“A COMPARITIVE STUDY ON TOLL TAX AND ITS ADABILITY

AMONG USERS

PROJECT REPORT

Submitted by: PREETI KALIA

MBA 5.4 (5369)

Submitted to: DR. RAJKUMAR

INSTITUTE OF MANAGEMENT STUDIES AND RESEARCH

MDU ROHTAK

Session: 2009-10

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 EXECUTIVE SUMMARY

India is a developing economy and toll tax and its adaptability is a very important for
all people in the whole nation .

This project will make clear the adaptation of toll tax by the people .
Market Research is based on some underlying parameters like:

 Changing behavior of people

 To find out the people who is willing to pay the tax
 Infrastructure development

This study is start with to determine overall toll tax payer and the development of
infrastructure and ends up with the conclusion that how many people are willing to pay the
toll tax.

The main purpose of a toll system is to create a roadway that offers some level of
convenience over other roads in the area. This may mean that they are simply maintained
better than others, which is usually the case anyway. Still, in most cases, it means these roads
are limited access highways that often can provide commuters with a much faster way of
getting from one point to another, especially during times when there is more traffic on the
roadways.

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 TABLE OF CONTENTS

SERIAL NO. TITLE PAGE NO.

1 INTRODUCTION 4
(a) India infrastructure 5
(b) Concept of ppp’s 11
(c) Requirement 14
(d) List of toll roads 17

2 RESEARCH METHODOLOGY
o Purpose of the study 21
o Objectives of the study 21
o Scope of the study 21
o Research Design 21
o Sampling Technique used 21
o Selection of Sample Size 21
o Sources of Data collection 21

o Statistical Tools Used 22

4 DATA ANALYSIS AND FINDINGS SUGGESTIONS 23

5 LIMITATION OF THE STUDY 36
6 CONCLUSION 38
7 ANNEXUR
(a)Questionnaire 41

8 BIBLIOGRAPHY

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4
INTRODUCTION

WHAT IS TOLL SYSTEM?

A toll system is a system of roadways, or at least a single roadway, where the privilege to use
it is based on a user fee. While some become upset with the idea of toll roads, many others
see them as a viable funding option for a general road system that, in many other cases, has
deteriorated to the point of being inconvenient. A toll system may not only be a road, but
can also be a bridge or tunnel for which users pay a fee, or toll, in order to pass.

The toll system in the United States is mainly relegated to the eastern portion of the country.
The most well known of these toll roads include the Pennsylvania Turnpike, the Florida
Turnpike, and the New Jersey Turnpike. The reason for these roads being part of a toll
system has mainly to do with the expansion of the United States, and the heavier population
centers being in the East. As more federal funding became available for roadways in the
middle part of the 20th Century, the need for toll systems waned. Thus, the West did not see
as many toll roads as a consequence.

The main purpose of a toll system is to create a roadway that offers some level of
convenience over other roads in the area. This may mean that they are simply maintained
better than others, which is usually the case anyway. Still, in most cases, it means these
roads are limited access highways that often can provide commuters with a much faster
way of getting from one point to another, especially during times when there is more traffic
on the roadways.

The latest incarnation of the toll system is a hybrid system. In this situation, the same road
may be used both by those who want to use the general access portion of the roadway and
those who want to access a toll lane on the same roadway. This could help facilitate traffic
movement, with those utilizing the toll road often being able to move forward with less
traffic, and thus reach their destinations in a more time efficient way.

One of the main criticisms of toll systems is that they make taxpayers pay for a road they
have already paid for through other taxes. Thus, the toll system makes the taxpayer pay
twice for the same road system. Some may feel like a toll road is nothing more than a greedy
government trying to take advantage of them.

Proponents of the system suggest that it is a fair way to conduct business, because those who
use it, and contribute to the road's deterioration, help pay for its maintenance. Further, all
toll money collected is used for the road system, which can be important in cases where

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leaders are tempted to raid road-use tax funds for purposes other than road construction
and maintenance. Thus, the source of money from toll collections is a dependable income.

