Malwa Bus Service (P) Ltd. Vs. State of
Punjab & Ors [1983] INSC 53 (28 April 1983)
VENKATARAMIAH, E.S. (J) VENKATARAMIAH, E.S.
(J) SEN, A.P. (J)
CITATION: 1983 SCR (2)1009 1983 SCC (3) 237
1983 SCALE (1)534
ACT:
Motor vehicles Act-Punjab Motor Vehicles
Taxation Act, 1924 (as amended by the Amendment of 1981).
Section 3 and 3A-Maximum limit of tax payable
on certain types of motor vehicles raised from time to time- Amendment Act of
1981 raised the maximum limit to Rs. 35,000 in respect of stage carrioges-Tax-Whether
expro-priatory- Whether imposes an unreasonable restriction on freedom of
trade, commerce and intercourse within the State.
HEADNOTE:
By a notification issued under section 3A of
the Punjab Motor Vehicles and Taxation (Amendment) Act, 1981 the State
Government Imposed on every stage carriage plying for hire and use for the
transport of passengers a sum of Rs. 500 per seat subject to a maximum of Rs.
35,000 irrespective of the distance over which it operated daily.
The petitioners, in their petitions under
Article 32 of the Constitution, contended that the tax was expropriatory and
not compensatory in character and was being collected by the State Government
for augmenting its general revenues which is forbidden by the Constitution, and
that the levy was an unreasonable restriction on the freedom of trade, commerce
and intercourse within the State.
Dismissing the petitions,
HELD: The impugned tax is compensatory in
nature and does not contravene Articles 301 and 304(b) of the Constitution.
[1023 H] The mandate of Part XIII of the Constitution is not that trade,
commerce and intercourse should be absolutely free, i.e., subject to no law and
no taxes at all. Trade, commerce and intercourse should pay their way, that is,
the price for the facilities provided by the State in the form of roads,
bridges and many other facilities. Therefore, there is nothing inconsistent
with the conception of freedom of trade and commerce if in truth what is
collected by way of tax is a pecuniary charge which is compensatory in
character. What is essential is that the burden should not disproportionately
exceed the cost of facilities provided by the State. It is not unreasonable to
ask the owners of the motor vehicles to contribute towards the cost of
maintenance of roads as they happen to belong to a class having a special and
direct benefit of the facilities provided.
Courts 1010 have the power to decide whether
what is recovered by way of tax is in truth and substance either a contribution
towards the construction and maintenance of roads and bridges and other
facilities necessary for smooth transport service or an exaction in excess of
what is needed for this purpose.
They cannot, however, insist upon an exact
correlation between the tax recovered and the cost so incurred because such
exact correlation is in the very nature of things impossible to attain. In the
case of fee if at least a good and substantial portion (two-thirds or
three-fourths) collected is shown with reasonable certainly to have been spent
for rendering services to those from whom fees were collected, the Courts have
upheld the levy. In law there cannot be much difference between this principle
applicable to fees and the principle that ought to govern the levy of motor
vehicles tax which is claimed to be of a Compensatory character. [1020H, 1021
A-H, 1023 F-G] Kewal Krishan Puri & Anr. v. State of Punjab &. Ors.,
[1979] 3 S.C.R 1217; referred to.
The petitioners have not placed before the
Court sufficient material to hold that the ievy suffered from the vice of
discrimination. It is well settled that a legislature, in order to tax some
need not tax all. It can adopt a reasonable qualification of persons and things
in imposing tax liabilities. Unless a fiscal law is manifestly discriminatory
the Court should refrain from striking it down on the ground of discrimination.
[1025 B, 1024 E-F] In the instant case stage carriages which travel on an
average about 260 Km every day with an almost assured quantum of traffic,
belong to a class distinct and separate from public carriers which carry goods
on undefined routes.
The amount of wear and tear caused to the
roads by any class of motor vehicles may not always be a determining factor in
classifying motor vehicles for the purposes of taxation.
[1024 G-H, 1025 A] Merely because a business
becomes uneconomical as a consequence of a new levy, it cannot be said that it
would amount to an unreasonable restriction on the fundamental right to carry
on the business. [1025 H, 1026 A]
ORIGINAL JURISDICTION: Writ Petitions NOS.
