Most of what governs a traffic challan is central law and reads the same in Lucknow as in Chennai, which is why our other pages are written nationally. A narrower set of things is genuinely Uttar Pradesh’s own, and the most consequential of them is something the High Court only said out loud in August 2026: the state does not have a separate traffic police cadre at all.
It is worth starting here, because most state traffic pages are national pages with a state name substituted into them, and that helps nobody.
The Motor Vehicles Act is central. The offences, the court procedure, the rules on electronic enforcement, licensing and the consequences of a conviction are the same in Lucknow as in Chennai. What a state actually controls is narrower: the amounts for which offences may be compounded, which officers may compound them, the forum for certain appeals, and the machinery it builds to catch people and to collect.
That is what this page is about. Everything else is linked at the end, because it is written once, nationally.
The High Court said so in August 2026 and asked the government to decide on creating one.
Section 200 is not among the enabling provisions of the state rules. The amount comes from a notification.
The High Court itself launched a QR and UPI payment portal across 74 district courts in September 2026.
This is the finding that reorganises everything else, and it is recent.
On 26 August 2026, hearing a public interest petition, a Division Bench of the Allahabad High Court at Lucknow — Justice Alok Mathur and Justice Amitabh Kumar Rai — dealt with traffic management in the state. The case is Suraj Singh Visen v. State of U.P. through Principal Secretary, Urban Development, Lucknow and 25 Others, WPIL No. 329 of 2026.
“the duties of the two are clearly separate and distinct, the time has come when the State Government ought to take a decision in this regard”
Suraj Singh Visen v. State of U.P., WPIL No. 329 of 2026, Allahabad High Court (Lucknow Bench), 26 August 2026The Bench directed the Additional Advocate General to obtain instructions from the Additional Chief Secretary (Home) on establishing a dedicated traffic police cadre, and observed that deploying an already inadequately staffed local police for traffic control places an undue burden on the law and order machinery.
Read that carefully. It is not a complaint about enforcement being strict or lax. It is an observation that the state is doing traffic work with people whose job is something else.
Because the practical questions people ask about a challan all assume a dedicated service that does not exist here.
Who stopped me, and in what capacity. What training did they have. Which wing keeps the record. Who do I complain to. In a state with a traffic police cadre those have institutional answers. In Uttar Pradesh the answer depends on the district and on who was deployed that day.
The practical response is unglamorous and it works: write down, at the time, the name, the number and the post of whoever stops you, and what you were given in writing. Do not assume it will all be on the paper, because the paper is produced by a system the High Court has just described as borrowed.
The same order dealt with e-rickshaws, and the figure in it is striking: roughly eighty thousand unregulated e-rickshaws in Lucknow alone, with no designated parking and causing severe congestion. The Bench directed that the Additional Chief Secretary (Transport) give specific instructions on regulating their sale, registration and movement in cities so that roads do not exceed their carrying capacity.
If you own or drive one, that is the direction to watch. Regulation of this kind usually arrives first as registration conditions and route restrictions, and those become challans.
We went through the enabling provisions of the Uttar Pradesh Motor Vehicle Rules 1998. They were made under sections 28, 38, 65, 95, 96, 107, 111, 138, 176 and 213 of the Motor Vehicles Act 1988, read with section 21 of the General Clauses Act 1897.
Section 200 — the compounding section — is not among them.
Enabling provisions, Uttar Pradesh Motor Vehicle Rules 1998The consequence is the same one we found in Rajasthan, and it is the single most useful structural fact about compounding in either state: the authority to compound and the amounts rest entirely on a notification, not on the state rules. There is therefore no state-prescribed receipt form to point at, and no rule number to cite for an amount.
There is a rule in the state rules with the word compounding in it. Rule 44 deals with compounding fees for late intimation, which is an entirely different thing from compounding an offence under section 200.
This matters because it is exactly the kind of thing that gets cited at somebody who has asked a reasonable question. If a rule number from the state rules is offered as the authority for your challan amount, the person offering it is either looking at Rule 44 or has not opened the rules.
A compounding notification, and for Uttar Pradesh the post-amendment one is dated 9 June 2020. We located it in a road safety circular repository that collects state compounding notifications, alongside those for Maharashtra, Punjab, Karnataka, Gujarat, Uttarakhand, Assam and Rajasthan.
