Toll problems in Haryana: Highest toll collection, shortest distance - Serious questions on the system

 Toll problems in Haryana: Highest toll collection, shortest distance - Serious questions on the system

When a big state like Gujarat lags behind while a small Haryana leads in toll collection - it is not just a coincidence, it is a sign of policy imbalance.

A reply to a question in the Lok Sabha revealed a truth that the people of Haryana have been feeling for years - the burden of increasing toll charges, irregular infrastructure and bottlenecks every few kilometers. This government figure presented in Parliament is not just a figure, but raises questions on the functioning of the entire system, its priorities and its policy-making mindset. The report revealed that Haryana has the highest per capita toll collection in the country - ₹917.1 per citizen, which ranks first in India.

This fact is surprising because Haryana is smaller in geographical size, population, route length and industrial status than Gujarat on many levels. Gujarat is three times larger than Haryana, yet the toll collection there is lower than Haryana. This difference reflects not only the difference in area but also the difference in administrative approach, policy management and assessment of public interest.

When it is revealed that Gujarat has a total of 62 toll plazas, while Haryana has 75, the first question that arises is: why is this small state burdened with so much toll collection? What constraints or priorities are increasing the density of Haryana’s toll plazas so much more than other states? The number of toll plazas is not a problem in itself; the problem arises when the rules are not followed, the distance norms are violated, and the system aims to extract maximum amount from the public purse.

According to the National Highways Authority of India (NHAI) rules, the minimum distance between two toll plazas should be 60 km. This rule was implemented to avoid unnecessary burden on the public and ensure equitable use of road facilities. However, Haryana is the only state in the country where the average distance between two toll plazas is 45 km, which is 25% less than the established norm.

This difference is not just a statistical trick, but points to a deep structural flaw. Haryana certainly has a network of roads, but is the strategy of levying toll on every road in line with public convenience? Or has the scheme become a model of economic reform that continues to burden the pockets of the public?

Toll plazas play a dual role for any state - mobilizing financial resources and contributing to road construction and maintenance. But when toll revenue becomes so high that people have to pay every 40-50 km before travelling, the system becomes suspect. In this context, a comparison of Haryana with Gujarat further highlights the policy inconsistency. Gujarat has a larger area, more industrial activities and much longer highway length, yet the number of tolls is low. This shows that planning is balanced, the average distance travelled is close to the norm, and there is relatively little pressure on the public.

The people of Haryana are facing a double whammy – the increase in the cost of travel, and the frequency of toll payments. This is leading to growing dissatisfaction among traders, farmers, private vehicle drivers and daily commuters in the state. Toll plazas are rife in almost every direction in every district connected to Delhi-NCR – Sonepat, Jhajjar, Gurugram, Faridabad, Palwal and Rohtak. The situation is such that a person crosses three to five toll plazas in every 150-200 km journey. This is not just an inconvenience but a significant financial loss, which in the long run affects the mobility and economic efficiency of the state.

The question also arises: where is this huge amount of collected money being ultimately used? Are Haryana’s roads, flyovers, safety and road quality as good as the huge collection? Is the public getting a fair return on their money? It has often been observed that many roads remain under construction, work slows down at many places, and facilities at many places do not live up to expectations. If the volume of collection is so high, then the facilities should be of the same standard. But the ground reality does not support this claim.

Another serious concern regarding toll collection is that toll every few kilometers increases logistics costs. When additional tolls are levied on cargo trucks, agricultural produce and industrial materials, the cost ultimately reaches the average consumer, leading to inflation. Thus, tolls burden not only the commuters but the entire economic structure. Haryana is recognised as a leading state in both agriculture and industry. Therefore, excessive toll density slows down business activities and weakens the state’s competitiveness.

If the major states of the country can maintain a balance of toll distances as per policy, why not Haryana? The question is not just about the numbers, it is about the intention. Was the placement really as per the rules? Was there any review? Did the state government interact with the central government on this issue? Do local representatives raise the issue regularly? The questions of the public will be answered only if the policy makers take this issue seriously.

Today, the state and the central government need to jointly undertake a comprehensive re-evaluation of Haryana’s toll structure. One such