Train to Northeast: How India plans to trample Bangladesh-China unholy axis through railways in next few years

By 2030, India has set an ambitious target of connecting all seven Northeastern states by rail with the rest of the country, reducing its reliance on the narrow 22-km Siliguri Corridor, which serves as a vital yet vulnerable stretch often dubbed the country’s geopolitical chokepoint. Squeezed between Nepal, Bhutan and Bangladesh, this narrow land passage is the only road link between mainland India and the entire Northeast.

At present, four Northeastern states, Assam, Tripura, Arunachal Pradesh and now Mizoram, are connected to the rest of India by rail. The 51.38-km Bairabi–Sairang line in Mizoram is set to be inaugurated soon by Prime Minister Narendra Modi, according to Chief Minister Lalduhoma. With the railway network in the Northeast expanding rapidly, these connectivity projects are not only ambitious in scale but also hold the potential to transform the region’s economic landscape significantly.

The urgency to enhance connectivity with the Northeastern states stems from the region’s geographical vulnerability, linked to the rest of India by a narrow stretch of land. Even minor tensions or disruptions in this corridor could lead to the complete isolation of the Northeast from mainland India. With Bangladesh's strengthening ties with China, the risk to the Chicken's Neck has grown.

Mizoram joins national rail network
The 52-km Bairabi–Sairang (near Aizawl) rail line, built at a cost of approximately Rs 8,000 crore, will have 48 tunnels covering a distance of 12.853 km, 55 major and 87 minor bridges, five road overbridges and nine road underbridges. One of the bridges, numbered 196, stands 104 metres tall, 42 metres taller than the Qutub Minar.

The railway line was commissioned in four phases: Bairabi–Hortoki (16.72 km) commissioned in July 2024, Hortoki–Kawnpui (9.71 km), Kawnpui–Mualkhang (12.11 km) and Mualkhang–Sairang (12.84 km), with the latter three commissioned in June this year.

Despite challenging geographical conditions, the rail line has successfully connected Aizawl to the broader railway network. This project is a testament to the government’s commitment to improving infrastructure in the Northeastern states.

The rail project between Bairabi and Sairang was first initiated on 29 November 2014, after PM Modi remotely unveiled the project.

What are the pending railway projects?
Nagaland and Manipur have shown notable progress in India’s mission to extend rail connectivity across the Northeast, while Meghalaya remains a challenging frontier due to local resistance.

In Nagaland, the 82.50-km Dimapur–Kohima railway line is steadily advancing. Originating from Dhansiri station in Assam, the line will culminate at Zubza near Kohima. The project envisions eight new stations, such as Dhansiri, Dhansiripar, Shokhuvi, Molvom, Pherima, Piphema, Menguzuma, and Zubza. It also envisions other major infrastructure project such as 27 major bridges, 149 minor bridges, five road overbridges, 15 road underbridges, and 20 tunnels spanning a total of 31 km. A 16.5-km stretch between Dhansiri and Shokhuvi was commissioned in October 2021, with passenger services already connecting Shokhuvi to Naharlagun in Arunachal Pradesh and Mendipathar in Meghalaya. Once complete, the 14.64-km Shokhuvi–Molvom section will further integrate Nagaland with neighbouring Northeastern states and the rest of India.

In conflict-hit Manipur, the 111-km Jiribam–Imphal railway line is progressing rapidly despite the state’s rugged terrain and ongoing unrest. This ambitious project includes a network of tunnels and bridges, and notably features the world’s tallest railway pier bridge, now nearing completion. Of the 52 planned tunnels, 59 km out of a total 61.32 km of tunnelling have been completed. Progress is also strong on bridges, with five of 11 major bridges and 81 of 138 minor bridges finished. The line will also include the Northeast’s longest railway tunnel the nearly 10-km Sangaihel Tunnel.

The vital railway project connecting West Bengal’s Sivok and Sikkim’s Rangpo is expected to be completed by December 2027, according to a senior Northeast Frontier Railway (NFR) official. NFR’s Chief Public Relations Officer (CPRO) Kapinjal Kishore Sharma said that the 44.96-km Sivok–Rangpo project, when completed, would connect Sikkim’s capital Gangtok with the rest of the country via West Bengal.

Meghalaya, however, continues to pose challenges. Plans for railway expansion have stalled due to protests from local communities, who fear that enhanced rail access could lead to an influx of outsiders. Chief Minister Conrad Sangma recently said the state is exploring alternative locations for railway projects and stressed that construction would only proceed with public consensus and widespread support from the people.

Why India needs to move beyond the Chicken’s Neck
The Siliguri Corridor, referred to as the Chicken’s Neck, is arguably one of India’s most critical geopolitical vulnerabilities. Just about 22 kilometres wide at its narrowest point, this slender strip of land connects mainland India to its eight Northeastern states, threading between Nepal, Bhutan, and Bangladesh. Its importance cannot be overstated — it is the lifeline for nearly 45 million people in India’s northeast, the transit route for military logistics, and a key axis of national integration. Recent political developments, including Bangladesh’s shifting allegiances, increased Chinese activity near India’s borders, and rising radical sentiments in the region, have reignited concerns about the corridor’s long-term security.

Recently, Bangladesh Chief Advisor Professor Yunus’ threats on Northeast India reignited the need for better connectivity to these regions. Historically, even internal elements within India have dangerously suggested severing this critical passageway to isolate the Northeast from the mainland physically. Since then, Sarma has been emphasising the need to overcome the vulnerability associated with the “chicken neck” corridor.