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 DHARMSALA, a hill-station and sanatorium of the Punjab, India, situated on a spur of the Dhaola Dhar, 16 m. N.E. of Kangra town, at an elevation of some 6000 ft. Pop. (1901) 6971. The scenery of Dharmsala is of peculiar grandeur. The spur on which it stands is thickly wooded with oak and other trees; behind it the pine-clad slopes of the mountain tower towards the jagged peaks of the higher range, snow-clad for half the year; while below stretches the luxuriant cultivation of the Kangra valley. In 1855 Dharmsala was made the headquarters of the Kangra district of the Punjab in place of Kangra, and became the centre of a European settlement and cantonment, largely occupied by Gurkha regiments. The station was destroyed by the earthquake of April 1905, in which 1625 persons, including 25 Europeans and 112 of the Gurkha garrison, perished (Imperial Gazetteer of India, 1908).

 DHARWAR, a town and district of British India, in the southern division of Bombay. The town has a station on the Southern Mahratta railway. The population in 1901 was 31,279. It has several ginning factories and a cotton-mill; two high schools, one maintained by the Government and the other by the Basel German Mission.

The has an area of 4602 sq. m. In the north and north-east are great plains of black soil, favourable to cotton-growing; in the south and west are successive ranges of low hills, with flat fertile valleys between them. The whole district lies high and has no large rivers.

In 1901 the population was 1,113,298, showing an increase of 6% in the decade. The most influential classes of the community are Brahmans and Lingayats. The Lingayats number 436,968, or 46% of the Hindu population; they worship the symbol of Siva, and males and females both carry this emblem about their person in a silver case. The principal crops are millets, pulse and cotton. The centres of the cotton trade are Hubli and Gadag, junctions on the Southern Mahratta railway, which traverses the district in several directions.

The early history of the territory comprised within the district of Dharwar has been to a certain extent reconstructed from the inscription slabs and memorial stones which abound there. From these it is clear that the country fell in turn under the sway of the various dynasties that ruled in the Deccan, memorials of the Chalukyan dynasty, whether temples or inscriptions, being especially abundant. In the 14th century the district was first overrun by the Mahommedans, after which it was annexed to the newly established Hindu kingdom of Vijayanagar, an official of which named Dhar Rao, according to local tradition, built the fort at Dharwar town in 1403. After the defeat of the king of Vijayanagar at Talikot (1565), Dharwar was for a few years practically independent under its Hindu governor; but in 1573 the fort was captured by the sultan of Bijapur, and Dharwar was annexed to his dominions. In 1685 the fort was taken by the emperor Aurangzeb, and Dharwar, on the break-up of the Mogul empire, fell under the sway of the peshwa of Poona. In 1764 the province was overrun by Hyder Ali of Mysore, who in 1778 captured the fort of Dharwar. This was retaken in 1791 by the Mahrattas. On the final overthrow of the peshwa in 1817, Dharwar was incorporated with the territory of the East India Company.

 DHOLPUR, a native state of India, in the Rajputana agency, with an area of 1155 sq. m. It is a crop-producing country, without any special manufactures. All along the bank of the river Chambal the country is deeply intersected by ravines; low ranges of hills in the western portion of the state supply inexhaustible quarries of fine-grained and easily-worked red sandstone. In 1901 the population of Dholpur was 270,973, showing a decrease of 3% in the decade. The estimated revenue is £83,000. The state is crossed by the Indian Midland railway from Jhansi to Agra. In recent years it has suffered severely from drought. In 1896–1897 the expenditure on famine relief amounted to £8190.

The town of Dholpur is 34 m. S. of Agra by rail. Pop. (1901) 19,310. The present town, which dates from the 16th century, stands somewhat to the north of the site of the older Hindu town built, it is supposed, in the 11th century by the Tonwar Rajput Raja Dholan (or Dhawal) Deo, and named after him Dholdera or Dhawalpuri. Among the objects of interest in the town may be mentioned the fortified sarai built in the reign of Akbar, within which is the fine tomb of Sadik Mahommed Khan (d. 1595), one of his generals. The town, from its position on the railway, is growing in importance as a centre of trade.

Little is known of the early history of the country forming the state of Dholpur. Local tradition affirms that it was ruled by the Tonwar Rajputs, who had their seat at Delhi from the 8th to the 12th century. In 1450 it had a raja of its own; but in 1501 the fort of Dholpur was taken by the Mahommedans under Sikandar Lodi and in 1504 was transferred to a Mussulman governor. In 1527, after a strenuous resistance, the fort was captured by Baber and with the surrounding country passed under the sway of the Moguls, being included by Akbar in the province of Agra. During the dissensions which followed the death of Aurangzeb in 1707, Raja Kalyan Singh Bhadauria obtained possession of Dholpur, and his family retained it till 1761, after which it was taken successively by the Jat raja, Suraj Mal of Bharatpur, by Mirza Najaf Khan in 1775, by Sindhia in 1782, and in 1803 by the British. It was restored to Sindhia by the treaty of Sarji Anjangaon, but in consequence of new arrangements was again occupied by the British. Finally, in 1806, the territories of Dholpur, Bari and Rajakhera were handed over to the maharaj rana Kirat Singh, ancestor of the present chiefs of Dholpur, in exchange for his state of Gohad, which was ceded to Sindhia.

The maharaj rana of Dholpur belongs to the clan of Bamraolia Jats, who are believed to have formed a portion of the Indo-Scythian wave of invasion which swept over northern India about 100. An ancestor of the family appears to have held certain territories at Bamraoli near Agra c. 1195. His descendant in 1505, Singhan Deo, having distinguished himself in an expedition against the freebooters of the Deccan, was rewarded by the sovereignty of the small territory of Gohad, with the title of rana. In 1779 the rana of Gohad joined the British forces against Sindhia, under a treaty which stipulated that, at the conclusion of peace between the English and Mahrattas, all the territories then in his possession should be guaranteed to him, and protected from invasion by Sindhia. This protection was subsequently withdrawn, the rana having been guilty of treachery, and in 1783 Sindhia succeeded in recapturing the fortress of Gwalior, and crushed his Jat opponent by seizing the whole of Gohad. In 1804, however, the family were restored to Gohad by the British government; but, owing to the opposition of Sindhia, the rana agreed in 1805 to exchange Gohad for his present territory of Dholpur, which was taken under British protection, the chief binding himself to act in subordinate co-operation with the paramount power, and to refer all disputes with neighbouring princes to the British government. Kirat Singh, the first maharaj rana of Dholpur, was succeeded in 1836 by his son Bhagwant Singh, who showed great loyalty during the Mutiny of 1857, was created a K.C.S.I., and G.C.S.I. in 1869. He was succeeded in 1873 by his grandson Nihal Singh, who received the C.B. and frontier medal for services in the Tirah campaign. He died in 1901, and was succeeded by his eldest son Ram Singh (b. 1883).

 DHOW, the name given to a type of vessel used throughout the Arabian Sea. The language to which the word belongs is unknown. According to the New English Dictionary the place of origin may be the Persian Gulf, assuming that the word is identical with the tava mentioned by Athanasius Nikitin (India in the 15th Century, Hakluyt Society, 1858). Though the word is used generally of any craft along the East African coast, it is usually applied to the vessel of about 150 to 200 tons burden with a stem rising with a long slope from the water; dhows generally have one mast with a lateen sail, the yard being of enormous length. Much of the coasting trade of the Red Sea and Persian Gulf is carried on by these vessels. They were the regular vessels employed in the slave trade from the east coast of Africa.