2617, 3837, 3973-3981, 3982-3998, 3962- 3972,4011-4015,4016-4019,4054- 4058,
4136-4143, 4148, 4216, 4217, 4219-4226,4287-4291, 4317-4321, 4408, 4542,
3518-3529, 3739-42, 4365-81,8997-9017 and 9639-50 of 1982 (Under article 32 of
the Constitution of India) Mohan Pandey for the Petitioners in WP. NOS. 3974-
81,3062 72, 4011-15,4016-19, 4136-43, 4287-91, 4365-81, 9639-50,3518-29 and
3739-42/1982.
1011 Shanti Bhushan, Baldev Kapoor and Mohan
Pandey with him for the Petitioner in W. P. No. 3973 of 1982.
Baldev Kapoor and Mohan Pandey for the
Petitioner in WP. No. 3982-98 of 1982.
Y. S. Chitale and Mohan Pandey for the
Petitioner in W.P. No. 2617 of 1982.
A. K. Goel for the Petitioner in W. P. No.
3837/82.
Arvind Minocha for the Petitioner in W.P. No.
4054- 58/82.
S. K. Bagga for the Petitioner in W.P. No.
3148/82.
Vimal Dave for the Petitioner in W.P. No.
4216 & 4217/82.
Sarva Mitter for the Petitioner in W.P.
4219-26 & 4317- 21/83.
R. C. Kohli for the Petitioner in W.P.
4408/82.
L. N. Sinha, Attorney General, D. D. Sharma
and P. P.
Singh with him for the Respondents in all
W.Ps.
The Judgment of the Court was delivered by
VENKATARAMIAH, J. In these writ petitions filed under Article 32 of the
Constitution, the petitioners have challenged the constitutional validity of
section 3 of the Punjab Motor Vehicles Taxation Act, 1924 (Act No. 4 of 1924)
(hereinafter referred to as 'the Act') as amended by the Punjab Motor Vehicles
Taxation (Amendment) Act, 1981 (Punjab Act No. 13 of 1981) and the Notification
dated March 19, 1981 issued by the Government of the State of Punjab under
section 3(1) of the Act.
The petitioners are owners of motor vehicles
and are carrying on the business of running stage carriages in the State of
Punjab. While the operation of the stage carriage services run by the
petitioners is controlled by the provisions of the Motor Vehicles Act, 1939,
which is a Central Act, they are liable to pay taxes on the motor vehicles
owned by them under the Act. The Act is a pre- Constitutional one. After the
Constitution came into force, the 1012 power to levy taxes on goods and
passengers carried by road or on Inland waterways and the power to levy taxes
on vehicles, whether mechanically propelled or not suitable for use on roads
including tramcars, subject to the provisions of Entry 35 of List III of the
Seventh Schedule to the Constitution are assigned to the States respectively by
Entries 56 and 57 of List II of the Seventh Schedule to the Constitution. While
the Act is traceable to Entry 57, the Punjab Passengers and Goods Taxation Act,
1952 is enacted by the State Legislature in exercise of its legislative power
granted under Entry 56. Before the commencement of the Constitution, section
3(1) of the Act which is the charging section read as follows:
"3. (1) A tax shall be leviable on every
motor vehicle in equal instalments for quarterly periods commencing on the
first day of April, 1st day of July, first day of October and the first day of
January at the rate specified in the schedule to this Act." The above
provision was amended in 1954 by providing that the rates of tax levied under
the Act were those specified by the State Government in a Notification to be
issued by it, subject however to the maximum limit fixed by the Act, instead of
the rates of tax specified by the State Legislature itself in the Schedule to
the Act. After that amendment, section 3(4) read thus:
"3. (1) A tax shall be leviable on every
motor vehicle in equal instalments for quarterly periods commencing on the
first day of April, first day of July, first day of October, and the first day
of January at such rates not exceeding Rs. 2200 per vehicle for a period of one
year as the State Government may by notification direct.'.