That date matters on its own. The 2019 amendment to the Motor Vehicles Act changed the penalties substantially, so anything a state issued before September 2019 is of no use for working out what you owe today. June 2020 is on the right side of that line.
The copy available is a scanned image with no extractable text, and the site hosting it cannot be reached by anything that would let us run the scan through character recognition. So we can tell you the document exists and what it is dated. We cannot tell you what is in it.
This is the same decision we took on our Rajasthan page, and for the same reason: a figure that has been superseded is worse than no figure, because it looks authoritative. If the June 2020 notification can be read, the schedule goes on this page with its number and date attached.
One state has since cleared that bar. Our page on a traffic challan in Jharkhand carries a full compounding schedule, read as text from the state’s own document server, which shows what these pages look like when the document can actually be opened.
Search for compounding charges in Uttar Pradesh and what surfaces is an RTI response published by the Uttar Pradesh Police listing shaman shulk against challans. It carries a government logo, which is why it gets reproduced everywhere.
Its figures are from before the 2019 amendment. Reproducing it as current would be putting an obsolete schedule in front of you with official branding on it, which is the worst of both worlds. We are naming it so that you recognise it when you see it quoted.
From the challan itself, from the national challan portal where the challan is pending, and from the court where it has gone to court. And if a figure is quoted verbally, ask which notification it comes from and what its date is.
The answer should be a date. A figure with no instrument behind it is a figure from a website, and there are a great many websites reproducing a schedule from before 2019.
If a licensing decision goes against you — a refusal, a suspension, a revocation — the state rules give you an appeal, and the forum is not the obvious one.
The appellate authority under Rule 6 is the “Deputy Transport Commissioner (Zone) of the Zone concerned”, and the appeal carries a non-refundable fee of twenty-five rupees in non-judicial stamps.
Rule 6, Uttar Pradesh Motor Vehicle Rules 1998Not the Regional Transport Officer, which is where people instinctively go, and not the office that passed the order. The zonal structure is the thing to find out about: which zone your district falls in determines where the appeal is filed, and getting it wrong costs a round of correspondence at a point when you can least afford one.
Ten states in, one other has chosen the same post. Tamil Nadu sends licensing appeals to the Deputy Transport Commissioner under rule 15 of its own rules — the only designation these pages have found twice, against a rank floor for compounding that runs all the way from Police Constable to Sub-Inspector elsewhere. Our page on a challan in Tamil Nadu has the rest of that comparison.
And a third state has since turned up with the same post. Uttarakhand, carved out of this one in 2000, names a Deputy Transport Commissioner (legal and tribunal) at rule 5 — and unusually, its rules actually print what the appeal costs: twenty rupees in non-judicial stamps for a licensing matter, twenty-five for conductor and registration appeals. Our page on a challan in Uttarakhand sets out the procedure, which is the most complete one these pages have found.
Compare that with Rajasthan, where the equivalent appeal goes to the Regional Transport Officer within thirty days. Same central Act, two different state forums. That is what a state page is actually for, and it is covered on our page on a challan in Rajasthan.
The period. The version of Rule 6 we read sets out the forum and the fee, and we could not confirm the time limit for preferring the appeal from it.
We are not going to estimate one. A limitation question answered approximately is worse than unanswered, because an appeal filed late is usually an appeal lost. Confirm it at the Deputy Transport Commissioner's office or have an advocate check the current rule, and in the meantime act as though the window is short, because for appeals of this kind it generally is. Our page on limitation explains why the distinction between a period that can be condoned and one that cannot is the first thing to establish.
One honest note. The version of the rules we read carries a notification number and date — No. 659T/30-4-67-89, dated 21 March 1995 — while the rules are universally known as the 1998 Rules.
We could not resolve that, and rather than pick whichever reading suited the sentence, we are telling you it is there. If you are citing the rules in a formal document, verify the notification particulars from the current official publication rather than from us or from any other secondary source.
If there is no dedicated traffic cadre, who stops you? In practice, two different arms.