OBJECTIVES

 TO DEVELOP THE INFRASTRUCTURE OF INDIA

 TO PROVIDE THE PROPER KNOWLEDGE OF TOLL SYSTEM
 TO ANALYSE THE INCOME EARN BY THE TOLL SYSTEM IN A YEAR
 TO ACHIVE THE DEVELOPMENT OF THE NATION

India - Infrastructure Introduction

INDIA INFRASTUCTURE –INTRODUCTION

India initiated an ambitious reform programme, involving a shift from a controlled to an

open market economy showing signs of overheating because of basic infrastructure
constraints, both physical and human. So far, the bulk of infrastructure was in the public
sector. Public sector in India operating in a protected set up has been largely subsidised
by the Government. Since the launching of reform, Government 

is  trying to reduce its borrowing which means that further subsidization will not be
possible. There is one area where there is a need for private sector and foreign
investment to come in. Because of the long gestation period, and many social
implications, the infrastructure sector compares unfavorably with manufacturing and
many other sectors. For this, specific policies in this area are need to make infrastructure
attractive. Clearly, there is a wide gap between the potential demand for infrastructure
for high growth and the available supply. This is the challenge placed before the
economy, i.e. before the public and private sector and foreign investors. This can also be
seen as an opportunity for a widening market and enhanced production. The best
barometer of country’s economic standing is measured by its GDP. India, the second most
populated country of more than 1100 million has emerged as one of the fastest growing
economies. It is a republic with a federal structure and well-developed independent
judiciary with political consensus in reforms and stable democratic environment .In
2008-09 India’s economy-GDP grew by 6.5% due to global recession. In the previous four
years,economy grew at 9%.The Indian economy is expected sustain a growth rate of 8%
for the next three years upto 2012. With the expected average annual compounded
growth rate of 8.5%, India's GDP is expected to be USD 1.4 trillion by 2017 and USD 2.8
trillion by 2027. Service sector contribute to 50% of India‘s GDP and the Industry and
agriculture sector 25% each.

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INFRASTUCTURE INCLUDE

 PROFILE OF INDIA’S PHYSICAL INFRASTRUCTURE

Performance of physical infrastructure in Indian economy in last one and half decades has
been mixed and uneven. Table 1 provides the latest achievement of India’s physical
infrastructure sector. Over years, India’s soft infrastructure grew much faster than the hard
infrastructure. For example, India’s rising trade has been reflected in growing container
port traffic, which increased from less than a million in 1991 to about 5 million in 2005 with
an annual growth rate of about 266 percent since 1991. In contrast, hardware components,
like railways, roadways and airways, witnessed little expansion in last one and half decades.
In general, performances of these sectors (hardware) are nevertheless poor, when counted
their densities in terms of country’s surface area or population. Densities in terms of access
or spread of rail and road length clearly indicate that road sector has been successful,
compared to railways, in spreading the network as 107 well as providing an access in the
economy.

Table 1: Overview of Physical Infrastructure

Particulars 1991 2000 2005 AAGR (%)

(1991-2005)

Particulars 1991 2000 2005 AAGR (%)

1991-2005

Railways 62.46 62.76 63.47 0.13

length (1000
km)

Road length 2.35 3.32 3.85 5.32

(million km)

Fixed line and 493.10 547.65 773.22 4.73

mobile phone
subscribers
(per 1,000
people)

Air freight 10.72 17.30 27.53 13.07

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 (million tons

Air passengers 0.12 0.20 0.33 14.89

carried
(million)

Air transport, 0.15 2.45 4.94 266.01

registered
carrier
departures
worldwide
(million)

Container 0.15 2.45 4.94 266.01

port traffic
(million TEUs)

Electric power
consumption
(kWh per capita) 295.02 402.02 457.32 4.58

Note: AAGR – Annual Average Growth Rate (%) for the period 1991 to 2005.

 Roads

The most distinct part of India’s physical infrastructure development in recent years is the
development of road network across the country; per sq. km. of surface area in India is now
endowed with one km of roadways. India has one of the largest road networks in the world,
aggregating to 3.34 million km. The country’s road network consists of Expressways,
National Highways, State Highways, Major District Roads, Other District Roads and Village
Roads. The road network, as on December 2007, comprises 66,590

km of National Highways, 128,000 km of State Highways, 470,000 km of Major District

Roads and about 2.65 million km of other District and Rural Roads. National Highways
comprise only about 2 percent of the total length of roads and carry about 40 percent of the
total traffic across the length and breadth of the country. Out of the total length of National

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Highways, 32 percent is single lane/intermediate lane, 56 percent is 2-lane standard and
the balance of 12 percent is 4-lane standard or more.

