Temples of Mari Indus & Kalabagh fault Zone

The Temples along the Indus

(All pictures in this blog are photographed by the author, research references from different archaeological papers)

Date of Visit: 24th February 2018

These two temples belong to 8th Century 

Indus Mari Ridge view from Kalabagh

In 2018, I had the opportunity to visit the extraordinary site of the Mari Indus Hindu Shahi temples. Perched atop a hill, the temples commanded an impressive altitude of 354 meters above the mean sea level, providing a breathtaking view of the surrounding landscape.

There were originally three temples at the site, with two closely situated on the lower eastern terraces. Unfortunately, the passage of time caused one of the temples to vanish completely, leaving behind only the platform on the high western terrace of the ridge. This platform serves as a reminder of the temple that once stood proudly in that spot.

The Mari Indus hill itself is positioned on the eastern bank of the renowned River Indus, nestled within the western Salt Range of Pakistan. At the foot of the hill lies a village known as Purana Mari, which is home to a sizable population. Notably, the historic city of Mari Indus, along with its famous railway station dating back to the British colonial period, is located approximately two kilometers south of this area.

On the west bank of the Indus River, towards the southeast, lies another village called Wandha Kukran Wala. This village rests on the dry bed of the Chisal Algad River, a tributary of the mighty Indus. The significance of the site extends beyond its historical and cultural value. It lies within the Kalabagh Fault Zone, a geological formation that stretches for 120 kilometers, beginning from the southwestern corner of the Salt Range near Khushab and continuing to the southern Kohat Plateau. This fault zone is characterized by right-lateral transpressional deformation, as observed by Harland in 1971. The Kalabagh Fault Zone intersects with the Indus River near Kalabagh, precisely at Wandha Kukran Wala.

The dilapidated temples themselves are situated in a picturesque location, offering a captivating view of the flowing Indus River at the foothills. Adding to the charm, the temples provide a backdrop of the majestic Kalabagh hills and the Surghar Range. This panoramic vista, with its harmonious blend of nature and history, creates an enchanting ambiance for visitors.

Visiting the Mari Indus Hindu Shahi temples was a truly remarkable experience. The architectural remnants, coupled with the scenic surroundings, evoked a sense of awe and wonder. Standing at such an elevated position, one could appreciate the profound historical and geological significance of the site while marveling at the beauty of the natural landscape that stretched out before them.

Another View of the temples

One of the eastern set of temple in the background Indus and the other bank (southeast another village of Wandha Kukran Wala is situated on the dry bed of the chisal algad river)

The Old town of Mari 

The dry bed of  chisal algad river a tributary of the Indus

Another view of Old Mari Indus town

The Western temple site which is no more 

The little dot in picture is me climbing up the sloppy ridges

 

A Forgotten Shivala on the banks of Chenab located on the foot of Chiniot Hill

 07th March 2018

Chiniot, situated in the Punjab province of Pakistan, is a captivating city nestled on the left bank of the majestic river Chenab. Located approximately 160 kilometers northwest of Lahore, it boasts a rich history and an intriguing local legend. According to the tale, the town derived its name from Chandan, a courageous king's daughter who would often indulge in hunting while dressed as a man. One fateful day, captivated by the mesmerizing beauty of the Chenab's banks, she decreed the construction of a town at that very spot, and it was christened "CHANDNIOT" in her honor.

Chiniot's roots can be traced back to ancient times, with some scholars drawing connections to a town mentioned in the Rig Veda, an ancient Hindu scripture. Additionally, references to a town called "Channiwat" can be found in the epic tale of the Ramayana, as well as in Al-Beruni's renowned work, "Kitab-ul-Hind."

On the left bank of the river Chenab, at the foothills of Chiniot, once stood an exquisite Hindu Shivala (temple). Unfortunately, it met its demise during the devastating floods of 1973 and 1976. Today, all that remains are fragments of a supporting wall and a staircase, serving as a poignant reminder of the Shivala's former grandeur.

1930s picture Railway bridge on Chenab under construction, Shivala in background

Location of Shivala, remains of support wall and stair left behind

Chiniot hill in background

The history of Kalabagh Railway Bridge

 February 24, 2018

Pakistan is the proud heir to an extensive network of narrow-gauge railways inherited from the British colonial era. These railways served as crucial links, connecting various regions within the country. Originally established to facilitate the transportation of goods and essential raw materials such as coal, cotton, and wheat, these railways played a vital role in fostering economic development.

Among the remarkable railway structures from this era is the Kalabagh railway bridge, which was inaugurated on the 10th of August 1931. This bridge served as a crucial link, connecting the broad-gauge railway system on the eastern side of the Indus River to the narrow-gauge system on the western side. As a result of this significant engineering feat, a new and convenient route from Lahore to Bannu and Tank was made available, providing enhanced connectivity and transportation options for the region.