The police, deployed for traffic duty from the district force — which is the arrangement the High Court described as a burden on the law and order machinery. And the Transport Department's own enforcement officers, who are a separate service with their own designations and who do most of the commercial-vehicle work: permits, fitness, overloading, tax.
Knowing which one stopped you matters more than it sounds. The two keep different records, answer to different departments, and a complaint or a query about your challan goes to different places. When a figure is quoted and you want to know which notification it comes from, the person who can actually answer that is usually the transport side rather than the constable at the barrier, and saying so politely is often the fastest route to a sensible conversation.
Rule 6 sends a licensing appeal to the Deputy Transport Commissioner of “the Zone concerned”, which means the first practical task is finding out which zone your district sits in.
We could not obtain the current official list of transport zones and the districts in each from here; the department's own site is not reachable from where this page was researched. We are not going to reconstruct the list from secondary sources, because an appeal addressed to the wrong zone is a wasted filing.
Ask at your Regional Transport Office, which will tell you the zone and the office address in one question, or have an advocate confirm it before the appeal is drawn. It is a five-minute question and it is worth asking before anything is typed.
One structural thing about Uttar Pradesh worth knowing before you cite anything. The 1998 Rules have been amended many times, and the amendments are numbered: by 2019 the state was issuing the twenty-sixth and twenty-seventh amendment rules.
Which means a rule number alone is not a citation. The question is always which version of that rule is in force, and the answer is in the amendment notifications. Two of them, both close to the 2019 central amendment, changed things that produce challans, and they are worth setting out because almost nothing written about Uttar Pradesh traffic mentions them.
The Uttar Pradesh Motor Vehicles (Twenty Sixth Amendment) Rules 2019, notification No. 49/2018/1952/XXX-4-2018-17(Sa)-2018 dated 17 December 2018, inserted an entire new chapter into the state rules: Chapter IX-A, Special Provisions for School Vehicles.
It covers buses belonging to educational institutions, contract carriage buses used for school transport, and school vans, and it creates three distinct categories of permit. The basic rule is that an owner may not allow a school transport vehicle to run without the appropriate permit.
Why this belongs on a challan page: these requirements are enforceable ones, and a school transport vehicle stopped in Uttar Pradesh can be challaned against this chapter rather than only against the central Act. If you run a school vehicle, or your child travels in one, the age of the vehicle and the driver’s experience are checkable facts and this is the instrument that makes them obligations.
The Twenty Seventh Amendment Rules 2019, notification No. 13/2019/933/XXX-4-2019-08(3)-2015 dated 7 June 2019, amended two rules about registration marks.
Rule 51 introduced number portability: an owner may transfer the registration mark from an old vehicle to a new vehicle of the same class on payment of the prescribed fee, with a timeline of seven days where the same authority is involved and forty-five days where the transfer is between authorities.
Rule 51-A restructured the reservation of registration numbers, setting base prices by category. As introduced, a number in the “Very Attractive” category was priced at twenty thousand rupees for a two-wheeler and one lakh rupees for a four-wheeler, with lower tiers for the “Very Important”, “Attractive” and “Important” categories, and numbers could be taken by auction or on a first come first serve basis.
We are giving them because they come from the text of an amendment rule with a notification number and a date, which is the standard we apply to everything on this page. Fee schedules of this kind do get revised, so check the current rule before budgeting. The point worth keeping is structural: in Uttar Pradesh a registration mark is a thing with a price and a transfer procedure, which is not true everywhere.
This is unusual enough to be worth a section. Most payment rails for challans are built by the executive — a transport department, a police portal, a state IT agency. In Uttar Pradesh the High Court built one.
The Payment Setu portal was developed internally by the Allahabad High Court and operationalised on 12 September 2026, during the National Lok Adalat held across the state. It takes payment of a traffic challan by dynamic QR code and UPI, generates a digital receipt automatically and sends it to the payer's phone, and it runs across 74 district courts. It removes cash handling, manual receipts and paper reconciliation from the counters.
We are giving these figures, having given none for compounding, and the distinction is deliberate. These are reported collection totals. They are not rates you might be charged, and nothing here tells you what your own challan will cost. Confusing a published total with a tariff is precisely the mistake this page is built to avoid.