 Ports

Ports have been playing a crucial role in facilitating India’s international trade and also in
generating economic activity in their surroundings and hinterland. India’s coastline of

7,517 km. is added with 12 major ports and 187 non-major ports. Of the non-major ports,
around 60 are handling traffic. The total traffic carried by both the major and minor ports
during 2005-06 was estimated at around 570 million tonnes. The 12 major ports carry
about 3/4th of the total traffic, whereas Vishakhapatnam (on the eastern coast) is the
largest port in India. Despite having adequate capacity and modern handling facilities,
average turnaround time is 3.5 days as compared with 10 hours in Hong Kong, which
undermines the competitiveness of Indian ports. Congestion is due primarily to

the slow evacuation of cargo rather than a lack of handling capacity, since ports are not
adequately linked to the hinterland. To this end, all port trusts have set up groups with

representatives from NHAI, the Railways, and State governments to prepare comprehensive
plans aimed at improving road-rail connectivity of ports. An efficient multimodal system,
which uses the most efficient mode of transport from origin to destination, is a prerequisite
for the smooth functioning of any port. It involves coordinating rail and road networks to
ensure good connectivity between port and hinterland.

 Airports

•High growth in traffic: about 20% per annum

•Likely investments by 2012: $ 8 bn

–PPP in Bangalore, Hyderabad, Delhi & Mumbai in progress

–10 Greenfield airports & 35 other airports to be developed

•Model Concession Agreement finalised

•Transparent tariff setting: Airport Economic Regulatory Authority being set up

•AAI to be restructured

 Railways

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Indian Railways, world’s second largest rail network under a single management, has been
contributing to the development of the country’s industrial and economic landscape for over
150 years. Of the two main segments of the Indian Railways, freight and passenger, the
freight segment accounts for roughly two-thirds of revenues. Within the freight segment,
bulk traffic accounts for nearly 95 percent, of which more than 44 percent is coal. Improved
resource management, inter alia, through increased wagon load, faster turnaround time
and a more rational pricing policy has led to an improvement in the performance of the
railways during the last two years. Rationalization of classification is aimed at securing
eventual elimination of cross-subsidies in fares and freight, and evolving a more transparent
and cost-based tariff regime. This process necessarily requires increase in freight rates for
commodities being transported below cost and lowering the freight charges for
commodities being 118 moved at abnormally high rates. In the freight segment, the number
of commodities in goods tariff has been reduced from 4,000 commodities to 80 main
commodity groups in 2005-06, and further to 27 groups in 2006-07. The total number of
classes for chargingfreight has been reduced from 59 to 17.

 Infrastructure sector targets for Eleventh five year plan ending 2012

 Electricity: Additional power generation capacity of about 90,000 MW , reaching

electricity to all un-electrified hamlets and providing access to all rural households through

Rajiv Gandhi Grameen VidyutikaranYojn(RGGVY)

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  National Highways:   Six-laning 6,500 km of Golden Quadrilateral and selected

National Highways, Four-laning 6,736 km on North-South and East-West Corridors, Four-

laning 12,109 km of National Highways, Widening 20,000 km of National Highways to two

lanes, Developing 1000 km of Expressways, Constructing 8,737 km of roads, including  3,846

km of National Highways, in the northeast…………………………………………………………

 Rural Roads:

Constructing 1, 65,244 km of new rural roads, and renewing and upgrading existing 1,

92,464 km covering 78,304ruralhabitations.

 Railways: Constructing Dedicated Freight Corridors between Mumbai-Delhi and

Ludhiana-Kolkatta, 10,300 km of new railway lines; gauge conversion of over 10,000 km

and doubling, Modernization and redevelopment of 21 railway stations, Introduction of

private entities in container trains for rapid addition of rolling stock and capacity, Metro

rails and world classstations.

 Ports: Capacity addition of 485 million MT in Major Ports, 345 million MT in Minor Ports,
construction of jetties and berths, Port connectivity ,channels deepening and port

equipments.

Airports :   Modernization and redevelopment of 4 metro and 35 non-metro airports,

Constructing 7 Greenfield airports, Constructing 3 airports in North East, Upgrading

CNS/ATM facilities ,Establishing training facilities and MRO

Telecom and IT : Achieving a telecom subscriber base of 600 million, with 200 million rural

telephone connections, Achieving a broadband coverage of 20million and 40 million

internet connections

Irrigation:  Developing 16 million hectares through major, medium and minor irrigation

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works

Urban Infrastructure: Urban renewal projects for selected cities; one million plus cities,

state capitals and places of historical, religious or tourist importance under Jawaharlal

Nehru National Urban Renewal Mission (JNNURM).

