 km and from Chandigarh to Kullu is 252 km; the total distance from Delhi to Kullu thus is about 512 km .
RAIL
Kullu is not easily approachable by rail. The nearest broad gauge railheads are at Una and Kiratpur Sahib (Both 200 kilometres away), Kalka 240 kilometres away, Pathankot 275 kilometres away, and Chandigarh 280 kilometres. The nearest narrow gauge railhead is at Joginder Nagar 100 km away.
ATTRACTIONS
The Kullu valley is known as the "Valley of the Gods" or "Dev Bhumi" due to many pilgrimage sites for Hindus, Buddhists and Sikhs alike. Kullu is known for its open valley meadows and scenic views of the Himalayan mountain range. Kullu area is known for Kullu shawl, made of many natural fibers including pashmina, sheep-wool and angora. The seven-day festival of Kullu Dussehra, a celebration of Avatar Lord Rama's victory over the evil king Ravana. The festival takes place in the months of October or November, depending upon the Hindu calendar.
SIGHTSEEING
Raghunath Temple - In the 17th century, Raja Jagat Singh of Kullu committed a great mistake. To atone for the sin, he sent a senior courtier to Ayodhya for a statue of Lord Raghunath - Lord Rama. This temple was built by Raja Jagat Singh to house the image and even today, is greatly revered. Every year international fair Dussehra is celebrated with local deities in honour of lord Raghunath.
Shringi Rishi Temple - Banjar - About 60 km. from Kullu is Banjar valley wherein Shringi Rishi Temple is located. Shringi Rishi is the ruling deity of Banjar valley. In fact, before the Lord Rama's advent into Kullu valley from Ayodhya Puri,Lord Shringi was the ruling deity of Kullu. Shringi rishi is one among the "atthara kardoo" (eighteen chief deities) of the Kullu valley.
Maha Devi Tirth Temple - Shri Mahadevi Tirth, popularly known as Vaishno Devi Mandir (by localities), situated about two kilometers North from the Kullu valley on Kullu Manali road, though a newly founded temple, yet it is acknowledged like any old famous temple. The foundation of this temple was laid by Swami Sewak Das Ji.
Bijli Mahadev Temple - It is located at 2,435 meters from sea level and is about 10 km from Kullu. The staff of the temple is 60 feet high and can be seen from the Kullu valley too. It is the highest point around Kullu from where the beautiful view of the whole town, and more can be experienced.
Devta Narsingh - A famous temple of deity 'Narsingh', situated in Sultanpur block of Kullu.
Raison - By the banks of the Beas -and on the Kullu-Manali highway - Himachal Tourism runs a camping site here. Ideal for a taste of adventure.
Shoja - At 2692 m, this is a vantage point for a complete panorama of the Kullu area - snow peaks and valleys, meadows and forests, rivers and streams. From Shoja, Jalori pass is 5 km far from where you can take an extreme view of Shoja and its vicinity. From some distance from Jalori you can visit a lake named Sareuolsar. It is an extraordinary place to visit but there is no means of transportation so you have to go on foot.
Basheshwar Mahadev Temple, Bajaura - One of the most charming temples in the Kullu valley, this is renowned for its intricate stone carvings. It is said to be built by pandavas.
Kasol - An open glade by the banks of the river Parvati. Clean white sand separates the lush green grass from the water. A good spot for trout. Himachal Tourism has a Tourist Hut here.
Naggar - For 1400 years this was the capital of Kullu. Its 16th century stone and wood castle is now a hotel run by Himachal Tourism. Here, a gallery houses the paintings of the Russian artist, Nicholas Roerich. Naggar also has three other old shrines.There are many old pagoda shali temple also there.
Hidimba temple - dungri,Manali.
Kais Dhar - An immensely beautiful place, with grass meadows and densely forested mountains. It is a part of trekking route and is not connected through road, hence the natural beauty is still preserved. It is easily one of the most beautiful places in Himachal. This place has a forest rest house which was built by Britishers, who liked this place. It not far away from Kullu town, approximately 10 km from the town. But it is not connected through road.
Fungani Mata Temple - lies on the top of the lugvalley. This is really a beautiful place and still hidden from tourist hence still the area around this us preserved. Temple is near about 30 km away from kullu town. while road is Only up to base of the point from where there is little walk to the temple.
FESTIVALS AND OTHER ACTIVITIES
Kullu Dussehra - When Dussehra celebrations come to an end in the rest of the country, they begin at Kullu. The State government has accorded the status of International festival to the Kullu Dussehra, which attracts tourists in large numbers. About 200 local deities come to pay homage to Lord Raghunath. This is a time when the valley is at its colourful best.
Kullu Holi - Holi is the festival of colors celebrated for two days in Kullu.Its unique feature is that people of the town collect in temple and then they proceed to houses of town people singing sacred holi songs and in return they are given sweets,pakoras and hard drinks etc. Women also take part in the festival with same enthusiasm and happiness as Men.
Fishing and adventure - The Kullu valley has numerous places for trout fishing. These include Katrain, Raison, Kasol and Naggar, then along the river Tirthan near Larji, in the Sainj Valley and in the Hurla khud. The valley is the nucleus of several trek routes. Some major ones are over the Chanderkhani Pass to Malana, over the Jalori Pass or Bashleo Pass to Shimla, and over the Pin Parvati Pass to Sarahan. White water rafting is popular on the Beas river. Rapid Riders is one of the oldest service providers in kullu offering commercial white water rafting on the 16 km river course.
It connects with the Lahul and Spiti valleys via Rohtang Pass, situated at 3,978 m, 51 km from Manali city.
VICINITY
Other places of interest in the area include Manikaran which is famous for its hot springs, and hot water springs at Vashisht village near Manali, 40 km north of Kullu, a hub for tourists and rock climbers. Malana, Kaish-Dhaar in Lug Valley, Bijli Mahadev, Bhekhli and Bajaura house the famous temples of the region and places like Kasol and Gohar. Manali is perhaps the most famous town and center of all tourist attractions in the state. Manali also has a well-known temple dedicated to the mythical princess Hidimba. which is known as Hidimba Devi Temple.
The economy of the town largely depends on tourism, horticulture (apples, plums, pears, and almonds) and handicrafts (shawls, caps, etc.). A majority of the youth depend on tourism for their well being, which has led to construction of a large number of hotels by locals such as the Himalayan Hamlet, Shivalik, Tree House, Apple Valley and Raju Bharti.
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