Haryana’s Toll Burden: Highest Collection, Shortest Distance — A Systemic Imbalance Exposed

When a smaller state outperforms a giant like Gujarat in toll collection, it raises more than just eyebrows— it raises structural questions.
— By Dr. Satyawan Saurabh

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A recent reply in the Lok Sabha has confirmed what the people of Haryana have long been experiencing: the mounting weight of toll charges, irregular placement of plazas, and barriers appearing every few kilometres. The government data revealed is not just a statistic— it is a mirror reflecting policy distortions, administrative flaws, and misplaced priorities. According to the report, Haryana ranks number one in India in per-capita toll collection, at ₹917.1 per citizen— the highest in the country.

This revelation is startling, especially when compared with Gujarat. Despite being nearly three times larger, more industrially spread, and significantly broader in its road network, Gujarat collects less toll per person than Haryana. The contrast highlights not geography, but governance— the difference between balanced planning and excessive extraction.

The numbers are even more telling: Gujarat has 62 toll plazas, while Haryana, much smaller in size, has 75. This immediately triggers a fundamental question— why is a smaller state burdened with a higher density of toll plazas? Toll numbers alone are not the issue; the real problem begins when guidelines are flouted, distances are shortened, and revenue maximisation overshadows public convenience.

According to NHAI norms, the minimum distance between two toll plazas must be 60 km. This rule was crafted to protect commuters from unnecessary financial strain. But Haryana stands out as an exception: it is the only state in India where the average distance between tolls is just 45 km— 25% less than the mandated standard.

This isn’t a minor deviation; it is a glaring structural imbalance. Haryana certainly has an extensive road network, but is the toll strategy aligned with public interest? Or has it evolved into a revenue model that continuously drains the pockets of commuters?

Toll plazas serve two primary purposes— revenue generation and road development. But when the intervals shrink and the frequency grows, the system begins to feel exploitative. Across districts linked to Delhi-NCR— Sonipat, Jhajjar, Gurugram, Faridabad, Palwal, and Rohtak— toll plazas have become ubiquitous. A regular commuter travelling 150–200 km typically crosses three to five tolls. This is not only inconvenient but financially punitive, affecting long-term mobility and economic productivity.

This leads to another crucial question: Where is this money going?
Are Haryana’s roads, flyovers, lane markings, and safety standards truly commensurate with the revenue being collected? On the ground, many stretches remain perpetually under construction, maintenance is often delayed, and infrastructure does not reflect the kind of premium charged from travellers.

The issue goes deeper. Frequent tolls increase logistics costs, directly impacting the prices of goods. Every extra rupee paid by transporters translates into higher market prices— ultimately burdening the consumer. For a state known for its robust agriculture and industrial output, such an inflated logistics ecosystem weakens competitiveness and slows economic momentum.

If larger states can maintain the 60 km norm, why can’t Haryana? This is not a matter of size but of intent. Were the toll plazas placed as per norms? Were reviews conducted? Has the state government raised the issue with the Centre? Have MPs and local representatives questioned this imbalance? These are answers the public deserves.

What Haryana urgently needs is a comprehensive restructuring of its toll network. If the average distance is 45 km, it must be realigned to meet national standards. The extraordinarily high per-capita collection also indicates a need for serious policy correction.

Citizens are not coin-operated machines to be charged at every interval. They are taxpayers who expect transparency, fairness, and value in return.

Ultimately, governance must serve the people— not burden them. Haryana’s toll imbalance is more than an economic anomaly; it is a reflection of misplaced priorities. The time has come for decisive reforms— so that highways become pathways of progress, not pressure points of financial strain.