Rural infrastructure :As per Bharat Nirman  action proposed in rural infrastructure for

irrigation, roads, housing, water supply, electrification and telecommunication connectivity

Construction and Real Estate infrastructure :Development of residential and retail real

estate ,Green buildings ,construction of SEZs, Infrastructure projects, Infrastruture facilities

for Common wealth games 2010

Mining Infrastructure :Mineral exploration,Mineral extraction,processing ,technology and

equipments .

Investments in infrastructure sectors to create demand:

The estimated infrastructure investments in India over USD475 will create demand for

Power equipment , Construction equipment ,Material Handling equipment ,Electronic and

IT systems ,Environment technologies ,Transport equipment , EPC contracts, Infrastructure

companies in India ,Financial services ,Real estate ,Education and training ,Design and

Planning services , Infrastructure consultants , Advisory and professional services   and

provide opportunities for investors, contractors, o&m contractors, developers of

infrastructure projects ,foreign players.

CONCEPT OF PUBLIC PRIVATE PARTNERSHIP

The Public-Private Partnership in Infrastructure (PPPI) program's objective is to provide

capacity building to help client governments create the proper environment to develop
successful and sustainable PPPs, as well as to provide technical assistance to client countries
in issues related to PPP program design, development, and implementation

Thus, there are several different forms of PPPs. Services can be contracted out on a
temporary basis to the private sector. The government can also pay an outside agency to

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manage a specific function. Government facilities can be rented out or leased to private
entities. And government assets like public health facilities can even be sold to private
groups. Finally, subsidies meant for the poor can be routed through private entities. And
experiments also include levy of user fees and insurance schemes. There can be no universal
template. But all these examples demonstrate that there are alternatives to the simplistic
notion of increasing public expenditure and channeling it exclusively through public
delivery.

 WHAT IS THE MAIN REQUIREMENT FOR THE DEVELOPMENTS OF

INFRESTUCTURE

It means for the development for the ppp’s we need some money and other things so what
are the those things which helps in this case…………

SO THE MOST IMPROTANT THING IS :--- FINANCE

The requirement of capital for setting up infrastructure, a vital need for economic growth,
has compelled the governments in the developing countries to open up their markets to
global capital. However, the command economy structures, centralized planning,
government control and bureaucratic systems that continue to be practiced in these
countries are coming in the way of private investments

In these markets, traditionally, the government is expected to set up infrastructure facilities

for public. Large government owned companies and monopsonic utilities have been
discharging this responsibility. Though in this environment, the governments, to some
extent, were able to bring about capacity addition in the infrastructure facilities, due to the
lack of market drivers, neither could existing investments be serviced nor the incremental
capacities be set up. This led to poor return on investments and poor service to the
consumer.

The process of privatisation in India is driven by the need of meeting the increasing demand
and of mobilizing additional capital to set up the infrastructure for meeting this demand.

This environment has been found lacking in attributes that are fundamental to market
economy, i.e., open access, fair play and competition. Attributes that are essential for
protecting the interests of the consumers. Attempts to create an environment suitable for
private investments have triggered the process of reform, restructuring and deregulation or
independent regulation.

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There are issues related to tariff fixation or toll charges; level playing field for both private
and government entities and access to the market. In cases, where the government itself is a
player e.g., power, roadways or telecom- it cannot set the rules or function as a neutral
referee, from the consumers viewpoint and the viewpoint of the other private players.

There are two kinds of changes that were desirable. First, the changes related to
deregulation- the movement towards market place. A movement, away from government
controls and towards a greater reliance on market to deliver. It has become synonymous
with privatization, competition and restructuring. It includes deregulation of government
controlled sectors, private sector participation, divestment of and independence to
government controlled companies and restructuring, unbundling and corporatization of the
utilities.

The second change is related to disciplining of the market place, rules and regulations to
protect the interests of the consumers and maintaining a level playing field.

 Project Finance

The term "project finance" is generally used to refer to a nonrecourse or limited recourse
financing structure in which debt, equity, and credit enhancement are combined for the
construction and operation, or the refinancing, of a particular facility in a capital-intensive
industry, in which lenders base credit appraisals on the projected revenues from the
operation of the facility, rather than the general assets or the credit of the sponsor of the
facility, and rely on the assets of the facility, including any revenue-producing contracts and
other cash flow generated by the facility, as collateral for the debt.

