Mumbai Dadar–Solapur section

From Wikipedia, the free encyclopedia
Jump to: navigation, search
Mumbai Dadar–Solapur section
Overview
System Electrified with 25kV AC from Mumbai CST till Bhigwan; beyond that electrification only after doubling
Status Operational
Locale Maharashtra
Termini Mumbai Dadar
Solapur
Services Mumbai-Chennai line
Operation
Opened 1860
Owner Indian Railway
Operator(s) Central Railway
Depot(s) Kalyan, Pune, Lonavla
Rolling stock

WDM-2, WDM-3A, WDM-3D, WDG-3A and WDG-4 diesel locos. WCAM-2, WCAM-3, WCAG-1, WAG-5, WAG-7, WAG-9 and WCM-6 electric locos.

 =historic stock=
WCG-2, WCM-1, WCM-2, WCM-3, WCM-4, WCM-5, WCP-1, WCP-2, WCP-3, and WCP-4 electric locomotives.
Technical
Track length Main line: 446 km (277 mi)
Branch lines:
Kurduvadi-Latur 153 km (95 mi)
Kurduvadi-Miraj 190 km (118 mi)
Number of tracks Main line: 2 up to Daund; the rest being doubled
Track gauge 1,676 mm (5 ft 6 in) broad gauge
Electrification 1.5 kV DC overhead system in 1930 for Kalyan-Pune sector
Operating speed Main line: up to 130 km/h
Highest elevation Lonavla 622 metres (2,041 ft)

The Mumbai Dadar–Solapur section is part of the Mumbai-Chennai line. It connects Mumbai Dadar and Solapur both in the Indian state of Maharashtra.

Geography[edit]

The south-eastern section of Central Line of Mumbai Suburban Railway runs from Chhatrapati Shivaji Maharaj Terminus to Palasdari along the Western Coastal Plains crossing the Thane Creek. Thereafter, it faces the Western Ghats.

Bhor Ghat[edit]

The Western Ghats presented a big obstacle to the railway engineers in the 1860s. As of now it stretches from Palasdari to Khandala, a distance of 22 km (14 mi). The summit of the Bhor Ghat (earlier spelt as Bhore Ghat) incline being 2,027 feet. The maximum gradient was: 1 in 37 with extreme curvature. "The works on the Bhore ghat comprised 25 tunnels of a total length of nearly 4,000 yards, two of the longest being 435 yards and 341 yards respectively. The Bhore ghat have eight lofty viaducts having a total length of 2,961 feet. Two of the largest are more than 500 feet long with a maximum height of 1160 and 163 feet. There are 22 bridges of spans from 7 to 30 feet and 81 culverts of various sizes."[1] On 25 January 1869 a runaway train on the Bhore Ghat derailed and crashed after failing to be stopped by a catch siding, and was made (in)famous by pictures in the Illustrated London News.[2]

Deccan Plateau[edit]

At the edge of the Western Ghats, the hills and valleys around Lonavla and Khandala attract large number of tourists.[3]

Lonavla is the starting point of the Pune Suburban Railway. EMU services were introduced in this sector in 1978.[4]

Pimpri-Chinchwad is a large industrial zone in the Pune area. Industrialisation of the zone started with the setting up in 1954 of the Hindustan Antibiotics at Pimpri. As of 2013, 6195 industries including 54 large scale 621 medium scale and 5520-small scale industries are in existence. The zone houses several major automotive units and all the major information technology units amongst other industries.[5]

Located in Bhima basin, the Solapur area is home to powerloom and handloom textile units, beedi-making units and other industries.[6]

History[edit]

The first train in India from Chhatrapati Shivaji Maharaj Terminus in Mumbai to Thane ran on 16 April 1853 on a track laid by the Great Indian Peninsula Railway. The GIPR line was extended to Kalyan in 1854 and then on the south-east side to Khopoli via Palasdari railway station at the foot of the Western Ghats in 1856. While construction work was in progress across the Bhor Ghat, GIPR opened to public the Khandala-Pune track in 1858. The Bhor Ghat incline connecting Palasdari to Khandala was completed in 1862, thereby connecting Mumbai and Pune.[2] GIPR extended its line to Raichur in 1871 and met the line of Madras Railway thereby establishing direct Mumbai-Chennai link.[7]

The Pune-Raichur sector of the Mumbai-Chennai line was opened in stages: the portion from Diksal in Pune to Barshi Road was opened in 1859, from Barshi Road to Mohol in 1860 and from Mohol to Solapur also in 1860. Work on the line from Solapur southwards was begun in 1865.[8]

Barsi Light Railway was a 202-mile (325 km) long, 2 ft 6 in (762 mm) wide railway from Kurduwadi to Latur. It was opened in 1897 on a 22-mile (35 km) long railway track from Barsi Road to Barsi, and extended in stages.[9] The narrow gauge line from Barsi Road to Pandharpur was extended to Miraj in 1927.[10]

Gauge conversion from 2 ft 6 in (762 mm) to 5 ft 6 in (1,676 mm) of the Miraj-Latur track and extension of the new line to Latur Road was taken up in 1992 and completed in stages. The last phase of the 375-kilometre (233 mi) long project was completed in 2008.[11]

Electrification[edit]

