Locomotives:

 Chittaranjan Locomotive Works in Chittaranjan, West Bengal manufactures electric

locomotives.
 Diesel Locomotive Works in Varanasi, Uttar Pradesh manufactures diesel & electric
locomotives.
 Diesel Locomotive Factory in Marhowra, Bihar, a Joint Venture of Indian
Railways & General Electric manufactures high capacity diesel locomotives, used especially
for freight transportation.
 Electric Locomotive Factory in Madhepura, Bihar, a Joint Venture of Indian
Railways and Alstom SA manufactures electric locomotives.
 Diesel-Loco Modernisation Works in Patiala, Punjab upgrades and overhauls
locomotives. They also manufacture electric locomotives
Rolling Stock:

 Integral Coach Factory in Chennai, Tamil Nadu

 Rail Coach Factory in Kapurthala, Punjab
 Modern Coach Factory in Raebareli, Uttar Pradesh
 Coach Manufacturing Unit in Haldia, West Bengal
Wheel & Axle:

 Rail Wheel Factory in Bangalore, Karnataka

 Rail Wheel Plant, Bela in Chhapra, Bihar
The repair and maintenance of this vast fleet of rolling stock is carried out at 44 loco sheds, 212
carriage & wagon repair units and 45 periodic overhaul workshops across various zones of IR. [57]

Network[edit]
Tracks[edit]

Comparison of gauges in India with the standard gauge

See also: Project Unigauge

As of March 2017, IR network spans 121,407 km (75,439 mi) of track length, while the route
length is 67,368 km (41,861 mi).[6] The Indian Railways, as of 1 April 2019, had a broad-gauge
network of 64,298 km (39,953 mi). Of this, 35,488 km (22,051 mi) was electrified. Track sections
are rated for speeds ranging from 80 to 200 km/h (50 to 124 mph), though the maximum speed
attained by passenger trains is 180 km/h (110 mph) during trial runs. As of March 2017, most of
the broad-gauge network is equipped with long-welded, high-tensile strength 52kg/60kg 90
UTS rails and pre-stressed concrete (PSC) sleepers with elastic fastenings.[6]
1,676 mm (5 ft 6 in) broad gauge is the predominant gauge used by IR and spans 61,680 km
(38,330 mi) of route (92% of total route network). It is among the broadest gauge in use across
the world for passenger movement. [6] Broad gauge generated 100% of the freight output (Net
tonne-Kilometres) and more than 99% of the passenger output (Passenger Kilometres) in the
fiscal year 2016–17.[6]
The 1,000 mm (3 ft 3 3⁄8 in) metre gauge tracks and 762 mm (2 ft 6 in) and 610 mm (2 ft) narrow
gauge tracks are present on fewer routes. All of these routes, except the heritage routes, are
being converted to broad gauge. The metre gauge tracks were 3,479 kilometres (2,162 mi) (5%
of total route network) and narrow gauges tracks were 2,208 km (1,372 mi) (3% of total route
network) as of 31 March 2017.[6]

Electrification[edit]

Total Route Kilometers Covered in the State as on 2018 (In Percentage)

