Nagaland's long-awaited rail connection to its capital, Kohima, is inching closer to reality through some of the toughest railway-building terrain in India — even as a Parliamentary panel has found that the project's cost has ballooned nearly eightfold, from an original sanctioned estimate of Rs 850 crore to Rs 6,663.20 crore, blaming deficient planning, faulty surveys and weak contract management for the overrun.
The Dimapur-Kohima new railway line is a 78.42-kilometre broad-gauge project connecting Dhansiri, near Dimapur in Nagaland's commercial hub, to Zubza near Kohima, the state capital. Once complete, it will be the first time Kohima has been connected to India's national rail network — a milestone decades in the making for a state where hill terrain has historically made road transport the only option for moving people and goods between the plains and the capital.
The project sits within a much larger central government commitment to expanding rail infrastructure along India's northeastern and border regions. Broader railway investment plans for the border areas, spanning states including Assam and other parts of the Northeast, have been reported at a scale running into tens of thousands of crores of rupees over the coming years, reflecting both connectivity and strategic considerations given the region's proximity to international borders with Myanmar, Bhutan, China, and Bangladesh. The Dimapur-Kohima line, despite its cost overruns, remains one of the more advanced individual projects within that wider push, with two of its four planned sections already commissioned and carrying live traffic.
The line runs through Karbi Anglong district in Assam before crossing into Nagaland's Chumoukedima and Kohima districts, threading through some of Northeast India's most geologically difficult hill country. Unlike flatter rail corridors elsewhere in Assam and the Northeast, this project has required the Northeast Frontier Railway (NFR) to cut through hills prone to landslides, groundwater ingress, and poor rock quality — conditions that have shaped both the pace of construction and, as Parliament's Public Accounts Committee (PAC) has now formally found, its ballooning cost.
Work on the line has proceeded in stages rather than as a single continuous build. The first section, the 16.2 to 16.5-kilometre Dhansiri-Shokhuvi stretch, was commissioned in October 2021, giving Nagaland its first taste of rail access at the foot of the hills. The next section, Shokhuvi-Molvom, spanning roughly 14.64 kilometres, was commissioned in March 2025, and cargo operations began at Molvom railway station in September 2025 — meaning goods, not yet passengers, have already started moving on this newer stretch of track.
The Dimapur-Kohima line is one of several hill-terrain rail projects the Northeast Frontier Railway has pursued over the past decade as part of a broader central government push to bring all Northeastern state capitals onto the rail map. Similar projects — the Jiribam-Imphal line into Manipur and the Bhairabi-Sairang line that finally connected Mizoram's capital Aizawl in 2024 — have faced comparable combinations of difficult hill geology, land acquisition disputes, and repeated cost and timeline revisions, suggesting the challenges flagged in Nagaland are not unique to this one project but reflect a pattern across the region's hill-capital rail links. The Bhairabi-Sairang line, for instance, similarly saw its budget and schedule stretch well beyond original projections before finally opening, giving Aizawl its first rail connection roughly two decades after the project was first conceived.
Nagaland's own rail history predates this specific project by decades. Dimapur has served as Nagaland's principal rail gateway since colonial-era construction extended the metre-gauge network into the state, but Kohima itself — perched at a significantly higher elevation and separated from Dimapur by roughly 74 kilometres of winding hill road — has never had a station of its own. Successive state governments and Members of Parliament have raised the demand for a Kohima rail link for years, framing it as a basic connectivity entitlement for a state capital rather than an optional add-on, which is part of why the project's repeated schedule slippage and cost escalation have drawn sustained political and public attention within Nagaland even as broader national coverage of the story has focused primarily on the PAC's accounting findings.
Parliament's Public Accounts Committee tabled its 52nd Report examining the execution of the Dimapur-Kohima line, and its findings go well beyond the headline cost figure.
Northeast Frontier Railway officials, for their part, have pointed to the physical difficulty of the route as a core driver of both delay and cost: heavy monsoon rainfall restricts the working season each year, poor rock quality has complicated tunnel boring, and the region faces a shortage of skilled tunnelling labour and supporting infrastructure — factors distinct from, though compounding, the planning and procurement issues the PAC highlighted.
The PAC's report also placed the cost overrun in the context of how railway projects in hill states are typically financed and managed. Unlike plains projects where survey and land-acquisition costs are relatively predictable, hill-terrain lines routinely require repeated re-surveys as tunnel-boring reveals rock conditions that were not accurately captured in initial geological assessments — a pattern the committee's findings on "faulty surveys" and "repeated design changes" point to directly. The committee's decision to itemise specific rupee figures against specific categories of failure — rather than simply citing an aggregate overrun — is intended to make it possible for the Ministry of Railways to respond point by point in its mandated Action Taken Report, rather than offering a general justification for the escalation.