In project financing, therefore, the debt terms are not based on the sponsor's credit support
or on the value of the physical assets of the project. Rather, project performance, both
technical and economic, is the nucleus of project finance.

The term project finance is often misused, owing to a general misunderstanding of the term.
In some circles, it refers to raising funds to pay the costs of a project- any project. In others,
the term is used to describe a hopeless financial situation remediable only with extreme
financing options. The emerging meaning for the term is the definition above.

It is important to understand that the term project finance does not necessarily imply that
the underlying debt is nonrecourse to the project sponsor. As the definition indicates, project
finance debt can be nonrecourse or limited recourse. Project finance transactions can be
placed on a continuum, with recourse to project sponsors ranging from nonrecourse to
almost complete recourse. Complete recourse is a different financing technique, usually
called direct lending.

 Regulating the market place

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Developments in the CIS countries over the last few years show that merely opting for
market economy in absence of mechanisms to discipline the market can lead to chaos,
placing the consumer at great disadvantage. While the market economy is believed to be
successful in mature markets in the developed countries, its application to developing
countries and emerging markets is being questioned largely due to the vulnerability of the
consumer. This issue can only be addressed by independent regulation, which must
accompany privatization and deregulation.

In India, in the wake of liberalisation in 1991, the initial response from private sector was
overwhelming. Subsequently as the developers faced difficulties in securing finance, the
progress slowed down. The government's policy towards private sector participation in its
infrastructure development was seen as fundamentally flawed. In power sector the
government opened up generation while it has been argued that the privatisation should
have started with distribution. The telecom sector has had its share of controversies. Mid-
course correction in the policies became a routine exercise rather than an exception.
Therefore, in the power sector we had the Electricity Regulatory Bill in 1998 & then
Electricty Act 2003, attempts to set up the Insurance Regulatory Authority earlier could not
fructify and modification in the TRAI Act is called for to make the agency more effective.

It is, therefore, obvious that the regulatory issues have come to the fore at a later stage of
privatisation. Over the last few years several regulatory agencies have come up. The Central
Electricity Regulatory Commission (CERC), the State Electricity Regulatory Commissions
(SERCs), Telecom Regulatory Authority of India (TRAI) and the Insurance Regulatory
Authority of India (IRAI) are some of the examples. The agencies like the Central Electricity
Authority (CEA), the Tariff Authority for Major Ports (TAMP), the National Highway
Authority of India (NHAI), the Inland Waterways Authority of India (IWAI) and the Airport
Authority of India (AAI) have also been discharging some of the regulatory functions along
with their normal functions of advising the concerned ministries on policy making.

Financial Support to PPPs

 Scheme for Financial Support:Leverage scarce budgetary resources for addressing

critical gaps in private sector financing.

 Viability Gap Funding upto20% of capital costs, another 20% by sponsoring

Ministries/State.

 Roads, ports, airports, railways, tourism infrastructure and urban transport.

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  Indian InfrastructureFinance Co. Ltd.:SPV to provide long term debt to viable
infrastructure projects.

 Direct lending to PPP and public sector projects.

 Refinance for private projects.

 World Bank Support

World Bank support will help increase the availability of long-term financing for infrastructure
PPP projects in India and will help the IIFCL to stimulate the development of a long-term local
currency debt financing market for infrastructure in India. IIFCL’s institutional capacity will
also be strengthened. This will help strengthen the way infrastructure is built in India and
enable the country to meet the best global standards.

Need, Role and Benefits of Toll Management Systems in the Modern World

Toll management systems play an important role in the growth of infrastructure all over the
world. It is a kind of the money that a commuter has to pay to the road authorities while
passing from one city to another. This in turn is a kind of tax that is used in the construction of
roads, flyovers, and expressways.

Need of Toll Management System

The development of a country depends on the growth of its economy and infrastructure. In
order to improve the condition of roads and flyovers, the toll systems are widely in use all over
the world. The tax collected from commuters are invested in new roads and bridges that in
turn help the commuters in safe and better transportation. There are various plazas operating
in the different parts of the world that aim at improving the transportation industry of the
country.