Emphasis added The maximum limit of Rs. 2200
mentioned in section 3(1) was increased by successive legislative amendments to
Rs. 2750 in 1963, to Rs. 4,200 in 1965, to Rs 10,000 in 1970 and to Rs. 20,000
in 1978. In exercise of the power conferred on it, the State Government fixed
the rate of tax in the case of stage carriages at Rs. 75 per seat in 1965, at
Rs. 100 per seat in 1970 and at Rs. 200 per seat in 1974, subject to the
maximum prescribed by the Act. On March 31, 1978, the State Government issued a
Notification providing that on and after April 1, 1978, every stage carriage
plying in the State of 1013 Punjab should pay tax at Rs. 275 per seat where it
operated upto 125 kilometres a day and Rs. 300 per seat where it operated for
more than 125 kilometres subject to a maximum of Rs. 20,000 per year in both
the cases. Then came the Amending Act in 1981 by which the maximum limit
prescribed in section 3(1) of the Act was raised to Rs. 35,000 retrospectively
with effect from October 1, 1980. Section 3 of the Amending Act inserted a new
section in the Act being section 3-A of the Act which authorised the State
Government to issue a Notification under section 3(1) raising the rates of tax
retrospectively with effect from October 1, 1980.
After the amendment in 1981, section 3(1) of
the Act reads thus:
"3. (1) A tax shall be leviable on every
motor vehicle in equal instalments for quarterly periods commencing on the
first day of April, First day of July, first day of October and the First day
of January at such rates not exceeding Rs. 35,009 per vehicle for a period of
one year, as the State Government may by notification direct." Pursuant to
the above section, as amended in 1981, and the newly inserted section 3-A of the
Act which conferred power on it to raise the rates of tax under the Act with
effect from October 1, 1980, the State Government issued the following
Notification on March 19, 1981:
"DEPARTMENT OF TRANSPORT NOTlFICATION
The 19th March, 1981 No. S.O. 15/P.A. 4/24/S 3/Amd/81-In exercise of the powers
conferred by sub-section (1) of section 3 read with section 3-A of the Punjab
Motor Vehicles Taxation Act, 1924 (Punjab Act No. 4 1924) and all other powers
enabling him in this behalf, the Governor of Punjab is pleased to make the
following amendment in the schedule appended to the Punjab Government,
Transport Department Notification no. S.O./50/P.A 4/24/S. 3/71 dated 10th
November, 1971 with effect from the 1st October, 1980 namely:- 1014 AMENDMENT
In the said schedule, against serial No. 5 for item (i) and entries relating
thereto, the following item and entries shall be substituted, namely:
"(1) Stage carriages for hire Rs.500 per
seat and used for the transport subject to a of passengers, excluding maximum
of the driver and conductor. Rs. 35,000." SADA NAND Secretary to
Government, Punjab Department of Transport." The final position that
emerged after the above Notification was that every stage carriage plying for
hire and used for the transport of passengers (excluding the driver and
conductor) had to pay per year Rs. 500 per seat subject to a maximum of Rs.
35,000 irrespective of the distance over which it operated daily.
The petitioners have challenged in these
petitions the amendment made in 1981 increasing the maximum limit of the tax to
Rs. 35,000 per year and the Notification dated March 19, 1981 raising the tax
to Rs. 500 per seat on various grounds. The petitioners inter alia contend that
the levy of tax of Rs. 500 per seat imposed by the impugned Notification is
violative of Article 14, Article 19(1)(g) and Article 304(b) of the
Constitution. They have also pleaded that the tax now levied is outside the
scope of Entries 56 and 57 of List II of the Seventh Schedule to the
Constitution. The principal point urged by them is that the tax now levied is
expropriatory and not compensatory in character and is being collected by the
State Government for the purpose of augmenting its general revenues which is
forbidden by the Constitution. In support of their case the petitioners have
furnished the following figures contained in the budget presented to the State
Legislature in the year 1981-82:
"Receipts Taxes on vehicles Rs.
13,86,00,000 Taxes on goods and passengers Rs. 35,45,00,000 ----------------
Total Rs. 49,31,00,000 1015 Expenditure On roads and bridges Rs. 34,03,00,000
---------------- Excess of receipts over expenditure: Rs. 15,28,00,000" It
is contended by the petitioners that in view of the above figures, furnished by
the State Government itself, there was no justification for increasing the rate
of tax by the impugned Notification. The petitioners have further pleaded that
the impugned levy imposes an unreasonable restriction on the freedom of trade,
commerce and intercourse within the State of Punjab.
