The ball trains in India are inspired by the Japanese Shinkansen, which runs at speeds of up to 320 kilometres per hour. India promises a total of eight routes, including Delhi-Ahmedabad, Delhi-Amritsar, Delhi-Varanasi, Chennai-Mysore, Mumbai-Hyderabad, Mumbai-Nagpur and Varanasi-Howrah. A ball lane construction project across India is part of a nascent trans-Asian partnership. Regarding the progress made so far, the NHSRCL spokesperson said: “About 63 per cent of the land has been acquired for the project and tenders for civil engineering work for 345 km over 508 km of orientation (68 per cent of civil engineering work) are already in orbit. These include six stations (including a metro station in Mumbai). Work on the diversion of public services is progressing well and construction of the Sabarmati passenger centre in Sabarmati has also begun. The High Speed Training Institute Inn building (currently used for Covid patients) and training courses in Vadodara are also completed. The head of Shiv Sena and the new Prime Minister of Maharashtra, Uddhav Thackeray, said on 1 December that his government would review the stage train project with other infrastructure works initiated by the previous government. “We will then make a decision on what to do first,” he said. Japan mainly funds the train project with a 50-year loan. Japanese companies such as Nippon Steel and Sumitomo Metal Corp 5401.T, JFE Holdings 5411.T, Kawasaki Heavy Industries 7012.T, Mitsubishi Heavy Industries 7011.T, Toshiba Corp 6502.T and Hitachi 6501.T will likely provide at least 70 percent of the basic components of the railway line, Reuters reported in January. On 14 February 2013, a Memorandum of Understanding for Technical Cooperation in the Railway Sector was signed in New Delhi, New Delhi. The parties agreed to jointly carry out a feasibility project for “operations and development” on the Mumbai-Ahmedabad high-speed rail corridor.
The project was financed by SNCF with the support of the French Ministry of Finance.  In March 2013, the Railway Board decided to end the Mumbai-Pune section and operate the high-speed train only between Mumbai and Ahmedabad. The Board of Directors made the decision due to financial constraints, as the Ghat section between Pune and Mumbai would degenerate the project budget. According to Vidyadhar A. Malegaonkar, Chief Public Relations Officer (PRO), Western Railway, “It is essentially a western railway project and very little Maharashtra has been covered under it. As a result, the Maharashtra government showed little interest in the project and was reluctant to bear a financial burden. That is why the Railway Board has decided not to include the Pune-Mumbai section in the high-speed corridor.  The NHSCRL has divided all of the project`s construction work into 27 packages for which it is allocated separately.  On April 23, 2019, the NHSCRL launched tenders for the construction of the underwater tunnel. In August 2019, a tender was launched for work between Vadodara and Ahmedabad.  Indian Railways proposed to build the planned terminus at the BKC as a three-storey metro station. However, the Maharashtra State Government planned to build BKC`s International Financial Services Centre (IFSC) on the same ground. The JICA report cited the BKC land as the most suitable site for the construction of the terminus in Mumbai.  In February 2016, the railways and the State Government agreed on the construction of the two projects at the BKC.  However, in April 2016, the State Government refused to authorize the construction of the BKC metro station, since after the completion of the IFSC project and its multi-storey underground car park, there will be no room for a metro station in the area. The State Government also stated that IFSC would soon begin generating revenue for the government, while the rail corridor is not expected to be completed until 2023.