Role of Toll Plaza Management

The services and operations offered by toll system work collectively to regulate an updated
system. These include Electronic Toll Collection System , Electronic Surveillance, and Parking
Management Software. The role of these services includes-

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Electronic Toll Collection System: Also known as ETC, it works with the objective of eliminating
any traffic or delay on roads. This system refers to the electronic collection of toll from the
commuters rather than doing it manually. This helps in saving the time of the commuters and
therefore manages traffic.

Toll Plaza Software: The toll plaza software has totally changed the toll management in any
country. This system uses languages such as Visual Basic.Net, Oracle. Or C++ with SQL Server
2000 and provides cutting edge technology.

Electronic Surveillance: This type of surveillance is a secure way of ensuring the smooth
functioning of a plaza. The various equipment used in electronic surveillance help in providing
safety to the commuters on road. The commonly used equipment includes CCTV, video doors,
access control, and protection systems.

Benefits of Toll Management System

The ever-growing toll management system has served the commuters in every possible
manner. Some of the benefits offered by this system in today's modern world include-

Growth and Development: The foremost benefit of toll system has resulted in the growth and
development of a country. Today, one of the chief features of a developed country is its
developed infrastructure.

Easy to Commute: With the construction and improvement of many roads, flyover, and
bridges, the commuting has become easy. The improved and smooth roads and bridges have
made commuting an easy job.

Traffic Control and Security: With the introduction of new equipments and techniques in a toll
system, there is a constant control on the traffic running on roads and highways. Moreover,
now commuters also feel secure while driving on road.

This system is a great success due to its systematic way of working. The expertise of various
toll software and operations should be cost-effective to make functional toll facility a
resounding success, wherever installed.

LIST OF TOLL ROADS IN INDIA

 ANDHRA PRADESH
Hyderabad Outer Ring Road Expressway (Under Construction)

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 TAMIL NADU

 ExpresEast Coast Road from Chennai till Pondicherry

 NH47 Salem - Erode - Coimbatore Expressway/ Industrial Corridor
 NH7 Hosur to Krishnagiri
 NH4 Krishnagiri to Chennai
 NH45 Chennai to Villupuram
 NH7 Krishnagiri to Salem
 NH45B Madurai to Tuticorin (Nearing completion)
 NH45 Dindigul to Trichy (Nearing completion)
 NH45 Villupuram to Trichy (Nearing completion)
 NH7 Salem to Madurai (Nearing completion)
 NH7A Tirunelveli to Tuticorin
 Chennai to Ennores Way (Inner Ring Road & Manali Oil Refinery Rd.)
 NH45B Madurai to Trichy

 MAHARASHTRA

 Mumbai-Pune Expressway
 NH4 Pune to Karnataka Border
 Bandra-Worli Sea Link

 DELHI

 DND Flyway
 Delhi-Gurgaon Expressway
 Noida-Greater Noida Expressway
 Taj Expressway

 UTTAR PRADESH

 Taj Expressway Noida-Agra (Under Construction)

 KARNATAKA

 NH 4 from Nelamangala till Maharashtra border

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19
 RESEARCH
METHODOLOGY

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 PURPOSE OF THE STUDY

The main purpose of this research is to analyze the toll tax payer in india.

OBJECTIVE OF THE STUDY

1.to analyze the adaptability

2.to study the factors affecting its adaptability.

3.to analyze the negative and positive aspects of toll tax adaptability

SCOPE OF THE STUDY

The proposed study is confined to the persons who travel daily and who has the
transport business.with preference to this project the surveyed is made in the
rohtak people going to Punjab,haridwar,vrindavan,j&k and many other.

RESEARCH DESIGN
A research design is a framework or blueprint for conducting the research project.
It specifies the details of the procedures necessary for obtaining the information
needed to structure and/or solve research problem.

On the basis of fundamental objectives of the research we can classify research

design into two general types:

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 1) EXPLORATORY RESEARCH
2) CONCLUSIVE RESEARCH

Exploratory research is one type of research design, which has its primary
objective the provision of insights into, and comprehension of, the problem
situation confronting the researcher.

Conclusive research is designed to assist the decision maker in determining

evaluating and selecting the best course of action to take in a given situation.

Conclusive research can be further divided into two types:-

 Descriptive
 Experimental

SAMPLING TECHNIQUE USED

The people of rohtak who are mainly travelling to some cities are taken up as the
universe for the research will be conducted.

SELECTION OF SAMPLE SIZE

For the study, a sample size of 50 has been taken into consideration.