The scale of the engineering effort also helps explain, without excusing, part of the cost trajectory. A combined 31,169 metres of tunnelling — roughly 31 kilometres, or nearly 40 percent of the entire alignment's length — places this among the more tunnel-intensive railway lines built in India in recent years. Each additional metre of tunnel through unstable rock typically costs several times more per kilometre than open-track construction, and unplanned re-engineering of tunnel sections, which the PAC specifically flagged as costing Rs 6.14 crore in avoidable expenditure, is a recurring risk on this kind of terrain once boring reveals conditions that differ from what pre-construction surveys predicted.
For Nagaland, a rail link to Kohima is about far more than convenience — it is the state capital's first-ever direct connection to India's national rail grid, in a state where the absence of rail has long meant higher freight costs, greater dependence on road transport through landslide-prone hill highways, and slower movement of essential goods, particularly during the monsoon when road access is most vulnerable to disruption. Once complete, the line is expected to lower transport costs for goods moving in and out of Kohima, ease pressure on National Highway 29 (the primary road route linking Dimapur and Kohima), and open new possibilities for freight-dependent sectors, from construction materials to agricultural produce, that currently rely entirely on trucks.
The commissioning of cargo operations at Molvom in September 2025 already offers an early, tangible sign of that shift — goods movement on rail has begun on a partial stretch of the line even before passenger services extend that far, giving businesses along that corridor a preview of the logistics change to come once the line reaches all the way to Kohima.
At the same time, the PAC's findings carry their own local significance: the Rs 141.70 crore flagged over land acquisition lapses points to friction in how land was acquired from residents and communities along the alignment, a sensitive process in hill states where land ownership and customary rights are often more complex than in the plains. How the Railways and Nagaland state government respond to that specific finding will matter to residents whose land has been affected by the project, beyond the broader question of taxpayer cost overruns.
There is also a strategic dimension to the project that extends beyond everyday commerce. Nagaland shares an international border with Myanmar, and improved rail connectivity to Kohima and onward toward the border districts has been discussed in policy circles as part of India's broader Act East Policy, which aims to strengthen trade and connectivity links with Southeast Asia through the Northeast. A rail-connected Kohima would, in that framing, function not just as a state-capital convenience but as an incremental step toward faster movement of goods along a corridor the central government has repeatedly flagged as strategically important, alongside comparable projects such as the India-Myanmar-Thailand Trilateral Highway.
For daily commuters between Dimapur and Kohima, meanwhile, the practical alternative to rail remains the road route along NH-29, a corridor regularly disrupted by landslides during the monsoon months — the same months that constrain the railway's own construction schedule. Until the line reaches all the way to Zubza, residents will continue to rely on that road link, meaning the PAC's scrutiny of delays is not simply an abstract accounting exercise but has a direct bearing on how much longer commuters and freight operators must depend on a route vulnerable to seasonal closure.
The project also carries employment implications for the districts it passes through. Large tunnel-and-bridge construction of this scale typically sustains thousands of direct and indirect jobs over its build period, from skilled tunnelling crews to local suppliers of construction materials and services, across Karbi Anglong, Chumoukedima and Kohima districts. NFR officials' own acknowledgement of a shortage of skilled tunnelling labour in the region suggests much of that specialised workforce has had to be brought in from outside the immediate project area, even as the project has generated local employment in less specialised roles — logistics, security, camp support, and ancillary services around the multiple work sites strung along the alignment.
Two more sections stand between the current network and a fully connected Kohima. The Shokhuvi/Molvom-Pherima stretch, already at 84 percent physical progress according to the PAC's report, is targeted for commissioning by March 2027 — a date that has shifted from an earlier October 2026 target cited in some project documents, reflecting the kind of schedule slippage the PAC's report scrutinises. The final section, Pherima-Zubza, which will bring the line into Kohima itself, is at a much earlier 31 percent physical progress and is not expected to be commissioned until December 2029, following a 2024 review that pushed back the overall project deadline from an earlier target.
On the accountability side, the PAC's 52nd Report having been tabled in Parliament typically sets in motion a formal government response process, in which the Ministry of Railways is expected to reply to each of the committee's findings — on cost escalation, the disputed state establishment levy, land acquisition lapses, and procurement decisions — through an Action Taken Report. Whether that process results in policy changes to how NFR manages future hill-terrain rail projects, or simply closes the loop on this specific project's accounting, is likely to become clearer as the Railways' formal response is filed.