The district that settled the most on that day was Gautam Buddha Nagar, with 2,980 challans accounting for a little over ten lakh rupees.
For a reader in Noida that is useful in a practical way rather than a statistical one. It tells you the court route in that district is heavily used and reasonably organised, which in turn means the listing is busy and dates are worth taking seriously. Our page on courts in Noida covers the district, and Ghaziabad the neighbouring one.
Uttar Pradesh runs virtual courts for traffic matters, which is now the route by which most court-bound challans are dealt with. Together with the High Court's payment portal across the district courts, a great deal of what used to need attendance no longer does.
What none of that changes is the distinction that actually decides your matter: whether the offence is compoundable, in which case it can be settled, or not, in which case it goes to a court whatever portal exists. That is central law and it is on our page on court challans.
Uttar Pradesh has the highest number of road accident deaths of any state in India. The Ministry of Road Transport and Highways, in Road Accidents in India 2024, records 24,118 fatalities in the state.
Set that against the fact that the state with the most accidents is Tamil Nadu, at 67,526. Two different states lead the two lists, which tells you something about severity rather than volume: crashes in Uttar Pradesh are more likely to kill. Highway speeds, heavy vehicle mix and distance from trauma care are the usual explanations, and we are not going to assert a cause we have not sourced. The figure stands on its own.
A pending challan is paid through the national challan portal; a challan that has gone to court is paid through the court, including the High Court's own portal at the district courts.
What you should not do is pay through a link that arrived in a message. Challan payment phishing is common and the pattern never changes: urgency, a shortened link, and a page that looks almost right. The real portals are reached by typing the address, not by tapping a message, and no authority sends a payment link by SMS to a number it has not verified.
In a state where compounding rests on a notification and the state rules prescribe no procedure, there is no state-prescribed receipt form to insist on. That does not mean you accept paying without one. It means what you insist on is substance rather than a form number.
Something in writing identifying the offence and the section, the amount, the officer with name and post, the date, and the vehicle. If that cannot be given, that is itself information worth having, and worth recording at the time rather than remembering later.
That is a different proceeding and it is national law: release runs on the criminal procedure provisions and a magistrate, with time limits that changed recently. Our page on vehicle release and superdari sets out the current position. Nothing in the Uttar Pradesh rules alters that framework, which is why we are not repeating it here.
Two different routes produce that and both are national: a licensing authority acting administratively, and a court disqualifying on conviction. Our page on licence suspension deals with both, including what a lawful order has to contain.
What is specific to Uttar Pradesh is where the administrative appeal goes, and that is Rule 6 and the Deputy Transport Commissioner of the Zone, discussed above.
Compoundable traffic challans are among the categories taken up at National Lok Adalats, and the September 2026 event in Uttar Pradesh is the occasion on which the High Court's payment portal went live, which tells you how much of that day's work was traffic.
Whether a Lok Adalat reduces the amount is a different question, and we went looking for a legal basis for a reduction and could not find one in any state. Our page on Lok Adalats sets out what we did and did not find, and what an award there actually is: a deemed decree against which no appeal lies to any court.
Then the grounds are national ones: the procedural requirements for an electronic challan, what the notice must carry, the time limits for sending it, and the certificate the authority owes for its device. Our page on disputing a challan sets them out with their sources.
We found nothing in Uttar Pradesh's own rules that adds to or subtracts from those, and we found no Allahabad High Court decision giving directions specifically on e-challans. That is a blank rather than a finding, and we say so below.
For readers in the National Capital Region this is the practical part. Cross the border and the central law is identical, while almost everything around it differs.
Delhi has its own notice practice, its own courts and its own enforcement structure, and we deal with it on our Delhi page. Uttar Pradesh has a High Court payment portal, no separate traffic police cadre, and a licensing appeal that runs to a zonal transport officer. A person who lives in Noida and works in Delhi may be dealing with both systems in the same week — three, if Gurugram is in the picture, and Haryana is the one state of the three that publishes which officer may issue which challan. The mistake to avoid is assuming that what worked on one side of the border is the right move on the other.
Because we set ourselves a condition before building any of these: we would only write a state page where the state's own instruments could actually be read, rather than producing a national page with a state name inserted into it. Most of what exists online about state traffic rules is exactly that.
