The reconstruction of the National Highway stretch at Kooriyad in Malappuram through a new viaduct is set to boost the National Highways Authority of India’s (NHAI) revenue without any financial investment from the agency. However, this financial gain comes at a cost to commuters, who will face an increase in toll charges due to regulatory provisions governing elevated road structures.
The 400-metre-long viaduct, being built to replace a damaged section of the NH at Kooriyad, is not funded by the NHAI but rather by the contracting company responsible for the original construction. While this ensures timely restoration without budgetary strain on the exchequer, it also opens the door for increased toll collection. This is due to a clause in the toll policy that allows higher user charges for stretches containing viaducts, flyovers, or tunnels. Under current toll regulations, the inclusion of an elevated structure—irrespective of its length—automatically increases the notional road distance used to calculate toll rates. For instance, a viaduct as short as one kilometre can increase the charged distance for a 60-km toll plaza to 69 km. In Kooriyad’s case, although the viaduct is only 400 metres long, it will lead to users being charged for an additional four kilometres of road.
While the NHAI will not bear the cost of construction, it will directly receive the increased toll revenue. Moreover, it is reportedly set to receive an additional ₹12 crore from the contractor as a penalty payment for the damage and delay—another financial gain that does not translate into any relief for road users. The toll increment poses questions about equity and transparency in infrastructure financing. Commuters, already burdened by rising fuel costs and daily expenses, are likely to feel the pinch of higher tolls, especially when infrastructure upgrades do not necessarily correlate with enhanced commuter experience. There is growing concern that the financial model disproportionately benefits the authority while undercutting the principle of fair pricing for public infrastructure usage.
From a policy perspective, the situation highlights a systemic issue in how public infrastructure is monetised in India. While the user-pay principle is globally accepted, the automatic escalation in toll based on technical classifications like viaducts—without public consultation or clear service-level guarantees—raises ethical questions. It also exposes the gap in sustainable and inclusive urban planning, particularly when commuters are not factored into the cost-benefit matrix. As cities and regions like Malappuram aspire toward more equitable and climate-resilient infrastructure systems, such cases call for urgent reform in toll assessment frameworks.
Toll charges must be aligned with tangible benefits for the public, including reduced travel time, safety, and comfort—especially in lower-income geographies. With monsoon season nearing, the reconstruction effort at Kooriyad is necessary and must be completed swiftly to ensure uninterrupted connectivity. However, the state and national agencies involved would do well to reassess policies that inadvertently pass costs onto the public while insulating institutional stakeholders from financial responsibility.
Also Read :Belagavi Road Network to See Major Expansion