The State Government has justified the
impugned levy in the counter affidavit filed in the case, the deponent of which
is a Joint Secretary . to the Government of Punjab, Transport Department. It is
contended by the State Government inter alia that the plea of the petitioners
that the revenue raised by the impugned Notification 'must be used only for the
purpose of providing facilities pertaining to roads and bridges and or
facilities connected with the transportation of goods and passengers' was
misconceived having regard to the various other responsibilities of the State
Government which it has to bear in connection with road transports and if the
expenditure incurred on all items of relevant expenditure is taken into
consideration, it would become clear that the levy in question is not
excessive. It is urged that the levy is compensatory in character and is,
therefore, not hit by Article 301 or Article 304 (b) of the Constitution. The
State Government has also furnished certain figures relating to the expenditure
incurred by it to show that the levy is neither arbitrary nor violative of
Article 19 (1) (g) of the Constitution.
We shall now proceed to examine the relevant
constitutional provisions. Article 301 and Article 304 (b) which are in Part
XIII of the Constitution read thus: - "301. Subject to the other
provisions of this Part, trade, commerce and intercourse throughout the
territory of India shall be free.
304. Notwithstanding anything in article 301
or article 303, the Legislature of a State may by law- 1016 (a) .........
(b) impose such reasonable restrictions on
the freedom of trade, commerce or intercourse with or within that State as may
be required in the public interest:
Provided that no Bill or amendment for the
purposes of clause (b) shall be introduced or moved in the Legislature of a
State without the previous sanction of the President." These provisions of
the Constitution came up for consideration before a Constitution Bench
consisting of five learned Judges of this Court in Atiabari Tea Co. Ltd. v. The
State of Assam and Ors.(1) and the main point which arose for decision in that
case was whether the taxing provisions in the Seventh Schedule to the
Constitution were subject to Articles 301 to 304 and, if so, what would be
their effect on taxes levied under Entry 56 of List II of the Seventh Schedule
to the Constitution. Gajenderagadkar, J. (as he then was) who pronounced the
judgment on behalf of himself, Wanchoo and Das Gupta, JJ. with whom Shah, J.
(as he than was) agreed though by assigning a wider meaning to the freedom of
trade, commerce and intercourse dealt with by Article 301 of the Constitution,
observed at page 861 thus:.
"Our conclusion, therefore, is that when
Art. 301 provides that trade shall be free throughout the territory of India it
means that the flow of trade shall run smooth and unhampered by any restriction
either at the boundaries of the States or at any other points inside the States
themselves. It is the free movement or the transport of goods from one part of
the country to the other that is intended to be saved, and if any Act imposes
any direct restrictions on the very movement of such goods it attracts the
provisions of Art. 301 and its validity can be sustained only if it satisfies
the requirements of Art. 302 or Art. 304 of Part XIII. At this stage we think
it is necessary to repeat that when it is said that the freedom of the movement
of trade cannot be 1017 subject to any restrictions in the form of taxes
imposed on the carriage of goods or their movement all that is meant is that
the said restrictions can be imposed by the State Legislatures only after
satisfying the requirements of Art. 304 (b).
It is not as if no restrictions at all can be
imposed on the free movement of trade." The same question arose later on
very sharply in The Automobile Transport (Rajasthan) Ltd. v. The State of
Rajasthan and Ors.(1) before a bench of seven learned Judges of this Court in
which the correctness of the decision in the case of Atiabari Tea Co. Ltd.
(supra) was questioned. In this case, the effect of Articles 301 to 304 of the
Constitution on the power of the State Legislature to levy tax under Entry 57
of List II of the Seventh schedule to the Constitution arose for determination.