History

The construction of a bridge over the River Indus at Kalabagh marks a significant milestone in railway connectivity. This bridge will serve as a vital link between the broad gauge (5'-6") system of the North-Western Railway on the southeast side of the river and the narrow gauge (2'-6") Railway on the northwest side. It represents the first step towards converting the 2'-6" gauge Railway from Kalabagh to Bannu to a broad gauge line, with plans to extend it further to Mirali.

The bridge holds immense importance in enhancing railway communication between Punjab and Waziristan. Its completion will eliminate the need for the existing ferry system, which has inherent transportation limitations. Additionally, when combined with the completion of the bridge over the Chenab at Chiniot and the bridge over the Jhelum near Khushab, it will provide an alternative, faster, and more convenient route from Lahore to this frontier region. Furthermore, the suspended Lyallpur-Chananwala Connection will offer an additional line of communication between the frontier and Delhi.

From a commercial standpoint, the bridge is poised to play a substantial role in the development of inter-communication between the Frontier Province and the rest of India, yielding significant benefits. It is unnecessary to elaborate on its evident strategic importance.

The proposal for a bridge over the Indus at or near Kalabagh had been under discussion for several years. Initial surveys were conducted in 1888 by Mr. Ramsay, followed by further investigations and proposals by Mr. Verrier in 1919 and Col. Cowie in 1921. The idea of a Transporter Bridge, explored by Mr. Hallidy in 1923, was eventually abandoned.

An alternative proposal was considered, involving a combined Weir and Railway Bridge. However, this plan was rejected partly due to uncertainty regarding the sanction for the Thal Canal Project, of which the Weir formed a part. Moreover, the chosen site allowed for a shorter crossing of 2,500' instead of a longer 4,500' crossing at the proposed location.

Finally, in 1927, a project for a bridge with an estimated cost of Rs. 40:36 lakhs was submitted to the Railway Board and received approval in May of that year. The bridge consists of nine girders spanning 250' with a clear distance of 263' between piers. These girders, adhering to the standard M. L. of 1926, are designed to accommodate a single broad-gauge railway line. Considering the absence of road communications, no provision has been made for roadways.

Site.

The chosen location for the bridge lies approximately one mile downstream from the point where the Indus River emerges from the gorge and enters the plains. It is positioned just below Mari Ghat, the current ferry terminus, and immediately after the convergence of the Nihal Shah Nullah. This site offers a stable course for the river, eliminating the risk of upstream meandering due to the presence of surrounding hills that define its path. Moreover, the geographical configuration of the surrounding area prevents the river from forming loops and flowing back close to the bridge approaches.

This favorable condition ensures the long-term stability of the river channel and simplifies the task of securing the bridge approaches. Additionally, the chosen site possesses the added advantage of facilitating the alignment of the approaches. It effectively avoids numerous graveyards, particularly on the Kalabagh side, as its position enables easy avoidance of these areas without complications.

A Two Storey Steel Railway Bridge Over Chenab Near Chiniot City & Need of Construction of Direct Railway Route Between Lahore To Bannu In British Period

Date of visit 2018

(All research done in this article and photos taken are authors' property)

In the British period in the sub-continent for transportation of goods and strategic control, a direct railway route between Lahore and to the frontier was under consideration and needed for quite a long, also surveys in this regard started late in the late 19th century. The main hurdle in laying this railway line was the construction of four rail­­­way bridges on rivers Ravi, Chenab, Jhelum, and Sind.

Ravi Bridge: Over the Ravi, River is situated between Lahore and Shahdara Bagh. Construction began in 1871 by Joseph Edward Spring and was completed in 1876.

The rest of the three bridges started during Sir Geoffrey de Montmorency's tenure who served as the Governor of the Punjab province in British India during the early 20th century. He was appointed to this position in 1925 and remained in office until 1931.

Chenab River: In 1932 a two-story bridge was constructed at River Chenab, a upper deck a bituminous road runs, and the lower deck was designed for railway traffic.

Early morning at Chenab Railway Bridge No 132/134 connecting Chniot and Chenab Nagar

Chenab Railway Bridge No 132/134 connecting Chniot and Chenab Nagar

Chenab Railway Bridge No 132/134 connecting Chniot and Chenab Nagar

Chenab Railway Bridge No 132/134 connecting Chniot and Chenab Nagar

Chenab Railway Bridge No 132/134 connecting Chniot and Chenab Nagar

1932 Pictures 

Jhelum River: the de Montmorency Bridge which was opened by the Governor. of Punjab, Sir Geoffrey de Montmorency on April 25th, 1931, forms a combined railway and road connection across the Jhelum River on the Sargodha-Khushab Branch line of the N. W. Railway.

Sindh River: The railway bridge at Kalabagh (opened to traffic on 10th August 1931) bridge connected the broad gauge (5-6″) system of the railway on the east of the Indus with narrow gauge (2_6″) to the west. After its construction an alternative route from Lahore to Bannu and Tank became available.

