A case of derailment

Dimapur Railway Station, built in 1903, has long been more than a transit point-it is the lifeline of Nagaland’s connectivity and the second-highest revenue earner under the Northeast Frontier Railway (NFR). Yet, despite its stature, the station today stands at risk of being reduced to a shadow of its potential, caught between promises of modernization and the inertia of neglect. When Prime Minister Narendra Modi announced the redevelopment of 508 railway stations on August 6, 2023, Dimapur was rightly included in the list of world-class hubs. A budget of Rs. 283 crore was sanctioned, underscoring its importance. However, nearly two years later, progress remains painfully slow. The initial tender was cancelled due to land encroachment-a problem festering for decades. Though NFR has re-tendered and begun minor patchwork, the core issue persists- 30 hectares of railway land remain under occupation. Without reclaiming this land, officials candidly admitted to the Naga Council Dimapur in May 2025, the project risks being reduced to cosmetic upgrades rather than meaningful transformation. The redevelopment is not just about aesthetics. It is about functionality-double-tracking platforms to allow more trains trains to simultaneously to halt for 10-15 minutes instead of the current 4-5, ensuring smoother operations and better passenger experience. Without land clearance, even this basic improvement cannot be achieved. Worse, the delay raises fears that unutilized funds may be diverted to stations in Assam, leaving Dimapur stranded. This impasse reflects a deeper malaise- the systematic downgrading of Dimapur’s railway status. Despite serving thousands daily, the seat quota- capped at a mere 1,128 seats, far below demand. Pre-COVID, Dimapur airport handled nearly 10,000 passengers; today, footfall has dropped to 7,000–8,000, largely because quotas and connectivity failed to match demand. Similarly, of the 12 express and superfast trains passing through from Tinsukia, Dibrugarh, or Jorhat, not one originates from Dimapur. Trains once introduced at Dimapur -the Jan Shatabdi Express (1996), BG Express (1998), and Nagaland Express (2011)-were later shifted to Jorhat(1998), Mariani(2020), and Ledo (2020). These decisions have frozen Dimapur into the role of a feeder station, undermining its rightful place as a regional hub. Unless decisive steps are taken, Dimapur risks being overshadowed by competing stations such as Bokajan or Diphu, which NFR may develop as alternatives. This would not only diminish Dimapur’s economic role but also weaken Nagaland’s connectivity to the rest of India. What needs to be done is that NFR should restore the trains it shifted away, reintroducing Jan Shatabdi, BG Express, and Nagaland Express to Dimapur. Simultaneously, seat quotas must be raised to at least 2000 to meet the post-COVID demand of 8,000 passengers daily. On its part, the state government must act with urgency: cancel pattas, reclaim the 30 hectares of encroached land, and hand it over to NFR. An official should be appointed to oversee redevelopment and liaise with NFR, ensuring passenger needs are addressed and schedules remain practical. Coordination between district authorities, police, and NFR is essential to manage the station effectively and safeguard its future. Dimapur Railway Station is not merely infrastructure-it is a symbol of Nagaland’s integration with the rest of India. To allow it to decline into irrelevance would be a betrayal of its legacy and of the people it serves. The choice is clear- either unlock Dimapur’s potential through bold, coordinated action, or watch as its stature is quietly diminished. The time to act is now.