There were three judgments in that case. The judgment of Das, Kapur and Sarkar,
JJ. was delivered by Das, J. with whom Subba Rao, J. agreed in his concurring
judgment. The minority judgment of Hidayatullah, Rajagopala Ayyangar and
Mudholkar, JJ. was delivered by Hidayatullah, J. In that case, the contention
of the appellant was that the tax levied under section 4 of the Rajasthan Motor
Vehicles Taxation Act, 1951 read with its Schedules constituted a direct and
immediate restriction on the movement of trade and commerce with and within the
State of Rajasthan inasmuch as motor vehicles which carried passengers and
goods within or through that State had to pay the tax which imposed a pecuniary
burden on a commercial activity and was, therefore, hit by Article 301 of the
Constitution and was not saved by Article 304 (b) inasmuch as neither the
proviso to Article 304 (b) had been complied with nor was that Act assented to
by the President as provided in Article 255 of the Constitution. On behalf of
the State of Rajasthan, it was inter alia urged that a fiscal legislation
enacted for the purpose of raising revenue for the maintenance of roads etc.
was not hit by Article 301 and that the impugned levy which was intended for
providing facilities to motor vehicles traffic did not constitute an immediate
or direct impediment on the movement of trade and commerce. In the course of
the hearing of that case, it was canvassed that the impugned tax being
compensatory was outside the purview of Article 301 and Article 304(b). After
1018 examining all the views expressed in the Atiabari Tea Co.'s case (supra)
Das, J. Observed at pages 532-533 thus:
"We have, therefore, come to the
conclusion that neither the widest interpretation nor the narrow
interpretations canvassed before us are acceptable. The interpretation which
was accepted by the majority in the Atiabari Tea Co. case (1961) 1 SCR 809 is
correct, but subject to this clarification. Regulatory measures or measures
imposing compensatory taxes for the use of trading facilities do not come
within the purview of the restrictions contemplated by Art. 301 and such
measures need not comply with the requirements of the proviso to Art. 304(b) of
the Constitution." Subba Rao, J. who agreed with the judgment of Das, J. observed
at pages 564-565 thus:
"The foregoing discussion may be
summarized in the following propositions: (1) Art. 301 declares a right of free
movement of trade without any obstructions by way of barriers? inter-State, or
intra-State or other impediments operating as such barriers. (2) The said
freedom is not impeded, but, on the other hand, promoted, by regulations
creating conditions for the free movement of trade, such as, police
regulations, provision for services, maintenance of roads, provision for
aerodromes, wharfs etc.; with or without compensation. (3) Parliament may by
law impose restrictions on such freedom in the public interest; and the said
law can be made by virtue of any entry with respect where of Parliament has
power to make a law. (4) The State also, in exercise of its legislative power,
may impose similar restrictions, subject to the two conditions laid down in
Art. 304(b) and subject to the proviso mentioned therein. (5) Neither
Parliament nor the State Legislature can make a law giving preference to one
State over another or making discrimination between one State and another, by
virtue of any entry in the Lists, infringing the said freedom. (6) This ban is
lifted in the case of Parliament for the purpose of dealing with situations
arising out of scarcity of goods in any part of the territory of India and also
1019 in the case of a State under Art. 304(b), subject to the conditions
mentioned therein. And (7) the State can impose a non-discriminatory tax on
goods imported from other States or the Union territory to which similar goods
manufactured or produced in that State are subject." It is not necessary
to refer here to the views expressed in the minority judgment. The gist of the
majority decision in the case of the Automobile Transport (Rajasthan) Ltd.
(supra) is that as long as taxes levied under Entries 56 and 57 of List lI of
the Seventh Schedule to the Constitution are compensatory, they would fall
outside the scope of Article 301 of the Constitution. But if they are not
compensatory, then being a restriction on the freedom of trade, commerce or
intercourse, they have to satisfy the requirements of clause (b) of Article
304. In all cases falling under Article 304(b) no bill or amendment can be
introduced or moved in the Legislature of a State without the previous sanction
of the President. If for any reason the requirement is not complied with, in
order to be valid such law should receive the assent of the President as
provided in Article 255 of the Constitution.
The main question which arises for
determination now, therefore, is whether on the facts and in the circumstances
of the case, the levy in question is for any reason not compensatory. In the
case of the Automobile Transport (Rajasthan) Ltd. (supra) the circumstances
when a tax on motor vehicles can be characterised as compensatory were
discussed. Das, J. Observed at pages 536-537-thus:
"The taxes are compensatory taxes which
instead of hindering trade, commerce and intercourse facilitate them by
providing roads and maintaining the roads in a good state of repairs.
