Igatpuri AC/DC changeover story part 1 In the year 1930, the Great Indian Peninsula Railway (GIPR) forerunner of Central Railway terminated its 1500 Volts DC Catenary at Igatpuri. But Indian Railways in late 50s had adopted to electrify 25kV AC at 50 Hertz Industrial frequency Traction Distribution Scheme throughout India. When the time came to electrify Igatpuri-Bhusawal mainline to 25kV AC, and taking into consideration the fact that changing the 1500 Volts DC island territory to 25kV AC and merging it with rest of India was a capital intensive project. So in mid 60s it was decided that Igatpuri Railway Station would be a Traction changeover point such that a Mumbai bound train would be hauled by an AC Engine and a DC Engine would attach itself to the standing engine-less train and head to Mumbai. Similarly a DC Engine would bring a train from Mumbai and an AC Engine would attach itself to the standing engine-less train and proceed towards Bhusawal. Same was concerning freight trains going either ways. But then a question would arise as to how a DC Engine and an AC Engine share the same track with their Pantographs raised and deriving power from the overhead power conductors? The answer to the above question was possible due to short subsections of the OHE separated by section insulators and motorised vertical break AC and DC isolators, one could charge a small "Y shaped" OHE section as required. These all motorised isolators were interlocked with track points, shunt signals, signals to Locomotives such that any Electric Engine might not enter a territory energised to a voltage it is not compatible with. Rest to be continued in Igatpuri AC/DC changeover story part 2.
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Igatpuri AC/DC changeover story part 1
In the year 1930, the Great Indian Peninsula Railway (GIPR) forerunner of Central Railway terminated its 1500 Volts DC Catenary at Igatpuri. But Indian Railways in late 50s had adopted to electrify 25kV AC at 50 Hertz Industrial frequency Traction Distribution Scheme throughout India. When the time came to electrify Igatpuri-Bhusawal mainline to 25kV AC, and taking into consideration the fact that changing the 1500 Volts DC island territory to 25kV AC and merging it with rest of India was a capital intensive project.
So in mid 60s it was decided that Igatpuri Railway Station would be a Traction changeover point such that a Mumbai bound train would be hauled by an AC Engine and a DC Engine would attach itself to the standing engine-less train and head to Mumbai. Similarly a DC Engine would bring a train from Mumbai and an AC Engine would attach itself to the standing engine-less train and proceed towards Bhusawal. Same was concerning freight trains going either ways.
But then a question would arise as to how a DC Engine and an AC Engine share the same track with their Pantographs raised and deriving power from the overhead power conductors?
The answer to the above question was possible due to short subsections of the OHE separated by section insulators and motorised vertical break AC and DC isolators, one could charge a small "Y shaped" OHE section as required. These all motorised isolators were interlocked with track points, shunt signals, signals to Locomotives such that any Electric Engine might not enter a territory energised to a voltage it is not compatible with.
Rest to be continued in Igatpuri AC/DC changeover story part 2.
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