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The first indigenous high-speed train is expected to enter trial runs in May or June 2027. The testing will take place on the Mumbai-Ahmedabad High-Speed Rail Corridor, which is being developed as India’s first dedicated bullet train route. The train will undergo extensive testing before passenger services begin. Officials expect the testing phase to continue for around two to four months, after which the service could be opened to commuters, subject to the completion of the required checks and approvals.

The Mumbai-Ahmedabad bullet train project is a dedicated high-speed rail corridor connecting Mumbai in Maharashtra with Ahmedabad in Gujarat. The route is being built to support trains travelling at much higher speeds than conventional Indian trains. The project is being developed in phases, with different sections expected to become ready at different times. This means passengers may get access to parts of the route before the entire Mumbai-Ahmedabad corridor is operational.

One of the biggest attractions of the project is the sharp reduction in travel time. The high-speed service is expected to bring major cities along the route much closer in terms of journey time. A trip between Vadodara and Mumbai, for instance, is expected to take around 90 minutes by bullet train. The full Mumbai-Ahmedabad journey will also be significantly faster than existing rail services once the complete corridor becomes operational.

The indigenous high-speed train has already crossed an important manufacturing milestone, with its first body frame completed and sent for squeeze testing. The structural test is designed to assess the strength and durability of the train coaches. Such testing is an important step before the train can move on to dynamic trials and eventually undergo testing on the high-speed rail corridor.

Construction of the Mumbai-Ahmedabad High-Speed Rail Corridor is progressing across multiple sections. Some parts of the route are expected to be completed ahead of others, allowing the project to move towards a phased rollout. The Surat-Vapi section is expected to be completed by December, while other stretches are being developed simultaneously as work continues on stations, tracks and associated infrastructure.

The Surat-Bilimora section is planned to be the first part of the Mumbai-Ahmedabad bullet train corridor to become operational. Once this section is ready for passenger services, the high-speed rail network is expected to expand progressively to other parts of the corridor. The phased approach means the complete Mumbai-Maharashtra connection will take longer to become operational.

The planned rollout will take place in stages. After Surat-Bilimora, the Vapi-Surat section is expected to follow, followed by the Vapi-Ahmedabad stretch. The subsequent stages are planned to cover Ahmedabad-Thane and, finally, the Mumbai section once the Thane stretch is ready. The sequencing will allow services to be introduced progressively instead of waiting for the entire corridor to be completed.

The Mumbai-Ahmedabad corridor is not expected to be the end of India’s high-speed rail plans. Seven additional corridors have been proposed for future development. These include Delhi-Varanasi, Varanasi-Patna-Siliguri, Mumbai-Pune, Pune-Hyderabad, Bengaluru-Chennai, Bengaluru-Hyderabad and Chennai-Hyderabad. If developed, these corridors could expand India’s high-speed rail network beyond the western corridor and connect several major cities through faster intercity services.

The bullet train will not immediately start carrying passengers once track trials begin. The train is expected to undergo several months of testing to assess its performance, safety and other operational parameters. Passenger services will begin only after the necessary testing and approvals are completed. For now, the May-June 2027 trial window marks the next major milestone in India’s long-awaited bullet train project.

Indian Railways is considering extending the hydrogen train to Azadpur station in Delhi, located close to the city’s wholesale fruits and vegetables market. Railway officials said the train has completed two months of successful operations as a technology demonstrator, while teams are working on the requirements for extending its service towards Delhi.

The low ridership appears to be linked more to the route than the train itself. The hydrogen service replaced a DEMU train that also had limited passenger traffic. Railway staff said there are few office commuters or industrial workers travelling between Jind and Sonipat, while three other DEMU services on the route also reportedly see low footfall. Local passengers have therefore suggested extending the train towards Delhi to make better use of the service.

Fuel range is not expected to be the biggest hurdle. Officials said the train can cover around 250-300 km on a full tank, while the distance between Jind and Delhi is about 130 km. At present, however, the train can be refuelled only at Jind. Capacity could be a bigger challenge, as the 10-coach hydrogen train can carry around 2,600 passengers, while trains serving Delhi often require 18-20 coaches because of high commuter demand and track capacity constraints.

If extending the hydrogen train to Delhi proves difficult, local passengers have suggested changing its route within Haryana. One proposal is to run the train from Jind to Sonipat, then towards Panipat and Safidon before returning to Jind. The proposed circuit would cover around 180 km and could serve more commuters, particularly because Panipat is an important industrial area.

The train’s launch in July marked an important step in Indian Railways’ efforts to explore hydrogen-powered transportation. Railway officials have described it as a pilot project and said experts are closely monitoring its operation and trial runs towards Delhi. Since the technology is new and passenger safety remains a priority, the final decision on extending the hydrogen train service to Delhi will be taken after further assessment.

The new train uses a dual-fuel system, allowing its engine to operate on LNG as well as diesel. Unlike an LNG-only train, it can switch between the two fuels depending on operational requirements and fuel availability. Indian Railways has converted two 1,400 HP Driving Power Cars (DPCs) at the Sabarmati Integrated Coaching Depot for the project. The system is designed to replace around 40% of diesel consumption with LNG, helping reduce fuel use and emissions.

The first LNG-diesel dual-fuel DEMU began its inaugural run between Sabarmati and Mahesana Junction. The train has eight coaches and features non-AC chair car seating. Indian Railways has already completed more than 2,000 km of field trials on the converted Driving Power Cars (DPCs) to assess the performance and reliability of the dual-fuel technology. Further details about the train’s regular route and operations are expected to be announced soon.

Each Driving Power Car has an LNG tank with a capacity of around 2,200 litres, holding approximately 950-1,000 kg of usable LNG. According to project estimates, one DPC can cover around 444 km on a full LNG load. The system has been designed to maintain the required power and operational reliability while using LNG alongside diesel.

The LNG system is expected to help Indian Railways reduce fuel costs and emissions, including CO2, nitrogen oxides (NOx) and particulate matter. Trial-based estimates suggest that one DPC could save around Rs 11.9 lakh annually, while an eight-coach rake could save around Rs 23.9 lakh per year. The project is part of efforts to explore alternative fuels and reduce dependence on conventional diesel in railway operations.

Before the LNG train, Indian Railways launched the country's first hydrogen-powered train between Jind and Sonipat on July 17, 2026. According to the Ministry of Railways, the train had covered more than 1,200 km by July 25 and saved over 3,200 litres of diesel. The hydrogen train uses a fuel-cell system in which hydrogen and oxygen generate electricity onboard, with water vapour as the direct by-product. It has 10 coaches, including two Hydrogen Driving Power Cars, and a total power output of 2,400 kW.

While both projects aim to introduce alternative fuels into railway operations, their technologies are different. The hydrogen train uses fuel cells to generate electricity from hydrogen and oxygen, whereas the LNG train uses an internal-combustion engine converted to a dual-fuel LNG-diesel system. The hydrogen train therefore represents a fuel-cell-based propulsion system, while the LNG train continues to use diesel alongside LNG, with LNG currently replacing around 40% of diesel consumption in the system.