SOURCES OF DATA COLLECTION

Research will be based on two sources:

1. Primary data

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2. Secondary data

1) PRIMARY DATA:

Questionnaire: Primary data was collected by preparing questionnaire and the

people were randomly being requested to fill them.

2) SECONDARY DATA:

Secondary data will consist of different literatures like books which are published, articles,
internet and websites.

In order to reach relevant conclusion, research work needed to be designed in a proper

way.

STATISTICAL TOOLS USED

The main statistical tools used for the collection and analyses of data in this project
are:

 Questionnaire
 Pie Charts
 Bar Diagrams

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DATA ANALYSIS
& FINDINGS

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 DATA ANALYSIS
Q:1 DO YOU LIKE TO PAY TOLL TAX ?

YES NO

40% 60%

40% YES
NO
60%

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Q:2 ARE YOU STISFIED WITH THE CURRENT TOLL TAX ?

YES NO CAN’T SAY

60% 30% 10%

10%

30% yes
60% no
can't
say

ANALYSIS:

a) 60% are satisfied with the tax rate

b) 30% are not satisfied
c) 10% Can’t say about the system

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Q:3 DO YOU THINK THAT MONEY COLLECTED BY TOLL TAX IS PROPERLY UTILIZED BY
GOVERNMENT?

YES NO CAN’T SAY

10% 60% 30%

60%
60%
50%
40% 30%
30%
20% 10%
10%
0%
yes No can

ANALYSIS:

a) 10% are satisfied .

b) 60% are not satisfied.
c) 30% Can’t say about the system.

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Q:4 DO YOU THINK THAT RATE OF TOLL TAXARE HIGHER IN INDIA THAN OTHER COUNTRIES ?

YES NO CAN’T SAY

0% 50% 50%

60%
50% 50%
50%
40%
30%
20%
10%
0%
0%
yes No Can't say

ANALYSIS:

a) 0% are people are agree

b) 50% are not agree.
c) 50% Can’t say about the same.

28
Q:5 SHOULD THE TOLL TAX IS COLLECTED BY THE PRIVATE COMPANIES OR THE GOVERNMENT
?

GOVERNMENT PRIVATE

90% 10%

10%

govt
.

90%

ANALYSIS:

a) Only 10% people think that there should be a private

control.
b) 90% people are strongly agree with the government
control

29
30
Q: 6 DO YOU THINK THAT BY COLLECTING THESE TOLL TAX THE INDIA MAY BECOME
DEVELOPED COUNTRY ?

YES NO CAN’T SAY

30% 30% 40%

yes no
30% can't say
40%

30%

ANALYSIS:

d) 30% are people are agree

e) 30% are not agree.
f) 40% Can’t say about the same.

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Q:7 SHOULD THE DISTANCE BETWEEN TWO TOLL TAX BRIDGE BE INCREASED ?

YES NO CAN’T SAY

30% 20% 50%

18%

16%

14%

12%

10%

8%

6%

4%

2%

0%
yes no can't say

ANALYSIS:

a) 30% are people are agree

b) 20% are not agree.
c) 50% Can’t say about the same.

32
Q:8 DO YOU THINK THAT THERE IS A LOTS OF WASTAGE OF TIME AT TOLL TAX BRIDGE ?

YES NO CAN’T SAY

20% 60% 20%

20% 20%
Yes

No
60%
can't
say

ANALYSIS:

a) 20% people are agree .

b) 60% are not agree.
c) 20% Can’t say about .

33
Q:9 IS THE BEHAVIOUR OF THE TOLL TAX OFFICER IS NICE WHILE DEALING WITH
CUSTOMERS ?

YES NO CAN’T SAY

60% 10% 30%

70%
60%
50%
40%
60%

30%
20%
30%

10%
10%

0%
yes no can't say

ANALYSIS:

a) 60% are people are agree .

b) 10% are not agree.
c) 30% Can’t say the about the same.

34
Q:10 CAN YOU SEE THE ANY OPSITIVE DIFFERENCE IN INFRASTUCTURE BECAUSE OF
TOLL TAX ?

YES NO CAN’T SAY

80% 0% 20%

90%
80%
70%
60%
50%
80%

40%
30%
20%
20%

10%
0%

0%
yes no can't say

ANALYSIS:

a) 80% are people are agree .

b) 0% are not agree.
c) 20% Can’t say the about the same.

