📢 Railways Growth Series: (This is the second article in the Railways Growth Series, focusing on the expansion of the railway network in the North East under the BJP govts)

The BJP government has relentlessly worked to modernise Indian Railways, making it a symbol of growth, efficiency, and national integration. With record-breaking investments, the government has allocated unprecedented funds to upgrade infrastructure, electrify tracks, introduce high-speed trains, and enhance passenger amenities. The rapid expansion of Vande Bharat Express, the push for 100% electrification, and the ambitious Gati Shakti initiative are transforming connectivity across the country, especially in the Northeast, which had long been neglected. Freight corridors, station modernisation, and cutting-edge safety measures like Kavach technology further highlight the government’s commitment to making Indian Railways world-class. This massive push not only strengthens national unity but also fuels economic growth by boosting logistics and trade.

The development of large-scale infrastructure projects in India often encounters opposition from various groups citing concerns ranging from environmental impact to cultural preservation. Notably, certain lobbies, especially the Christian ones, have consistently resisted such initiatives. They argue that the projects threaten local identity and ecological balance.

In this article, we will also examine the patterns of opposition by these groups, focusing on their impact on developmental projects, such as the Mizoram railway expansion, the Konkan Railway project in Goa during the late 1990s, and the Mumbai Metro Car Shed near Aarey in Mumbai. By analysing these case studies, we aim to understand the motives of these lobbies and highlight their actions that hinder progress under the guise of preservation.

Konkan Railway: Resistance to development

The Konkan Railway alignment through Goa became a flashpoint of contention between Christian groups and Hindu communities. The Christian-dominated South Goa, represented by church associations and supported by politicians like Eduardo Faleiro and Wilfred D’Souza, vehemently opposed the Konkan Railway Corporation (KRC) proposed coastal alignment. Consequently, they advocated for a hinterland alignment to divert the railway through the less-populated forested regions further east. In contrast, the Hindu-majority regions, particularly in North Goa, supported the coastal alignment, recognising the economic and developmental benefits it would bring to the region.


However, the proposed hinterland route posed serious ecological and financial challenges. It would have significantly encroached upon protected forests, wildlife sanctuaries, and mineral-rich zones critical for Goa’s economy. Additionally, the engineering complexity of this alternative would have escalated costs by at least ₹250 crore, extended project timelines by a year, and increased tunneling through ecologically sensitive areas. Did concerns over impacts on settlement areas genuinely drive the opposition, or was it rooted in fears of demographic changes from the influx of outsiders and the possible disruption to traditional Christian communities?

The Aarey protest: Similar pattern of hindrance

Decades later, a similar opposition surfaced during the construction of Mumbai Metro Line 3 and the Aarey project. Christian groups, church-backed NGOs, and their affiliates prioritised narrow interests over the broader developmental needs of the region. While cloaking their agenda under the banner of environmental preservation, their deeper anxieties lay in resisting the urban transformation and demographic influx such projects inevitably bring. The Church, historically entangled in land disputes such as the cemetery allocation in Mumbai, mobilised protests that went beyond environmental concerns, pushing a narrative designed to protect specific institutional interests. The protests failed to recognise the employment generation, urban mobility improvement, and ecological safeguards embedded within the Metro project. Much like the Konkan Railway case, where Christian opposition stalled a vital infrastructure linking the Konkan coast, the Aarey agitation became less about genuine ecological concerns and more about halting progress.

However, these vested interests fail to overlook the fact that the primary goal behind expanding the rail network was straightforward — to connect remote and challenging terrains, ensuring long-neglected citizens receive the services they deserve. It was the BJP party, upon coming to power, that recognised this need and undertook significant development, including in the North-East, which had been neglected by previous governments.

BJP’s vision for railway expansion: bridging the gaps

While such vested interests sought to delay progress, the BJP-led governments pursued a vision that prioritised connectivity and national integration. Unlike previous governments that neglected railway development in critical regions, Vajpayee’s administration took decisive steps. Recognising the North-East as the gateway to South-East Asia, the government emphasised railway expansion as a tool for economic and strategic integration. Therefore, the party also knew the development of the communication infrastructure of the northeastern region was very important so that it can be linked to the neighboring South East Asian countries.

The establishment of the Ministry of Development of the North Eastern Region (DoNER) in 2001 underscored this commitment. His government recognised the need to connect the Northeast with the rest of India, aligning it with the broader vision of the Look East Policy. Under Modi’s leadership, this commitment intensified. To ensure direct engagement, Modi urged his Cabinet ministers to visit and stay overnight in the region, leading to over 700 ministerial stays in the Northeast. He visited the region 65 times, each visit bringing new developmental projects.


Moreover, several projects conceptualised during Vajpayee’s tenure were realised under Modi’s leadership, like the Tuirial Hydropower Project and the Agartala rail line project, both of which reflect the BJP’s unwavering commitment to ushering in a new era of development in the Northeast.

Under PM Modi’s leadership, the rail network has witnessed a massive revolution. The railway budget allocation rose sharply from Rs 2,122 crores (2009-14) to Rs 10,440 crores (2025-26), a sharp increase of 392% over the period. The region witnessed an average of 142 km/year of electrification whereas no electrification happened during the UPA government.

In 2009-14, only 67 km/year of new tracks were laid. This figure jumped to 173 km/year between 2014-2024. This demonstrates a 158% increase in annual track construction, highlighting a decisive acceleration in expanding railway connectivity in the region. (For more, see By The Numbers)

Enhancing Mizoram Rail Connectivity

For the first time since independence, Mizoram has been integrated into the national rail network with the completion of a railway bridge near Sairang, linking Aizawl to India’s expansive railway grid. Executed by the Northeast Frontier Railway, the project was classified as a “Project of National Importance.” This landmark achievement echoes Vajpayee’s vision of railway connectivity in the Northeast.

Despite these advancements, opposition to railway expansion persists. Recently, a video circulating on social media featured a woman opposing railway construction in Mizoram, citing fears of an influx of non-Mizos and ecological destruction. Such resistance mirrors past instances where religious and socio-political interests sought to obstruct development under the pretext of environmental or cultural preservation.


The expansion of India’s rail network has long been hindered by groups prioritising narrow interests over national development. Whether in Goa, Mumbai, or Mizoram, the opposition to critical railway projects has often been driven by socio-political motivations rather than genuine ecological concerns. However, the BJP governments, led by Vajpayee and Modi, have consistently championed infrastructure development as a means of national integration. By prioritising connectivity over parochial interests, they have paved the way for economic growth, regional development, and India’s strategic positioning in South and Southeast Asia. As the country progresses, it is imperative to recognise and counteract such obstructions to ensure that development reaches every corner of India.