When we wrote our Rajasthan page we recorded that we could find no post-2019 compounding notification for Uttar Pradesh anywhere — not in a gazette, not on the transport department's pages, not in a circular, not in a judgment.
That was wrong. The notification exists and is dated 9 June 2020, and it is collected in a road safety circular repository along with several other states'. We also found the state rules and read their enabling provisions, which is where the most useful finding on this page came from.
We are putting the correction on the page rather than quietly fixing the other one, because a page that tells you what it could not find is only worth something if it also tells you when it was mistaken.
A goods vehicle, a bus, a taxi or a school van in Uttar Pradesh sits under more state law than a private car does, and most of the enforcement it meets comes from the Transport Department rather than from the police.
Two things to be aware of. The school transport chapter described above is a complete code of its own, with permit categories, vehicle age limits and fitment requirements that are all enforceable. And motor vehicle tax in the state runs on a separate statute, the Uttar Pradesh Motor Vehicles Taxation Act 1997, rather than on the Motor Vehicles Act — so a demand about tax is a demand under a different law with its own machinery, and it is not a challan even when it arrives looking like one.
That distinction is worth making early, because the correct response to a tax demand and the correct response to a challan are not the same, and people routinely treat the first as the second and lose the argument before it starts. If what you have is a demand rather than a challan, say so when you ask for help.
These are the only two states we have written up so far, and putting them next to each other shows what a state page is actually for. Same central Act, and almost nothing else the same.
Both states omit section 200 from the enabling provisions of their motor vehicles rules, which means in both the compounding amount rests entirely on a notification. That is a shared structural feature and we suspect it is common, though two states is not a pattern and we are not claiming one.
After that they diverge. In Rajasthan an appeal against a licensing decision goes to the Regional Transport Officer within thirty days; in Uttar Pradesh it goes to the Deputy Transport Commissioner of the Zone, on a twenty-five rupee stamp, and we could not confirm the period. Rajasthan’s notification names who may compound by rank and by area, with a Head Constable authorised inside the Jaipur and Jodhpur Commissionerates and an Assistant Sub-Inspector elsewhere; Uttar Pradesh has no separate traffic cadre at all, which is a different problem of a larger kind. Rajasthan puts a quarter of every compounding fee into a non-lapsable road safety fund; for Uttar Pradesh we could find no equivalent provision, which is a blank rather than a finding. Rajasthan has one state-wide Virtual Court; Uttar Pradesh has a High Court that built its own payment rail across seventy-four district courts.
If somebody tells you that traffic rules are the same everywhere in India, they are right about the offences and wrong about everything you will actually have to do.
Worth setting out, because the value of a page like this is entirely in where it got its facts.
The enabling provisions and Rules 6 and 44 come from the text of the Uttar Pradesh Motor Vehicle Rules 1998. The two 2019 amendments come from the text of those amendment rules, each of which carries its own notification number and date, reproduced on this page. The High Court’s observation on the traffic police cadre and on e-rickshaws comes from the order in WPIL No. 329 of 2026 dated 26 August 2026. The Payment Setu figures come from a report of 16 September 2026 of the High Court’s own announcement. The fatality figure comes from the Ministry of Road Transport and Highways publication Road Accidents in India 2024. The existence and date of the June 2020 compounding notification come from a road safety circular repository that collects state compounding notifications.
Where we have a document, we say what it is. Where we have a report of a document, we say that too. And where we have neither, this page has a blank in it with an explanation, which is the part most pages on this subject leave out.
The compounding notification of 9 June 2020. If you have a copy, or can open and save the one in the circular repository, the schedule goes on this page with its number and date attached and this section disappears.
Until then the honest position is the one stated above: the notification exists, it is dated, and we have not read it. Nothing else on this page depends on it, which is why the page is worth publishing without it.
The challan or notice with its number and date. The registration number exactly as printed on it. Anything handed to you at the roadside. The officer's name and post. The payment receipt and transaction reference. The photograph, if it was a camera challan. And the case number if the matter has gone to a court.
That bundle answers nearly every question an advocate will ask, and assembling it takes ten minutes on the day and an afternoon six months later.