Whether a tax is compensatory or not cannot
be made to depend on the preamble of the statute imposing it. Nor do we think
that it would be right to say that a tax is not compensatory because the
precise or specific amount collected is not actually used to providing any
facilities ......... actual user would often be unknown to tradesmen and such
user may at some time be com- pensatory and at others not so. It seems to us
that a working test for deciding whether a tax is compensatory or not is to
enquire whether the trades people are having 1020 the use of certain facilities
for the better conduct of their business and paying not patently much more than
what is required for providing the facilities. It would be impossible to judge
the compensatory nature of a tax by a meticulous test, and in the nature of
things that cannot be done.
Nor do we think that it will make any
difference that the money collected from the tax is not put into a separate
fund so long as facilities for the trades people who pay the tax are provided
and the expenses incurred in providing them are borne by the State out of
whatever source it may be We were addressed at some length on the distinction
between a tax, a fee and excise duty.
It was also pointed out to us that the taxes
raised under the Act were not specially ear-marked for the building or
maintenance of roads. We do not think that these considerations necessarily
determine whether the taxes arc compensatory taxes are not. We must consider
the substance of the matter." The same principle is followed and
reiterated in G. K Krishnan etc. etc. v The State of Tamil Nadu & Anr.
etc.(1) and in International Tourist Corporation etc. etc. v. State of Haryana
& Ors.(2) It is undeniable that there have been vast changes in the road
systems of all the States in India during recent years and the State of Punjab
is no exception. The roads themselves have very greatly increased in extent.
There is also a like increase in road traffic. The number of motor vehicles,
both passengers vehicles and goods vehicles which use the road has gone up. The
cost of maintenance of roads has gone up correspondingly. The spiralling
inflation has added to the mounting costs. Naturally the rates of taxes on
motor vehicles have also constantly and inevitably risen in every part of the
country. As mentioned earlier the mandate of the provisions in part XIII of the
Constitution is not that trade, commerce and intercourse should be 1021
'absolutely free' i.e. subject to no law and no taxes at all. Trade, commerce
and intercourse should pay their way, that is, the price for the facilities
provided by the State in the form of roads, bridges, check posts, the
departmental organisations intended for regulation of transport, law and order
etc.. In modern communities the exercise of any trade and the conduct of any
business must involve many kinds of fiscal liabilities. Merely because certain
taxes are levied on them it cannot be said that trade or commerce has become
unfree. Without the repair upkeep, maintenance and provision for depreciation
of roads, transportation would itself become impossible. Motor vehicles which
stand in direct relation to such roads should as held by this Court earlier,
contribute towards the cost incurred for the aforesaid purposes. There is
nothing inconsistent with the conception of freedom of trade and commerce if,
in truth, what is collected by way of tax is a pecuniary charge which is
compensatory in character. What is essential is that the burden should not
disproportionately exceed the cost of the facilities provided by the State. It
is not at all unreasonable to ask the owners of motor vehicles to contribute
towards the cost of maintenance of roads etc. as they happen to belong to a
class having a special and direct benefit of the facilities so provided. When
they are taxed, they are paying a price for something which makes their
movement safer, easier and more convenient. If a road falls into disrepair, the
extent of loss they suffer will be very heavy indeed resulting in damage to
their vehicles and inconvenience to the passengers and the owners of the goods
they carry. There is, however, no doubt that the Courts do have the ultimate
power to decide whether what is re-covered by way of tax is in truth and
substance either a contribution towards the construction and maintenance of the
roads, bridges and other facilities that are necessary for providing a smooth
transport service or an exaction far in excess of what is needed for providing
such facilities.
Courts, however, cannot insist upon an exact
correlation between the tax recovered and the cost so incurred because such
exact correlation is in the very nature of things impossible to attain. There
may be in some cases a little excess recovery by way of taxes. That by itself
should not result in the nullification of the law imposing the tax if the
extent of such excess is marginal having regard to the total cost involved.
