Starting at 31 March 2019, IR network traverses 1,23,542 km (76,765 mi) of track length, while the course length is 67,415 km (41,890 mi). Track segments are evaluated for speeds going from 80 to 200 km/h (50 to 124 mph), however the greatest speed accomplished by traveler trains is 180 km/h (110 mph) during preliminary attempts. Practically all the wide measure network is outfitted with since quite a while ago welded, high-rigidity 52kg/60kg 90 UTS rails and pre-focused on concrete (PSC) sleepers with versatile fastenings.
1,676 mm (5 ft 6 in) expansive measure is the transcendent check utilized by IR and ranges 62,891 km (39,079 mi) of course (93.29% of complete course organization), starting at 31 March 2019. It is the broadest check being used across the world for normal traveler movement. Broad measure produced 100% of the cargo yield (net ton-kilometers) and over 99% of the traveler yield (traveler kilometers) in the financial year 2018–19.
The 1,000 mm (3 ft 3 3⁄8 in) meter measure tracks and 762 mm (2 ft 6 in) and 610 mm (2 ft) restricted check tracks are available on less courses. These courses, with the exception of the legacy courses, are being changed over to wide check. The meter check tracks were 2,839 kilometers (1,764 mi) (4.21% of absolute course organization) and restricted measures tracks were 1,685 km (1,047 mi) (2.50% of all out course organization) starting at 31 March 2019
Electrification
Rail line charge in India started with the primary electric train, between Chhatrapati Shivaji Terminus and Kurla on the Harbor Line, on 3 February 1925 on the Great Indian Peninsula Railway (GIPR) at 1500 V DC. Weighty slopes in the Western Ghats required the presentation of electric footing on the GIPR to Igatpuri on the North East line and Pune on the South East line. On 5 January 1928 1500 V DC foothold was presented on the rural part of the Bombay, Baroda and Central India Railway among Colaba and Borivili, and between Madras Beach and Tambaram of the Madras and Southern Mahratta Railway on 11 May 1931, to meet developing traffic needs. The 3000 V DC jolt of the Howrah-Burdwan segment of the Eastern Railway was finished in 1958. The initial 3000 V DC EMU administration started on the Howrah-Sheoraphuli area on 14 December 1957.
Examination and preliminaries in Europe, especially on French Railways (SNCF), showed that 25 kV AC was a conservative zap framework. Indian Railways chose in 1957 to embrace 25 kV AC as its norm, with SNCF their specialist in the beginning phases. The initial 25 kV AC area was Raj Kharswan–Dongoaposi on the South Eastern Railway in 1960. The initial 25 kV AC EMUs, for Kolkata rural assistance, started administration in September 1962. For progression, the Howrah–Burdwan segment of the Eastern Railway and the Madras Beach–Tambaram part of the Southern Railway were changed over to 25 kV AC by 1968. In view of restrictions in the DC footing framework, a choice was made to change over the electric foothold arrangement of the Mumbai rural rail organization of WR and CR from 1.5kV DC to 25 kV AC in 1996–97. The transformation from DC to AC foothold was finished in 2012 by Western Railway, and in 2016 by Central Railway. From that point forward, the whole electric mainline rail network in India utilizes 25 kV AC, and DC footing is utilized uniquely for metros and trams.
Indian Railways declared on 31 March 2017 that the country's whole rail organization would be jolted by 2022. Though not a beginning idea, the charge in India currently has been submitted with a new speculation of ₹35,000 crore (US$4.9 billion) to energize the whole arrange and dispose of the expense of fuel under transportation which will add up to an enormous investment funds of ₹10,500 crore (US$1.5 billion) generally. This will be an aid for reserve funds for the Government to channelize the interests in modernization of the rail line infrastructure. Close to 30 billion units of power will be needed for rail route zap on a yearly premise by 2022, prompting fantastic freedoms for IPPs of traditional power.
Signalling
IR utilizes a scope of flagging advances and strategies to deal with its train activities dependent on traffic thickness and wellbeing necessities.
As of March 2019, around 3,039 km (1,888 mi) of the course utilizes programmed block motioning for train tasks – amassed in high thickness courses, enormous urban communities and junctions. Remaining courses depend on Total Square motioning with trains physically constrained by signal men from the sign boxes commonly situated at stations. Not many low thickness courses actually utilize manual square flagging techniques with correspondence on target freedom dependent on actual trade of tokens. In a couple of areas, middle square flagging is furnished to additional improve line limit with insignificant venture. As of March 2019, 574 square segments have middle of the road block flags on IR.
IR fundamentally utilizes hued signal lights, which supplanted semaphores and plate based flagging (subject to position or colour). IR utilizes two-perspective, three-viewpoint and four (or various) angle shading motioning across its network.
Signals all things considered stations are interlocked utilizing board interlocking, course transfer interlocking or electronic interlocking strategies that kill scope for human flagging blunders. IR utilizes track circuiting, and block demonstrating hub counters for train discovery. As of March 2017, 5,886 stations across IR have interlocked stations and multi-angle flagging. Around 99% of key highways (A, B, C and D) have track hardware or square demonstrating pivot counters for robotized train discovery. Additionally, IR has around 55,385 course kilometers of optical fiber link network across India that is utilized for train control, voice and information correspondence. Around 2,500 km (1,600 mi) of the course is covered by GSM-R based Mobile Train Radio Communication.
In December 2017, IR reported that it will carry out ETCS Level 2 framework for flagging and control on key courses with a venture of ₹12,000 crore (US$1.7 billion). Currently IR utilizes Centralized Traffic Control (CTC) on the bustling Ghaziabad – Kanpur course and constant train checking frameworks on Mumbai and Kolkata rural routes.
International Networks
Bangladesh
Bangladesh is associated by networks interfacing Kolkata to Dhaka and Kolkata and Khulna.
Maitree Express and Bandhan Express are trains running business tripson these organizations.
Indian and Bangladeshi governments has begun work on another rail connect to ease surface transport. India will assemble a 13 km (8.1 mi) railroad connecting Tripura's capital Agartala with Bangladesh's southeastern city of Akhaura, a significant rail line intersection associated with Chittagong port, asset rich Sylhet and Dhaka.
The Indian Railway Construction Company (IRCON) is developing the new rail line tracks on the two sides of the line. Of the 13 km (8.1 mi) rail line, 5 km (3.1 mi) of tracks fall in Indian Territory. The Northeast Frontier Railways (NFR) is laying the interfacing tracks for the new rail connect on the Indian side, up to Tripura's southernmost bordertown, Sabroom – 135 km (84 mi) south of Agartala. From Sabroom, the Chittagong worldwide ocean port is 72 km (45 mi) away.
Bhutan
An 18 km (11 mi) railway link with Bhutan is being constructed from Hashimara in West Bengal to Toribari in Bhutan.
Myanmar
No rail interface right now exist with Myanmar, however a rail line is to be worked from Jiribam (in Manipur) to Tamu through Imphal and Moreh.[69] The development of this missing connection, according to the practicality study led by the Ministry of External Affairs through RITES Ltd, is assessed to cost ₹29.41 billion (US$410 million).
Nepal
Two rail links to Nepal exist: passenger service between Jainagar and Bijalpura and freight services between Raxaul and Birganj.
Pakistan
Two trains work to Pakistan: the Samjhauta Express among Delhi and Lahore and the Thar Express among Jodhpur and Karachi. In any case, as of August 2019, they have been dropped because of the strain over Kashmir.