35
Q: 11 IS THERE SHOULD BE A MORE FINANCIAL INSTITUTIONS FOR THE
DEVELOPMENT OF TOLL TAX ?

YES NO CAN’T SAY

50% 20% 30%

yes
30%
no
50% can't say

20%

ANALYSIS:

a) 50% are people are agree .

b) 2O% are not agree.
c) 30% Can’t say the about the same.

36
Q: 12 SHOULD THERE IS SOME CHANG IN THE RULES AND LAWS OF THE TOLL TAX
SERVICES ?

YES NO CAN’T SAY

50% 30% 20%

yes
20%
no
can'
50% t say

30%

ANALYSIS:

a) 50% are people are agree .

b) 3O% are not agree.
c) 20% Can’t say the about the same.

37
LIMITATIONS OF
THE STUDY

LIMITATIONS

38
 Chances of biasness on the part of the respondents in filling
questionnaires.

 Lack of interest while giving feedbacks by youth.

 The result may not be universally applicable.

 The study is time consuming.

39
CONCLUSION

40
 CONCLUSION
Following are the concluding points taken into consideration after the conduct of
the research study:

 IN THIS RESEARCH WE ARE FINDING THAT MORE PEOPLE ARE NOT

INTERSTED TO PAY THE TAX.ONLY 40% ARE WILLING TO PAY THE
TAX AND REST OF THE PEOPLE IS NOT.

 AND ONE MORE POINT IS THAT MANY OF THE PEOPLE ARE SATISFIED
WITH THE CURRENT RATE OF TOLL TAX

 BY DOING THIS RESEARCH I FIND THAT PEOPLE THINK THAT

GOVERNMENT OF INDIA CANNOT USE THE COLLECTED MONEY IN A
RIGHT WAY.

 A VERY FEW PEOPLE THINK THAT THERE IS A WASTAGE OF TIME AT

TOLL TAX BREDGE

41
ANNEXURE

42
QUESTIONNAIRE
NOTE : There Are Some Questions About The Toll Tax In India And
You Have To Tell The Your Views About The Toll System In India.

No. Of Questions :-12

Date…………………

_____________________________________________________________________
________________

Personal Specifications

NAME_____________

SEX _____________ADDRESS __________

INCOME SCALE________________

_____________________________________________________________________
________________

Q:1 Do You Like To Pay Toll Tax ?

Yes No Can’t say

Q:2 Are You SATIsfied With The Current Toll Tax Rate ?

Yes No Can’t say

Q:3 Do You Think That Money Collected By Toll Tax Is Properly

Utilized By Government ?

Yes No Can’t say

Q:4 Do You Think That Rates Of Toll Tax Are Higher In India
Than Other Countreis ?

43
Yes No Can’t say

Q:5 Should The Toll Tax Should Be Controlled By Private

Companies or the government ?

Government Private Companies

Q:6 Do You Think That by Collecting These Toll Tax The India
May Become a Developed countries ?

Yes No Can’t say

Q:7 Should The Distance Between Two Toll Tax Bridge Be

Increased ?

Yes No Can’t say

Q:8 Do You Think That There Is A Lots Of Wastage Of Time

At Toll Tax Bridge ?

Yes No Can’t say

Q:9 Is The Behavior Of The Toll Tax Officer In Nice While

Dealing With Customers ?

Yes No Can’t say

Q:10 Can You See The Any Positive Difference In Infrastructure

Because Of Toll Tax ?

Yes No Can’t say

Q:11 Is There Should Be A More Financial Institutions For The

Development In Toll Tax ?

Yes No Can’t say

Q:12 Should There Is Some Change In The Rules And Laws Of

The Toll Tax Services ?

Yes No Can’t say

44
COMMENTS:
…………………………………………………………………………………………
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…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………..

YOUR SIGNATURE

_______________

45
 BIBLIOGR
APHY

46
BIBLIOGRAPHY

http://en.wikipedia.org/wiki/Beverage

http://www.google.co.in/search?
hl=en&q=privatization+research+methdology&meta=&aq=f&aqi=&aql=&oq=&gs_rfa
i=

www.livemint.com/2007/.../Automated-toll-tax-system-for.html

http://www.highbeam.com/doc/1G1-168342331.html

http://www.tradeindia.com/manufacturers/indianmanufacturers/toll-collection-
system.html 

http://www.sourcecodeonline.com/list?q=toll_tax_management_system

http://images.google.co.in

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