The petioners have relied on certain figures
furnished in the budget estimates for the year 1981-82 in support of their case
that 1022 the State of Punjab was raising in all Rs. 49,31,00,000 from taxes on
motor vehicles levied under the Act and taxes on passengers and goods levied
under the Punjab Passengers and Goods Taxation Act, 1952 while the State was
spending only Rs. 34,03,00,000 on roads and bridges. It is apparent that the
amount of expenditure referred to above does not include the expenditure
incurred by the State Government on other heads connected with road transport
such as the Directorate of Transport, the transport authorities, provision of
bus stands, lighting, traffic police, cost of maintenance of roads within the
jurisdiction of local bodies such as Corporations, Municipalities and Gram
Panchayats which are recipients of Government grants for the aforesaid purposes
and other incidental items. If these items are also taken into consideration,
the gap, if any, between the receipts and the expenditure on the transport
would become very insignificant. The State Government has set out in detail the
expenditure incurred by it for the aforesaid purposes in the affidavit sworn to
by Shri Karl Reddy, I.A.S., Joint Secretary to the Government of Punjab. It has
also produced the book containing the budget estimates presented to the State
Legislature for the year 1983-84. It shows that the State Government has
actually incurred in the year 1981-82 an expenditure of Rs. 23,32,88,000 on the
maintenance of roads and bridges and Rs. 10,23,53,000 as capital out lay on
roads and bridges. The total sum spent on roads and bridges alone thus came to
Rs. 33,56,41,000. The actual receipts from taxes realised during the year
1981-82 both under the Act and under the Punjab Passengers and Goods Taxation
Act, 1952 were, according to the State Government, Rs. 48,82,00,000. The budget
estimates for the year 1983-84 show that the State Government proposes to spend
during the year 1983-84 about 42 crores on roads and bridges alone though there
is no expectation of any significant increase in the receipts by way of motor
vehicles taxes. Even if the whole of the capital out-lay incurred by the State
Government incurred during the year in connection with the construction of new
roads is not included in the expenditure for the year for the purpose of deter-
mining the compensatory character of the levy (although there can be no serious
objection to doing so as observed in G. K Krishnan's case (supra) but only a
part of it is taken into account alongwith other items of expenditure which can
legitimately be taken into consideration, it is obvious that a substantial part
of the levy on motor vehicles under the Act as well as under the Punjab
Passengers and Goods Taxation Act, 1952 is being spent annually on providing
1023 facilities to motor vehicles operators. Moreover when once the principle
of carrying forward to future year or years a part of the capital out lay on
roads and bridges during any financial year is adopted in calculating the total
expenditure incurred on roads and bridges during that year, it becomes
inevitable that a part of the unabsorbed capital out lay on roads and bridges
in the previous year or years would have to be added to the expenditure on
roads and bridges during the year in question. The arithmetical result in the
case before us cannot, therefore, be much different.
It may also be stated that a comparison
between the total revenue from taxation on motor vehicles and the expenditure
incurred on providing facilities such as roads and bridges etc. in a single
year may sometimes present a distorted picture. The figures furnished by the State
Government in respect of nine years i.e. 1973-74 to 1981-82 (both inclusive)
show that the total receipts from the taxes levied under the Act and the taxes
levied under the Punjab Passengers and Goods Taxation Act, 1952 is in the order
of Rs. 2,52,26,83,000 and the total expenditure during the same period on roads
and bridges alone is Rs. 2,35,66,89,000. The other relevant items of
expenditure incurred in connection with road traffic are not included in the
above expenditure.
If they are included, the total expenditure
is likely to be more than the receipts.
In Kewal Krishan Puri & Anr. v. State of
Punjab & Ors.(1) where the question of a fee was involved, this Court said
that if at least a good and substantial portion of amount collected on account
of fees, (may be in the neighbourhood of two-thirds or three-fourths) was shown
with reasonable certainty to have been spent for rendering services to those
from whom the fees were collected, the levy of fees could be upheld. In law
there cannot be much difference between the above principle applicable to fees
and the principle that ought to govern the levy of motor vehicles tax which is
claimed to be of a compensatory character. We are satisfied that the State
Government has substantiated its case that the impugned tax is truly
compensatory in nature. It has, therefore, to be held that it does not
contravene Article 301 and Article 304(b) of the Constitution.
