While assisting in the materialization of the Uhl Hydro Electric Scheme, the line will at the same time contribute, to the general development of the rich and fertile country traversed, and in particular will promote the cultivation and export of fruits and vegetables in Kulu; will improve the accessibility of the hill stations of Dalhousie and Dharamsala; will at the same time encourage the formation of summer resorts for the residents of Lahore and Amritsar in the Kangra Valley itself; and will provide railway communications to several ancient Hindu shrines in the Kangra District which form important places of pilgrimages for people in the Punjab.On May 2, 1926, the ground breaking ceremony of Kangra Valley Railway(KVR) was performed by William Malcolm Hailey,[4] the then Governor of Punjab Province.

In 1942, at the time when World War II was at its peak, a section of the line and other Iron infrastructure from Nagrota to Joginder Nagar was dismantled and shipped off for British operations in the Middle East as a part of War effort, which caused disruption in the Operation of KVR.

It was only after 12 long years, post-Independence on 15 April 1954, that the infrastructure of KVR was restored and its operations resumed when Lal Bahadur Shastri, was Railway Minister of India.

[8] Again in 1973, when the Maharana Pratap Sagar was constructed, a small section of about 25 km (16 mi) on KVR had to be realigned to the reservoir.

Hence, the line was dismantled between Jawanwala Shahr and Guler on 11 April 1973 and diverted onto higher grounds along the eastern shore of the new reservoir.

[9] The entire length of the 163.720 km (101.731 mi) of Kangra Valley Railway starting from plains of Pathankot (383.820m amsl) in Punjab up to Joginder Nagar (1184.160m amsl) in the foothills of Dhauladhar ranges in Mandi District blends with the landscapes of Kangra Valley which is overlooked by snow clad mighty Dhauladhar Ranges.

Hence, negotiating this line through such hilly terrain marked with steep climbs, gaping valleys through which flow, the violent and loud streams, was not an easy task.

Therefore, this makes KVR a unique Railway in terms of following notable features in its short span of about 164 km (102 mi).

Neale's Ball Token based signalling system has been an integral part and heritage of KVR.

It is about 45 miles (72 km) long section and starts from Pathankot Junction to Chakki Bridge in Punjab.

Both Dalhousie Road and Kandwal halt were additional stops, not in the original plans, which were added sometimes during late 1970s to early 1980s, after reopening of line through new diversionary route.

Next station is Nurupur Road, which connects Nurpur town, erstwhile capital of medieval dynasty of Pathania rulers.

As line leaves Nurpur Town, it takes a southwards loop to reach Talara, the next stop on KVR.

The line continues in South-South-Easterly direction to reach, Balle Da Pir Larath and Bharmar, the next two stops respectively.

It is from this stop that the line had to be diverted from its original route, which formerly headed southwards serving the erstwhile stations of Anur and Mangwal, both of which have been abandoned.

This bridge is relatively of new construction in order for line to cross the highest water levels of tributary of Beas river.

After crossing the bridge it takes southward turn continues in this direction to make call at Harsar Dehri station and Megh Rajpura Halt, the next two stops on Line.

As the Line leaves Guler, it takes a more northerly course, heading up on the western bank of Banganga river, also known as Baner Khad.

After leaving the Kangra station, the Line comes across the Reond Gorge, spanned over by a spectacular steel arch bridge.

The Line continues Eastwards and next stations to follow are Chamunda Marg Halt, Paror and Sulah Himachal Pradesh, respectively.

It also has a Computerised reservation counter to facilitate booking for broad Gauge Trains in other parts of the country.

After the train (PBJ-UP) leaves the station, it follows steep descent and crosses Binwa Khad over a bridge.

Then Line Heads Northwards and then curves sharply southwards, crosses a small tributary of Binwa river.

Since NWR had many narrow gauge lines, it is highly likely that, multiple types of locomotives hauled the rolling stock on KVR.

KVR experimented with this new innovation in 1932 by inducting three ZZTL class Sentinel's steam-powered four-axle rail motor design Locomotives.

ZDM4 originally had 1-B-B-1 bogies, but later reverted into B-B configuration because extra axle meant more wheelslips, particularly in severe gradients.

[12] These ZDM4As were initially of 1-B-B-1 bogie configuration, but later their pony axles were removed in order for better weight distribution on lightly laid lines.

More recently, a new fleet of improved ZDM3s, built by Central Railway's(CR) Parel Works- Mumbai have been introduced on KVR.