In India, the concept of toll taxes has long been a contentious issue, especially for the common man already burdened by a slew of indirect taxes. From road tax to vehicle tax, citizens contribute significantly to the exchequer, only to find themselves paying additional toll fees for the privilege of driving on highways—roads that are often poorly maintained despite the hefty charges. In the Jammu region, this frustration is palpable, as commuters grapple with substandard infrastructure, closely spaced toll plazas, and unfulfilled governmental promises.
The rationale behind toll taxes is straightforward: they fund the construction of highways under the Build, Operate, Transfer (BOT) model, where private contractors build roads, collect tolls, and eventually hand over the infrastructure to the government. Road tax, often misconstrued as a contribution to road-building, is actually a vehicle tax aimed at offsetting carbon emissions—a fee that goes toward environmental measures rather than asphalt. Yet, this distinction offers little comfort to drivers who question why they must pay tolls on top of these other levies.
“Why do we pay toll tax when we’ve already paid road tax and vehicle tax?” asks Ravi Sharma, a daily commuter between Jammu and Samba. “I paid Rs 15,000 as road tax when I bought my car, and now I shell out Rs 150 every time I cross the Ban Toll Plaza. The road is full of potholes—where is this money going?”
Sharma’s sentiment echoes a broader discontent. Take the Jammu-Srinagar National Highway (NH-44), for instance, where toll plazas at Ban (near Nagrota) and Sarore (near Bari Brahmana) are separated by just 47 kilometers—well below the mandated 60-kilometer gap outlined by Union Minister for Road Transport and Highways, Nitin Gadkari. In 2024, Gadkari had promised that toll plazas violating this rule would be shut within three months. Yet, as of March 2025, both collection points remain operational, with toll rates even hiked last year, much to the dismay of locals.
“I was hopeful when the minister made that announcement,” says Priya Devi, a shopkeeper who travels frequently between Jammu and Lakhanpur. “But nothing has changed. The toll at Ban went up from Rs 120 to Rs 150, and the road is still a mess. I feel cheated.”
The condition of NH-44, particularly between Sarore and Lakhanpur, only fuels this anger. Potholes, damaged stretches, and ongoing construction for the Delhi-Amritsar-Katra Expressway have turned journeys into a nightmare. Despite this, tolls are collected unabated. In a landmark ruling last year, the Jammu and Kashmir High Court intervened, slashing toll fees by 80% at Ban and Lakhanpur plazas until the highway is fully operational. The court’s reasoning was clear: tolls are a quid pro quo for well-maintained infrastructure, not a levy for dilapidated roads.
“Tolls should mean smooth, safe highways,” the bench, led by Chief Justice Tashi Rabstan and Justice M.A. Chowdhary, observed. “If the road is under-constructed and uncomfortable, charging commuters is unfair and a violation of fair service.”
The court also flagged the violation of National Highway Fee Rules, noting the proximity of Sarore and Ban plazas, and raised concerns over toll operators employing individuals with criminal backgrounds—a safety hazard for travelers. It ordered police verification for all plaza staff and the removal of any within 60 kilometers of another, though enforcement remains sluggish.
For pilgrims heading to the Mata Vaishno Devi Shrine, the situation is particularly galling. The Ban Toll Plaza, strategically placed before Domel, capitalizes on the influx of devotees, raking in revenue despite the short distance to Sarore. “I paid Rs 150 at Ban and then Rs 130 at Sarore, all within an hour,” laments Anil Kumar, a pilgrim from Punjab. “The highway in Punjab is smooth as butter, but here, it’s like driving on the moon.”
Comparisons with neighboring states like Punjab and Haryana, where highways gleam with quality upkeep, only deepen the frustration. In Jammu, the toll revenue—meant to ensure road repairs—seems to vanish into thin air. A Public Interest Litigation (PIL) filed in 2024 demanded exemptions from tolls at Lakhanpur, Thandi Khui, and Ban until the Expressway is complete, arguing that 70% of NH-44 remains under construction. The court’s directive for an 80% fee cut was a victory, but commuters say it’s not enough.
“If they can’t close these plazas, at least fix the roads,” pleads Sharma. “Fuel prices are sky-high, and these potholes ruin my mileage. I’m paying twice—once at the pump, once at the toll.”
Union Minister Gadkari himself has acknowledged this injustice. At a global workshop on satellite-based tolling last year, he declared, “There’s no justification for charging tolls if roads aren’t up to standard.” Yet, the gap between rhetoric and reality persists, leaving commuters like Devi, Sharma, and Kumar caught in a cycle of payment and peril.
For now, the people of Jammu await tangible action—be it the closure of rogue toll plazas, the completion of the Expressway, or simply a pothole-free drive. Until then, the toll booths stand as symbols of a system where the common man pays dearly, but receives little in return.
(The author is a regular columnist and freelance writer.)