1024 The next submission urged on behalf of
the petitioners is based on Article 14 of the Constitution. It is contended by
the petitioners that the Act by levying Rs. 35,000 as the annual tax on a motor
vehicle used as a stage carriage but only Rs. 1,500 per year on a motor vehicle
used as a goods carrier suffers from the vice of hostile discrimination and is,
therefore, liable to be struck down. There is no dispute that even a fiscal
legislation is subject to Article 14 of the Constitution. But it is well
settled that a legislature in order to tax some need not tax all. It can adopt
a reasonable classification of persons and things in imposing tax liabilities.
A law of taxation cannot be termed as being discriminatory because different
rates of taxation are prescribed in respect of different items provided it is
impossible to hold that the said items belong to distinct and separate groups
and that there is a reasonable nexus between the classification and the object
to be achieved by the imposition of different rates of taxation. The mere fact
that a tax falls more heavily on certain goods or persons may not result in its
invalidity. As observed by this Court in Khandige Sham Bhat and Ors. v. The
Agricultural Income Tax officer(1) in respect of taxation laws, the power of
legislature to classify goods, things or persons are necessarily wide and
flexible so as to enable it do adjust its system of taxation in all proper and
reasonable ways.
The courts lean more readily in favour of
upholding the constitutionality of a taxing law in view of the complexities
involved in the social and economic life of the community. It is one of the
duties of a modern legislature to utilise the measures of taxation introduced
by it for the purpose of achieving maximum social goods and one has to trust
the wisdom of the legislature in this regard. Unless the fiscal law in question
is manifestly discriminatory the Court should refrain from striking it down on
the grounds of discrimination. These are some of the broad principles laid down
by this Court in several of its decisions and it is unnecessary to burden this
judgment with citations. Applying these principles it is seen that stage
carriages which travel on an average about 260 kilometers every day on a
specified route or routes with an almost assured quantum of traffic which
invariably is overcrowded belong to a class distinct and separate from public
carriers which carry goods on undefined routes. Moreover the public carriers
may not be operating every day in the State. There are also other economic
considerations which distinguish stage carriages and public carriers from each 1025
other. The amount of wear and tear caused to the roads by any class of motor
vehicles may not always be a determining factor in classifying motor vehicles
for purposes of taxation. The reasons given by this Court in G.K.Krishnan's
case (supra) for upholding the classification made between stage carriages and
contract carriages both of which are engaged in carrying passengers are not
relevant to the case of a classification made between stage carriages which
carry passengers and public carriers which transport goods. The petitioners
have not placed before the Court sufficient material to hold that the impugned
levy suffers from the vice of discrimination on the above ground.
It was lastly urged that the levy is almost
confiscatory in character and the petitioners would have to close down their
business as stage carriage operators. It is stated that the passenger fares
were permitted to be raised by about 43 per cent just before the levy was
increased in this case and it is even now open to the operators to move the
State Government to increase the rates if they feel that there is a case for
doing so. But on the facts and in the circumstances of the case, we feel that
it is not possible to hold that the impugned levy imposes an unreasonable
restriction on the freedom of the petitioners to carry on business. The
considerations similar to those which weighed with this Court in upholding the
Mustard Oil Price Control Order, 1977 in Prag Ice and Oil Mills and Anr. etc.
v. Union of India(1) ought to be applied in this case also. Though patent
injustice to the operators of stage carriages in fixing lower returns on the
tickets issued to passengers should not be encouraged, a reasonable return on
investment or a reasonable rate of profit can not be the sine qua non of the
validity of the order of the Government fixing the maximum fares which the
operators may collect from their passengers. It cannot also be said that merely
because a business becomes uneconomical as a consequence of a new levy, the new
levy would amount to an unreasonable restriction on the fundamental right to
carry on the said business. It is, however, open to the State Government to
make any modifications in the fares if it feels that there is a need to do so.
But the impugned levy cannot be struck down on the ground that the operation of
the stage carriages has become uneconomical after the 1026 introduction of the
impugned levy. Moreover the material placed by the petitioners is not also
sufficient to decide whether the business has really become uneconomical or
not.
We do not, therefore, find any merit in this
ground also.
In the result these petitions fail and they
are dismissed. No costs.
P.B.R. Petitions dismissed.
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