For residents and businesses in Nagaland, the more immediate marker to watch is the March 2027 target for the Shokhuvi/Molvom-Pherima section — if met, it would bring rail service significantly closer to Kohima than it has ever been, even with the final stretch into the capital still years away.
Nagaland's political leadership has periodically pressed the central government for faster progress on the project, given its symbolic importance as a long-promised connectivity milestone. Any further slippage on the March 2027 or December 2029 targets would likely draw renewed attention, particularly given that this project has already seen its overall completion date pushed back once, following a 2024 review. Railway watchers in the state are expected to track two things closely in the coming months: whether NFR's physical progress figures for the Shokhuvi/Molvom-Pherima section continue advancing toward the 100 percent mark needed for commissioning, and how the Ministry of Railways formally responds to the PAC's specific findings on the state levy dispute and land acquisition lapses.
There is also a question of precedent. How the Railways and the Nagaland state government resolve the disputed 8 percent establishment levy — which the PAC found resulted in Rs 18.72 crore in irregular payments — could influence how similar levies are handled on other under-construction hill-state rail projects, where state governments often charge comparable fees for facilitating land acquisition and local administrative support. A clear resolution one way or the other would give both Railways project planners and other Northeastern state governments a clearer benchmark for structuring these arrangements going forward, reducing the risk of similar disputes surfacing in future PAC reviews of comparable projects.
Until the final whistle sounds at Zubza station, the Dimapur-Kohima line will likely keep serving as a case study of both what it takes, and what it costs, to bring a railway into some of India's hardest terrain — a project simultaneously advancing toward a long-promised connectivity milestone and standing as a cautionary example that Parliament's own auditors have now formally documented.
It is a 78.42-kilometre broad-gauge railway line under construction by the Northeast Frontier Railway, connecting Dhansiri near Dimapur to Zubza near Kohima, which will give Nagaland's capital its first-ever direct connection to India's national rail network.
Parliament's Public Accounts Committee found the project's cost has risen from an originally sanctioned Rs 850 crore to Rs 6,663.20 crore — nearly eight times the original estimate.
The PAC's 52nd Report attributed the escalation to deficient project planning, faulty surveys, irregular land acquisition, repeated design changes, weak contract management, and avoidable procurement decisions, alongside 42 time extensions granted to contractors since 2015.
The Dhansiri-Shokhuvi section (commissioned October 2021) and the Shokhuvi-Molvom section (commissioned March 2025) are already operational, with cargo services having begun at Molvom station in September 2025. Passenger services currently connect this network onward to Guwahati and Naharlagun.
The next section, extending toward Pherima, is targeted for commissioning by March 2027 at 84 percent physical progress. The final section into Kohima itself, Pherima-Zubza, is only at 31 percent progress and is targeted for December 2029.
The route crosses geologically challenging hill terrain requiring 20 tunnels totalling over 31 kilometres and 176 bridges combined. Northeast Frontier Railway officials cite landslide-prone terrain, poor rock quality, groundwater ingress during tunnelling, heavy monsoon rainfall limiting the working season, and a shortage of skilled tunnelling labour as key engineering challenges, on top of the planning and procurement failures identified by the PAC.
Yes. The committee flagged an 8 percent establishment levy charged by the Nagaland state government, which it said resulted in Rs 18.72 crore in irregular payments.
A completed line is expected to lower transport costs for freight moving to and from Kohima, reduce dependence on the landslide-vulnerable National Highway 29 road corridor, and give freight-dependent sectors like construction and agriculture a lower-cost alternative to trucking, alongside the broader connectivity and travel-time benefits of a passenger rail link to the state capital.
Yes. Comparable projects such as the Jiribam-Imphal line into Manipur and the Bhairabi-Sairang line that connected Mizoram's capital Aizawl in 2024 have faced similar patterns of difficult hill geology, land disputes, and cost or schedule revisions, suggesting these challenges reflect a broader pattern across the region's hill-capital rail links rather than being unique to Nagaland's project.
Policy discussions have linked improved rail connectivity to Kohima and Nagaland's border districts with India's Act East Policy, which aims to strengthen trade and connectivity with Southeast Asia through the Northeast, alongside projects like the India-Myanmar-Thailand Trilateral Highway.
The Assam Tribune, EastMojo, Morung Express, Northeast Now (nenow.in), Northeast Frontier Railway public statements, Parliament's Public Accounts Committee 52nd Report