Railway electrification rate for leading and laggard states of India

Railway electrification trend and road map for India until FY 2022

Main article: Central Organisation for Railway Electrification

As of 31 March 2019, IR has electrified 50% or 35,442 km (22,023 mi) of the route kilometers
and 46% or 55,240 km (34,320 mi) of the total running track. India uses 25 kV 50 Hz AC traction
on all its electrified tracks.[4]
Railway electrification in India began with the first electric train, between Chhatrapati Shivaji
Terminus and Kurla on the Harbour Line, on 3 February 1925 on the Great Indian Peninsula
Railway (GIPR) at 1500 V DC. Heavy gradients in the Western Ghats necessitated the
introduction of electric traction on the GIPR to Igatpuri on the North East line and Pune on the
South East line. On 5 January 1928 1500 V DC traction was introduced on the suburban section
of the Bombay, Baroda and Central India Railway between Colaba and Borivili, and
between Madras Beach and Tambaram of the Madras and Southern Mahratta Railway on 11
May 1931, to meet growing traffic needs. [58] The 3000 V DC electrification of the Howrah-
Burdwan section of the Eastern Railway was completed in 1958. The first 3000 V
DC EMU service began on the Howrah-Sheoraphuli section on 14 December 1957.[58]
Research and trials in Europe, particularly on French Railways (SNCF), indicated that 25 kV AC
was an economical electrification system. Indian Railways decided in 1957 to adopt 25 kV AC as
its standard, with SNCF their consultant in the early stages. The first 25 kV AC section was Raj
Kharswan–Dongoaposi on the South Eastern Railway in 1960. The first 25 kV AC EMUs,
for Kolkata suburban service, began service in September 1962. For continuity, the Howrah–
Burdwan section of the Eastern Railway and the Madras Beach–Tambaram section of the
Southern Railway were converted to 25 kV AC by 1968. Because of limitations in the DC traction
system, a decision was made to convert the electric traction system of the Mumbai suburban rail
network of WR and CR from 1.5kV DC to 25 kV AC in 1996–97. The conversion from DC to AC
traction was completed in 2012 by Western Railway, and in 2016 by Central Railway. Since then,
the entire electrified mainline rail network in India uses 25 kV AC, and DC traction is used only
for metros and trams.[58]
Indian Railways announced on 31 March 2017 that the country's entire rail network would be
electrified by 2022.[29][59]
Though not a nascent concept, the electrification in India now has been committed with a fresh
investment of ₹35,000 crore (US$4.9 billion) to electrify the entire network and eliminate the cost
of fuel under transportation which will amount to a massive savings of ₹10,500
crore (US$1.5 billion) overall. This will be a boon for savings for the Government to channelize
the investments in modernization of the railway infrastructure. [60]
Close to 30 billion units of electricity will be required for railway electrification on an annual basis
by 2022, leading to excellent opportunities for IPPs of conventional power. [59]

Signaling and telecommunication[edit]

See also: Railway signal and Railway signalling
IR uses a range of signalling technologies and methods to manage its train operations based on
traffic density and safety requirements.
As of March 2017, around 2,850 km (1,770 mi) of the route uses automatic block signalling for
train operations – concentrated in high density routes, large cities and junctions. [61] Remaining
routes are based on absolute block signalling with trains manually controlled by signal men from
the signal boxes typically located at stations. Few low density routes still use manual block
signalling methods with communication on track clearance based on physical exchange of
tokens.[62] In a few sections, intermediate block signalling is provided to further enhance line
capacity with minimal investment. As of March 2017, 501 block sections have intermediate block
signals on IR.[61]
IR primarily uses coloured signal lights, which replaced semaphores and disc-based
signalling (dependent on position or colour).[63] IR uses two-aspect, three-aspect and four (or
multiple) aspect color signalling across its network.[64]
Signals at most stations are interlocked using panel interlocking, route-relay
interlocking or electronic interlocking methods that eliminate scope for human signalling errors.
IR uses track circuiting, and block proving axle counters for train detection.
As of March 2017, 5584 stations across IR (about 90% of stations on broad gauge) have
interlocked stations and multi-aspect signalling. Around 99% of key routes (A, B, C and D) have
track circuitry or block proving axle counters for automated train detection. Also, IR has about
51,000 route kilometers of optical fiber cable network across India, that is used for train control,
voice and data communication. Around 2,500 km (1,600 mi) of the route is covered by GSM-
R based Mobile Train Radio Communication.[61]
In December 2017, IR announced that it will implement ETCS Level 2 system for signalling and
control on key routes with an investment of ₹12,000 crore (US$1.7 billion).[65] Currently IR
uses Centralised Traffic Control (CTC) on the busy Ghaziabad – Kanpur route and real-time train
monitoring systems on Mumbai and Kolkata suburban routes.[61]

Links with adjacent countries[edit]

Rail links between India and neighboring countries are not well developed.
Two trains operate to Pakistan: the Samjhauta Express between Delhi and Lahore and the Thar
Express between Jodhpur and Karachi. However, as of August 2019, they have been cancelled
due to the tension over Kashmir. Bangladesh is connected by the four times a week Maitree
Express that runs from Kolkata to Dhaka and weekly Bandhan Express which began running
commercial trips between Kolkata and Khulna in November 2017.[66][67]
Two rail links to Nepal exist: passenger service between Jainagar and Bijalpura and freight
services between Raxaul and Birganj.[citation needed]