- India began railway electrification in 1925 to improve efficiency and performance on challenging routes. A century later, 98.83% of the country’s broad-gauge rail network is electrified.
- However, complete electrification would still not mean that the railways are decarbonised, as the electricity used still comes from coal-based power plants.
- India’s transport sector accounts for 12% of its greenhouse gas emissions, of which 4% comes from the railways. The Indian Railways has committed to net-zero emissions by 2030.
A century ago, when terms like “climate goals” and “net zero” were unheard of, the railway tracks of Bombay (now Mumbai), witnessed a technological turning point and a precursor to today’s clean energy movement. On February 3, 1925, the then-Governor of Bombay, Sir Leslie Wilson, flagged off India’s first electric train at Victoria Terminus — now Chhatrapati Shivaji Maharaj Terminus (CSMT).
As crowds cheered at the historic journey, India’s railways entered the electric age, a step what would, a century later, become an important part of the country’s green transition. India has committed to making its railways a net zero emitter by 2030. Electrification of the railways and shifting away from diesel engines, is part of India’s larger strategy towards net zero.
The inaugural journey of India’s first electric train—four coaches on the Harbour Line designed to navigate Mumbai’s steep gradients—marked the beginning of a transformed rail network. Today, 98.83% of India’s broad-gauge network is electrified, up from just 388 route kilometres (RKM) before independence to 68,701 RKM as of March 2025.
Electrification of has accelerated in recent years. Between 1947 and 2014, India electrified 21,801 route kilometres (RKM, a unit to measure a railway tracks). Since then, 46,900 RKM have been added by March 2025. Only five states — Rajasthan, Karnataka, Tamil Nadu, Goa, and Assam — are yet to have all their railway lines turned electric. All other states have achieved full coverage.
The environmental benefits of electrical railway, compared to other modes of transport such as road, are significant. Rail emits 11.5 grams of CO₂ for transportation of one tonne per kilometre. That’s nearly 89% less than the 101 grams emitted for transporting the same by road. Electrification has also reduced fuel use: in 2023-24 alone, the Indian Railways consumed 1.36 billion litres less diesel than in 2018-19, cutting emissions and fuel costs.
Indian Railways has set a target of achieving net-zero emissions by 2030. On June 4, Union Railways Minister Ashwini Vaishnaw wrote that the network is “on track to achieve net zero (Scope 1) within 2025 itself.” Scope 1 covers direct emissions, excluding indirect emissions from electricity use (Scope 2) or those in the supply chain (Scope 3).
But the real challenge lies beyond railway tracks. Most of India’s electricity still comes from coal-fired power plants. Electrification doesn’t eliminate emissions — it shifts them from trains to power stations.
“The production of non-conventional energy sources has significantly increased. That’s why railways and other organisations are claiming net neutrality in the near future. The share of coal in the energy mix is decreasing, but the absolute amount is not, because overall energy demand has grown,” explains Vivek Dixit, Chief Electrical Loco Engineer at Western Railway.
Sharif Qamar, Associate Director at The Energy and Resources Institute (TERI), offers a broader sustainability lens. “Our work, which informed the Railways’ Rail Green Points initiative, shows that even with today’s coal-heavy mix, rail is four times more energy-efficient than road transport,” he says. “Even a small 1% increase in energy efficiency at the source, like thermal power plants, can result in substantial overall savings. It reduces the need to burn more coal and improves the grid’s emission factor.” TERI is a New Delhi–based research institute.
From steep slopes to green rails
Though Mumbai hosted India’s first electric train, the reason for electrification then was very different from today. The city was a major trading hub, drawing migrants in search of jobs and fuelling growing commuter traffic. Steam locomotives were in use but struggled with the steep inclines and rising passenger loads on routes to Pune and Nashik. This led to using electric power to move the trains which made them more efficient. India became the 24th country in the world—and the third in Asia—to operate electric railways. Today, India has the world’s fourth-largest railway network by length.
Discussions around electric railways began decades before 1925. In 1904, W.H. White, Chief Engineer of the Bombay Presidency, proposed electrifying the Great Indian Peninsula Railway (GIP) and the Bombay, Baroda and Central India Railway (BBCIR) — now the Central and Western Railways. However, financial hurdles and the First World War delayed the plans, which were eventually approved in the 1920s for the Bombay-Poona (Pune), Igatpuri and Vasai sections.
By 1929-30, the GIP lines from Mumbai to Pune and Igatpuri had been electrified. The effort soon extended to South India, with the Madras Beach–Tambaram suburban line electrified in May 1931. At that time, India used a 1500-volt direct current (DC) system.
About three decades into its shift from steam to electric traction, Indian Railways began another major transition. France had introduced the 25 kV alternating current (AC) traction system in 1951, which was gaining attention in other countries too. In the late 1950s, Indian Railways adopted the 25 kV AC, 50 Hz system to improve energy efficiency and handle long-distance operations. French National Railways (SNCF) served as technical consultants.
