Over 6,000 unauthorised structures have taken over more than five square kilometres of railway land in Guwahati’s Pandu area, making construction virtually impossible without mass eviction, which is easier said than done
The construction of a new rail-cum-road bridge over the Brahmaputra River in Guwahati, a much-needed infrastructural boost aimed at reducing congestion and easing transportation, is now indefinitely delayed. The primary obstacle: massive encroachment on railway land in the Pandu area, which has turned a vital development project into a bureaucratic and legal quagmire.
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The project, which was expected to begin in May 2025, was envisioned as a part of the Agthori–Kamakhya track doubling scheme, approved by the Union Cabinet in February 2024. It was intended to enhance railway capacity and improve road traffic flow by introducing a state-of-the-art bridge parallel to the existing Saraighat Bridge. The existing bridge, operational since 1964, has a single rail line on the lower deck and a two-lane road on the upper deck. The new structure, proposed about 80 to 90 meters east of the current one, is designed to feature a double rail line and a three-lane road with dedicated footpaths.
However, the vision is now clouded by reality: over 6,000 unauthorised structures have taken over more than five square kilometres of railway land in the Pandu region, making construction virtually impossible without mass eviction. According to a senior Northeast Frontier Railway (NFR) official, who spoke on the condition of anonymity, “The scale of illegal occupation is staggering. We’re talking about entire neighbourhoods that have developed over the years on railway land. Some of the buildings are two or three stories high, with permanent RCC structures.” The official said that as because it is decided after several rounds of meetings that the approach road of the new bridge in the south bank will be connected to the Jalukbari rotary, the structures towards the left while reaching Jalukbari from North Guwahati after crossing the Saraighat have to be removed.
These structures are not just huts or temporary shelters. Many have been built with substantial investments, and several are occupied by politically connected individuals. “What makes eviction so difficult,” the official added, “is that some of these encroachers have powerful backing and have even approached courts to stay demolition drives.”
The issue isn’t new. In fact, it’s been brewing for over a decade. In 2015, an eviction attempt in Pandu turned violent, resulting in injuries to at least 15 people, including three police personnel. Despite multiple efforts since then, NFR has failed to reclaim the land.
Railway authorities blame the lack of administrative support for their inability to carry out evictions. “We had the backing of the district administration in Morigaon when we cleared encroachments in 2024. But in Guwahati, the situation is different. The local administration has consistently shown reluctance to assist us in clearing railway land,” the NFR source added.
This land encroachment has direct consequences on the project timeline and feasibility. The bridge, estimated to cost ₹1,650 crore, is integral to doubling the 7.06 km long Agthori-Kamakhya railway section. Out of the total budget, 41% is being funded by the Ministry of Road Transport and Highways, as the project includes a road component. However, work on the Detailed Project Report (DPR), expected to be completed by August 2025, is delayed due to the unresolved land acquisition and clearance issues.
The National Highway Authority of India (NHAI), which is responsible for constructing the approach roads to the bridge, has also voiced its concern. A senior NHAI official said, “We are ready with our part of the project, but without proper land allotment and clearance, we can't begin construction. Land acquisition continues to be a chronic challenge in Assam, and this project is no exception.”
Adding to the complexity is the connection point of the bridge on the south bank. It is currently planned to link with the congested Jalukbari rotary, a junction already notorious for its chaotic traffic, unregulated vending, and unauthorised bus stops. Over the years, Jalukbari has evolved from a functional intersection into one of Guwahati’s most congested and hazardous points.
Locals are voicing their concerns. “Navigating through Jalukbari is already a nightmare. If the new bridge connects here, it will choke the area completely,” said a resident. Another resident added, “Instead of pushing more traffic into Jalukbari, the new bridge should connect with Adabari or Maligaon. These routes are more manageable and could be developed further.”
Ajoy Kumar Dutta, a prominent city-based social activist, Padmashree awardee, and former legislator, agrees. “The new bridge must not be connected to Jalukbari rotary. The university and the railways own most of the land from Jalukbari to Maligaon. With the removal of unauthorised structures, a more efficient corridor could be built through Adabari or the old Pandu station,” he said.
While these suggestions may seem logical, implementing them is easier said than done. According to the NFR source, the alternative route via Adabari was explored but later dropped due to resistance from politically influential individuals who had illegally occupied parts of that route and approached courts for legal protection. “There’s just too much legal and political pressure. Clearing encroachments in Guwahati is a completely different ball game compared to other districts,” the source explained.
The architect community also shares concerns over the project's current alignment. Ranel Das, a city-based architect and a member of the Architect Association of Assam, emphasised the need to declutter Jalukbari. “If the southern approach road of the new bridge must connect to the Jalukbari rotary, then we have to address illegal parking, unauthorised structures, and poor traffic planning there. Without that, the benefits of the new bridge will be lost in congestion,” he said.
The bridge, once completed, promises to be a critical piece of infrastructure for the city and the region. It will not only support increased rail traffic by doubling the line but also enhance road connectivity with a three-lane carriageway and footpaths. The north end of the bridge will connect to Agthori station via a 2.694 km track, and the south end will link to Kamakhya station over a 3.07 km stretch.
But all of this hinges on whether the land can be cleared in time. Encroachments have long plagued railway projects across Assam. As per official data from previous reports, over 164 hectares of railway land have been encroached upon in the state, with Guwahati being one of the worst affected. Projects in stations like Silchar, Diphu, Tangla, and Chaparmukh have all suffered similar fates.
In June 2024, authorities successfully evicted over 1,300 families from railway land in Silbhanga village, Morigaon district. The operation, carried out after nearly 40 years of illegal settlement, proceeded without resistance—thanks to proactive district administration support. Yet, even that drive had to be halted midway due to a stay order obtained from the Gauhati High Court by some of the evicted families. This example highlights both the possibilities and the legal vulnerabilities of such operations.
The situation in Pandu, however, remains static. Encroachment continues unchecked, and the project’s future remains in limbo. The new rail-cum-road bridge could significantly reduce traffic congestion, improve rail freight movement, and ease connectivity between north and south Guwahati. But unless the issue of illegal occupation is tackled with urgency, the bridge risks remaining a plan on paper—another casualty in a long list of stalled infrastructure projects held hostage by poor enforcement, legal gridlocks, and political interference.
For now, the question is not when the bridge will be built—but whether it ever will.