Mari-Indus Railway (Bannu-Tank line)

Daud Khel–Lakki Marwat Branch Line –was one of several branch lines in Pakistan, operated and maintained by Pakistan Railways. The line began at Daud Khel Junction and ended at Lakki Marwat Junction. The total length of this railway line was 92 kilometers (57 mi) with 7 railway stations. It was known by locals as "choti rail" since it was the only 762 mm (2 ft 6 in) narrow gauge railway in the country. The line was dismantled in 1995. The rail line was initially built by NWR as the Trans–Indus Railway in 1913, which extended from Kalabagh station to Bannu station. The line was then further developed in 1916 to reach Tank Junction station, which today is part of the Bannu–Tank Branch Line. The line was also sometimes referred to as the Mari-Indus Railway.

de’montmorency Railway bridge khushab on Jhelum River

 25th February 2018

THE de MONTOMORENCY BRIDGE ACROSS THE JHELUM RIVER AT KHUSHAB.

 

The de Montmorency Bridge which was opened by the Governor. of Punjab, Sir Geoffrey de Montmorency on April 25th, 1931, forms a combined railway and road connection across the Jhelum River on the Sargodha-Khushab Branch line of the N. W. Railway. On the completion of the rail-cum-road bridge across the Chenab River at Chiniot (which is expected to be ready in March 1932) and with the railway bridge at Kalabagh (opened to traffic on 10th August 1931) an alternative route from Lahore to Waziristan was available.

The bridge consists of 15 spans, each 159 feet center to center of piers: with a clear span of 144 ft.

 

Paper By CAPTAIN J. R. SIMPSON, R.E., ASTT. EXECUTIVE ENGINEER,

NORTHWESTERN RAILWAY.

Standard of loading.

The de Montmorency Bridge is designed to carry a single line of broad-gauge railway to M. L. Standard Loading of 1926, which is equal-valent to a train hauled by two locomotives of 22} ton axle load, and for the roadways, British Engineering Standard 10-unit highway load, which is equivalent to a ten-ton axle load followed by 4.5-ton axle loads spaced 10 feet apart.

Foundation of piers.

The piers and wells are brick-in-cement mortar well foundations. Twin octagonal well foundations were employed, and they were sunk to an average depth of 90 ft. The wells, piers, guide bunds, and approach banks were built by the Construction Branch, N. W. Railway, Mr. A. Latif Sheikh, B.A., B.Sc., being the Executive Engineer, and are not dealt with in this paper.

Discharge of river.

The discharge of the river varied from a minimum of 300 cusecs. in the cold weather to a maximum of about 5,50,000 cusecs during the monsoon.

Girders.

The spans are made up of half-through type truss duplicated trusses and were designed and erected by the bridge division of the Northwestern Railway. The details of the design were approved by the Consulting Engineers, Messrs. Rendel Palmer & Tritten, Westminster, London. The steel work has been largely made up of railway spans re-leased from the Kaiser-i-Hind bridge across the Sutlej River at Ferozepur.

In all, 6752 tons have been used in the superstructure, 27 percent of this being of new material which includes 6 new trusses manufactured by a construction firm in India. The work entailed closing over half a million rivets in the field.

The second-hand material was dealt with in the bridge department workshop at Jhelum. the girders being strengthened and remodeled there as required. Each span was assembled in the yard at Jhelum to ensure correct fabrication before being sent to the site for erection. As the main girders are duplicated, separate arrangements were necessary for the erection of inner and outer girders.

The weight of each pair of inner girders without flooring was 130 tons.

Temporary staging in all cases was founded on sandalwood piles 35 feet long. Sixteen piles are being used for the staging, grouped under the center of each span. Most of the piles were extracted by inverting the pile driver and suspending it from the main girders above, the pile driver driving against a yoke attached to the piles. During the monsoon, some of the piles were extracted by making fast one end of a rope to the pile and the other end to the main girders.

and allowing the next flood to scour out the bed and free the pile.

Labor.

With the method of girder erection described, assembling and riveting each pair of girders occupied 7 days; launching, hitting, and riveting cross girders another 7 days, each pair of inner girders being completed in a fortnight. About 350 men were employed in an ordinary way and 100 of these were semi-skilled men. With double the above labor, and working from both ends of the

bridge, it was found possible to double this Work through the monsoon of 1930, the highest flood experienced in l'5 feet of the maximum flood for the last 40 years.

Cost.

Work was completed at Rs. 200 a ton. With new steelwork, the cost would not have been less than Rs. 350 per ton.

Staff.

The design, fabrication of girders at Jhelum, and girder erection in the field, were carried out under the supervision of Mr. W. T. Everall. O.B.E., M. Inst., C.E, Deputy Chief Engineer, Bridges. Executive Engineer, Bridges, was responsible for the girders in Jhelum, girder erection in the field, and several of the interesting features employed in the work.