B737 Captain reported an airspeed disagree during takeoff roll resulted in a high speed rejected takeoff and return to gate.

Narrative

Planning flight XXXX was one of the most challenging of my career. We were departing ZZZ during a storm with routes climbing us through the middle of it. I arrived at ZZZ early to plan this flight because of my experience in these conditions and plan a safe route east of the storm. Dispatch was swamped; and could not help initially so I solicited the Chief Pilot to help. We worked with a dispatch manager to plan a route departing ZZZZZ; ZZZZZ1; ZZZ1; ZZZZZ2 which was east away from the storm and severe weather. ATC refused the route. We were delayed several hours because the gusty crosswinds and heavy rain were well outside limitations. During this time the pressure from local operations to just board up and go was well outside safety standards. Common sense was not prevailing as they had other aircraft gate returning for long tarmac delays while waiting out the winds. Why would I do that? I clearly communicated my plan to operations and when I thought the winds would shift to down the runway. I told them as the storm moved north the winds would shift and we would be able to depart. This did not stop the constant pressure to depart; even though the most severe weather was right on top of airfield. Once the storm moved north and the winds began to shift within limitations I agreed to board the aircraft. We pushed back and began to taxi to Runway XXR. On taxi out we received reroutes which required new releases. I made the request with ground to park; load the reroute; download all releases; update; brief with PM and confirm we had gas and route was clear of storm. Once this was accomplished we agreed we could taxi for departure. While waiting in line several small violent bands of weather associated with the storm would pass over the airfield. The conditions would have 0 visibility; heavy rain and strong gusty winds. Airplanes on approach would go missed and departing aircraft would delay till band passed. When we were number 1 for takeoff I positioned the aircraft parallel runway XXR to use my radar to determine which heading we would fly on departure. In doing this I depicted a small band of extreme precipitation just south of the airfield. I let tower know we would be delaying departure till the band passed and he agreed and made the comment aircraft were abandoning the approach. Once the band passed we were cleared to takeoff using max thrust; reduced speeds with VR (rotation speed) Max numbers.The PM made the 100 kts callout; I made my scan and almost immediately after that the PM announced 'Airspeed Disagree' pointing at his display. I scanned my instruments and noticed my airspeed rapidly accelerating and his airspeed decelerating so I announced 'REJECT'! The PM immediately advised ATC rejecting XXR and made announcement to passengers to remain seated. I completed the RTO (Rejected Takeoff) procedure; but elected to disconnect the brakes early for better directional control on the wet runway. We cleared the runway at Taxiway 1; requested to park and complete the checklist. I took over talking to ATC and emergency personnel so the PM could complete all QRC; QRH and Checklist items without distraction. Once all checklist were complete and we determined a evacuation was not necessary I requested fire rescue through ATC. I wanted to have my wheels; tires; brakes and aircraft inspected before returning to the gate. Specifically asking thermal imaging and FLIR be used to gauge temps on brakes and tires. I did not want fuse plugs blowing in the gate area around ramp personnel. Fire rescue cleared the brakes and tires reporting no aircraft damage.After the RTO (Rejected Takeoff) checklist were complete and we determined we could safely return to the gate we attempted to contact ZZZ Operations for a gate with no luck. After several attempts I contacted the Chief Pilot and dispatch for assistance. We were assigned gate XX I ask fire rescue to follow us to the gate. Once outside the gate we were not met with marshalers and noone was answering the radio. With the brake set I direct the FO to call operations on the telephone. The operations agent on the phone was more concerned with pressuring our crew to extend; aircraft swap and continue to ZZZ2 then parking our aircraft. Honestly I was shocked and disgusted by what I witnessed! I ask the FO to hand me the phone as it was now necessary for me to assert Captain's Authority and bring this to an end. I informed operations that parking the RTO (Rejected Takeoff) aircraft and completing this event was a higher priority than extending and aircraft swaps. She began to argue with me. At that point I ended the conversation by stating 'I do not care what they want; but tell they that we need to park this airplane and that this crew is done we are not extending or taking a new aircraft in this storm to ZZZ2!' Shortly after that marshalers appeared to park us. Also while this was going on I was contacted by my ACP (Assistant Chief Pilot) asking if we needed assistance. I replied 'Yeah tell operations to stop trying to rush us aircraft swap we are not even parked and we are done one reject is enough.'Once the main cabin door was open and parking checklist complete 2 mechanics came to the flight deck to brief the RTO (Rejected Takeoff). While I was explaining what happened to the mechanics so they could accurately trouble shoot we were interrupted by a station manager. Once again it was not Captain are your passengers and crew OK? What can I do to assist? The purpose of the station manager appearing in my flight deck was to bully the crew to extend. His words were 'so you are refusing to aircraft swap?' 'If you do not aircraft swap this flight will cancel!!!' I told him the crew is not extending and we were done ending the conversation.Not that it needs to be said; but at this point we had roughly 2hr54min FDP (Flight Duty Period) available and 2 hr 22 min block. How is pressuring an extension after a RTO (Rejected Takeoff) in a storm safe?