The offences and their penalties, the court procedure, the rules on electronic enforcement and what an e-challan notice must carry, licence suspension and disqualification, the consequences of a conviction, release of a seized vehicle, blocked registry services, drink driving, a minor driving, and hit and run. All of those are written once, nationally, and are linked from the related pages below.
Writing them again with the word Uttar Pradesh inserted would be padding, and padding is how a reader ends up trusting a page that has not checked anything.
This is newer than most of the material on this page and it changes the arithmetic of ignoring a challan. On 28 September 2026, in S. Rajaseekaran v. Union of India (2026 LiveLaw (SC) 1007), Justice J.B. Pardiwala and Justice K.V. Viswanathan were told that roughly ₹49,194.05 crore remained unrecovered on e-challans across the country against ₹26,175.05 crore collected, and observed that issuing e-challans in bulk achieves little unless somebody ensures recovery.
“We also direct that let there be random checking of the vehicles and if it is found that the e-challan issued has not been abided or honored, necessary steps shall be taken to impound the vehicle itself.”
S. Rajaseekaran v. Union of India, 2026 LiveLaw (SC) 1007, 28 September 2026The remaining directions attach the consequence to the vehicle rather than waiting for an officer to stop it. While an amount is outstanding: online services frozen; no renewal and no duplicate of the registration certificate; no fitness certificate until the pending fines are entirely cleared; the vehicle blacklisted on the Parivahan portal with no centre permitted to issue it a pollution certificate; transfer of ownership blocked; and, where violations are multiple, the driving licence suspended from renewal. Those are national systems and they take no notice of which state issued the challan.
When the offence is not compoundable, because then the matter is a court matter whatever anybody at the roadside says. When a licensing order has been passed and the appeal window is running. When a vehicle has been seized. When the challan is disputed on the ground that the procedure was not followed, because that argument has to be made in writing and on the record. And when the amount quoted does not match any instrument anybody can name.
Where it is genuinely not needed is an ordinary compoundable challan with a receipt, paid through the proper portal. Most challans are that, and we are not going to pretend otherwise.
The paper that is genuinely Uttar Pradesh's own: the appeal under Rule 6 to the Deputy Transport Commissioner of the Zone. It is a short document, it goes to a forum most people have not heard of, and it is the one step in this subject where the state's own rules give you something.
We also put you in touch with advocates through the directory, free, with your number hidden until one accepts. Appearing before a court or a transport authority is an advocate's work and not ours.
The compounding amounts. The June 2020 notification is a scanned image we could not read, and we would not reproduce the pre-2019 schedule that circulates in its place.
The notification's own number and the department that issued it — for the same reason.
The time limit for an appeal under Rule 6.
The discrepancy between the 1995 notification particulars printed on the rules we read and the fact that they are known as the 1998 Rules.
The exact number of Regional and Additional Regional Transport Offices in the state, and whether Uttar Pradesh has a statutory road safety fund provision of the kind Rajasthan has.
Any Allahabad High Court decision giving directions specifically on e-challans or on the electronic enforcement rule. We looked and did not find one. That is a blank, not a conclusion that none exists.
Nothing to ask. Nothing to be connected with an advocate. For the Rule 6 appeal, the price is on the service page, stated before you order, and there is no commission from anybody's side.
Court work is for your advocate, whose fee is engaged and paid by you directly; we do not quote, collect or share it.
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ReadThe distinction everything rests on, and why it is decided on the medical record by another doctor rather than by how bad the outcome was. Why the complete record is the first step and must be obtained before you complain, consent as a separate and often stronger ground, and the three roads — compensation, prosecution and professional discipline — of which only one pays.
ReadThe one law that can take back property you already signed away. Section 23 and what Urmila Dixit (2025) settled about eviction and possession, the Maintenance Tribunal before a Sub-Divisional Magistrate, the ceiling on the monthly amount and the route that has none, whether you may actually bring a lawyer, and where a daughter-in-law’s right of residence fits.
ReadFees, transfer certificates, admission and expulsion — and why the door that opens is the Directorate of Education rather than a court. What the Delhi High Court held in May 2026 about a hike at the start of a session against one imposed mid-session, why a certificate cannot be held against your dues, and how to ask the regulator for something it can actually do.