The Kalyan-Pune section was electrified with 1.5 kV DC overhead system in 1930. As of October 2016, Chhatrapati Shivaji Maharaj Terminus, Mumbai-Daund section is completely on 25 kV AC overhead system. Railway tracks beyond Daund are nearing completion with electrification till Bhigwan.[12]

The Pune-Solapur-Wadi line is being electrified with a loan of Rs. 1,500 crore from Asian Development Bank. Work was initiated in 2012.[13][14]

There are still major roadblocks while electrifying the track beyond Bhigwan. The focus is to first double the lines all the way till Mohol and also after Solapur towards Gulbarga. Electrification would follow that. One of the biggest challenges is to eliminate the scissors crossing at Pophlaj, Bablad and Hunsihadgil which have been weirdly built on elevated mud embankments - a result of bad planning. These scissors crossings tend to waste a lot of time for trains as they first enter a loop and then reverse to the far end of the loop and once the main line train crosses they are allowed to enter the main line - a sheer wastage of time. Doubling and electrification should eliminate all these technical issues.

Speed limit[edit]

The Kalyan-Pune-Daund-Wadi-Secunderabad-Kazipet line and the Wadi-Raichur-Arrakonam-Chennai Central line are classified as 'Group B' lines and can take speeds up to 130 km/h.[15]

The railway track in the Daund-Wadi sector is being doubled at a cost of Rs. 700 crore. This is expected to help in raising the speed limit from 130 km/h to 140 km/h.[16]

Loco sheds[edit]

Kalyan diesel loco shed houses WDM-2, WDM-3A, WDM-3D, WDP 4D, WDG-3A and WDG-4 locos. Kalyan electric loco shed houses WAP-7, WCAM-2, WCAM-3, WCAG-1, WAG-5, WAG-7 and WAG-9 locos. Pune diesel loco shed houses 175+ locos. These include WDM-2, WDM-3A, WDM-3D, WDG-3A, WDP-4D and WDG-4 locos. Pune trip shed houses WAP-4, WAP-5, WAP-7, WCAM-2/2P, WCAM-3 and WCAG-1 locos. Pune has one trip shed for WDS-4 shunters and another for Pune-Lonavla EMUs. Lonavla has an AC trip shed for Bhor Ghat bankers. Kurduwadi had a narrow gauge diesel loco shed for Barsi Light Railway. The shed was closed down after conversion of the narrow gauge railway.[17]

Workshop[edit]

Kurduwadi Workshop was set up for repair of narrow gauge steam locomotives, coaches and wagons by Barsi Light Railway in 1930. With the reduction in narrow gauge rolling stock, the Workshop has taken up new activities as per requirements. Kurduwadi Workshop now undertakes rehabilitation of 20 broad gauge wagons per month.[18]

Passenger movement[edit]

Pune and Solapur on this line, are amongst the top hundred booking stations of Indian Railway.[19]

Major Trains[edit]

Premium
Mumbai CSMT-Solapur
Mumbai-Pune
Pune-Solapur
Others

References[edit]

  1. ^ "Eminent Railwaymen of Yesteryears by R.R.Bhandari". James J. Berkley / Bhore Ghat. IRFCA. Retrieved 3 December 2013. 
  2. ^ a b Chronology of railways in India, Part 2 (1832 - 1865). "IR History: Early Days – I". IFCA. Retrieved 3 December 2013. 
  3. ^ "Hill Stations". Khandala, Lonavla and Karla. Maharshtra Tourism. Retrieved 3 December 2013. 
  4. ^ "Pune Lonavla EMU Train Services Complete 35 years". The Times of India, 12 March 2013. Retrieved 3 December 2013. 
  5. ^ "Industrial Zone". world refractories.com. Retrieved 3 December 2013. 
  6. ^ "Solapur district". Solapur district administration. Retrieved 5 December 2013. 
  7. ^ Chronology of railways in India, Part 2 (1870-1899). "IR History: Early Days – II". IFCA. Retrieved 3 December 2013. 
  8. ^ "Solapur District Gazetteer". Gazetteer department. Retrieved 4 December 2013. 
  9. ^ "Barsi Light Railway". fibis. Retrieved 4 December 2013. 
  10. ^ "IR History Part III (1900-1947)". Retrieved 4 December 2013. 
  11. ^ "Miraj-Kurduwadi-Latur G.C. Work" (PDF). IRICEN, Pune. Retrieved 4 December 2013. 
  12. ^ "Electric Traction I". History of Electrification. IRFCA. Retrieved 3 December 2013. 
  13. ^ "Asian Development Bank to fund Pune-Daund-Wadi rail line electrification". dna, 20 January 2011. Retrieved 3 December 2013. 
  14. ^ "Electrification of Pune-Daund to start today". The Times of India, 14 December 2012. Retrieved 3 December 2013. 
  15. ^ "Chapter II – The Maintenance of Permanent Way". Retrieved 3 December 2013. 
  16. ^ "Doubling of track:Faster rail services by 2016". The New Indian Express, 4 November 2011. Retrieved 3 December 2013. 
  17. ^ "Sheds and Workshops". IRFCA. Retrieved 4 December 2013. 
  18. ^ "Mechanical Department – Kurduwadi Workshop". Central Railway. Retrieved 4 December 2013. 
  19. ^ "Indian Railways Passenger Reservation Enquiry". Availability in trains for Top 100 Booking Stations of Indian Railways. IRFCA. Archived from the original on 10 May 2014. Retrieved 3 December 2013. 

External links[edit]