“If the voltage is low, you need a lot more current to get the job done,” explained Ranjan Srivastava, Principal Chief Electrical Engineer (PCEE), Western Railway. “Hauling those heavy trains with high currents meant thicker, heavier power lines and equipment, which were more prone to breakdowns. Additionally, all that heavy overhead gear limited our speeds to a maximum of 100 km per hour. Introducing new trains or adding new coaches became a real challenge due to the increased load. Switching over to 25kV AC was a game-changer. Because the voltage was so high, we needed significantly less current. It opened up the possibilities for expanding our railway network.” He explained that diesel engines could only handle 3,500–4,000 horsepower. With the 25kV AC system, it has now jumped to locomotives with 9000-12000 horsepower.
The Burdwan–Mughalsarai section became the first to be electrified under the 25 kV AC system in 1957, followed by Tatanagar–Rourkela on the Howrah–Mumbai route. The first full-service train (beyond trial runs) powered by 25 kV AC ran on December 15, 1959, between Kendposi and Rajkharsawan in South Eastern Railway. To scale up electrification nationwide, the Central Organisation for Railway Electrification (CORE) was established in Allahabad (now Prayagraj) in 1979.
Still, the transition wasn’t easy. A 63-year-old electrical engineer Shirish Paranjape who has witnessed the transition as a passenger, recalled, “In 1974, I travelled from Ahmedabad to Mumbai. The train started with an electric engine, but when we reached Bombay Central, it had a steam engine at the front. I didn’t understand the voltage systems then, but now I know locomotives couldn’t switch between 25 kV AC and 1500 V DC. So, at Valsad, they attached a steam or diesel engine depending on the train’s priority.”
Mumbai’s full transition to 25 kV AC was only completed in 2016. “The conversion was challenging,” Srivastava noted. “With the old, lower DC voltage, we didn’t need as much clearance above the tracks. But when you jump to 25kV AC, for safety, you need more space. Raising bridges or changing the entire track alignment requires huge work. Wherever needed, we even had to build new bridges (ROB) in some places and get creative with insulated paint under existing ones to prevent short circuits.”
Since 2014, Indian Railways has spent over ₹464.25 billion on electrification. The budget outlay for 2025–26 is ₹61.5 billion.
Diesel engines turn obsolete
While India’s rapid railway electrification marks a major step toward sustainability, it also brings a quieter challenge: phasing out thousands of diesel locomotives.
As of April 1, 2025, Indian Railways operates 4,192 diesel locomotives (excluding those used for shunting and inferior services) and 11,808 electric locomotives, according to information provided by PCEE Ranjan Srivastava. A significant number of serviceable diesel engines, around 760, are likely to become redundant. These are high-value assets now being sidelined. For instance, an RTI response revealed that 24 types of diesel locomotives withdrawn from service in Southern Railway, as of March 28, 2025, had a cumulative cost of ₹1,327.1 million. Some of these may be heading to the scrapyard before the end of their useful life.
Diesel locomotives are also expensive to maintain. They require regular servicing at loco sheds. Srivastava outlines the lifecycle costs: “The materials management department handles scrapping condemned locomotives after 30–35 years, based on their metal content—ferrous, non-ferrous, copper, iron, etc. But even before condemnation, there are significant costs like periodical overhauls (POH) and mid-life rehabilitation (MLR) at around 18 years.” Railways do earn revenue through scrap sales, and Srivastava clarifies that only older, underutilised units are being scrapped—newer, high-performing diesel locomotives continue to operate.
Despite widespread electrification, over 2,500 diesel locomotives are expected to be retained for disaster management and strategic needs. “Many yards and terminals in the Indian railway system still lack overhead connectivity for electric traction. Only diesel locomotives can haul trains into these areas. So, diesel traction will remain relevant. These transitions will come at a cost and will take time,” says Sharif Qamar of TERI.
Electric traction, however, remains significantly more cost-efficient. For passenger services, the cost is ₹123.5 per 1,000 Gross Tonne Kilometres (GTKM), a measure of load movement, compared to ₹213 for diesel. The cost gap is even wider in freight operations, where diesel is reportedly 3.05 times more expensive per 1,000 GTKM. Beyond costs, the environmental gains are substantial: over the past decade, Indian Railways has saved more than 6.40 billion litres of diesel, cutting over 4 billion kg of CO₂ emissions.
While questions remain about the mission of 100% electrification, particularly around the cost and possible waste of taxpayer money, many view it as a necessary investment in a greener future. Srivastava says, “This shift to electric power strengthens India’s financial position and reduces our reliance on foreign sources. We are moving toward full energy independence, and it is a positive change on all fronts.”
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Banner image: General view of the motorcoach ready for service — First GIPR EMU, 1924. Image courtesy of Central Railway.
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