ReadFive different papers, five different answers to “what if I do nothing”. A private legal notice against a civil summons, a criminal summons, a tribunal notice and a police notice; the thirty days that is directory and the hundred and twenty that is not; ex parte orders and the thirty days to undo one; and why complying with a Section 35(3) police notice now protects you.
ReadWhat a family does in the first twenty-four hours, and the two rights nobody will offer you: default bail under Section 187(3), which turns on sixty or ninety days rather than the merits and dies the day the chargesheet is filed, and release under Section 479 after half the maximum sentence — a third for a first-time accused. Plus sureties, conditions, and why a bail order is not release.
ReadThe court is not deciding which parent is right. It is deciding one thing — the welfare of the child — and that re-sorts every argument you were planning to make. Custody, guardianship and access are three different things; Section 6(a) gives a starting position for a child under five and not a rule; joint custody is a Law Commission recommendation and not a statute. Plus interim orders, access as the child’s right, parental alienation, passports and travel, and what to do when an order is broken.
ReadGetting the content taken down and getting the person acted against are two different cases, with different addressees and different clocks. The Grievance Officer’s twenty-four hours and fifteen days, the twenty-four hour rule for nudity and morphed images, the thirty-day appeal almost nobody uses, why Shreya Singhal explains the wall you hit, Zero FIR, preservation requests, and the Section 63(4) certificate that decides whether your screenshots count at all.
Read“The marriage is over” is not a ground — Parliament never made irretrievable breakdown one, and no Family Court can act on it. So the case turns on what you can PROVE. The Section 13 grounds as they actually read, what cruelty means after Samar Ghosh and what it does not, desertion and its two years, the one-year bar, and why Section 23(1)(a) destroys a manufactured ground.
ReadThe danger is rarely a confrontation — it is a false complaint at a police station, and from that moment the State does the family’s work for it. What answers it is her own statement before a Magistrate. Plus the protection petition, why consenting adults are covered married or not, the three-day rule when you move, and the honest Delhi position on the thirty-day notice. For adults only.
ReadThe paper in your hand picks your procedure — not the amount, and not how obviously you are in the right. On a cheque, a note, a written contract or a guarantee, Order XXXVII gives you a suit in which the defendant has no right to defend. Plus the three-year clock, the written acknowledgment that restarts it, why a cheque bounce complaint is not a recovery suit, the mandatory mediation that gets commercial suits rejected, and why winning is not the same as being paid.
ReadTwo questions come before the facts: which door, and how much time is left. Section 6(1) built the Local Committee for the two situations in which the office route is useless — fewer than ten workers, or a complaint against the employer himself. Section 9(1) starts a three-month clock from the last incident, extendable by three, and recent decisions treat the outer edge as a wall. Plus who counts as an employee, what counts as a workplace, the conciliation that may not end in money, the inquiry’s civil-court powers, and why Section 28 means the committee and the police are not an either–or.
ReadWhat your building legally IS decides the case, not what you are complaining about. Most Delhi RWAs sit under the Societies Registration Act, 1860 — a registration statute with no power to levy maintenance, fine a member or recover anything, so the charge rests on the bye-laws and is enforced only by suit. A co-operative society goes to the Registrar under Section 70, where an election challenge dies in thirty days. And a building under the Delhi Apartment Ownership Act, 1986 has a Deed of Apartment, parking inside the statutory definition of common areas, dues as a charge on the flat, and model bye-laws that make elections and audit compulsory.
ReadA challan is two different things wearing one name. Some can be paid and closed; the rest cannot be paid at all, because the compounding list takes in Section 184 only for handheld phone use and leaves Section 185 out altogether. The notice is not a bill either – it is issued under the section headed “Restriction on conviction”. Plus what paying on the Virtual Court actually means, why the “three challans” suspension rule does not exist, and what to do when challans keep arriving for a car you sold years ago. No penalty figures, and the page says why.
Read“Court” on a challan does not mean a trial. It means a Magistrate now holds the file, and that the next click is a plea rather than a payment. How to find the case – and why a driving licence number will never find it. Why the summons only appears after you act. What contesting actually does, and the published figure showing how few people do it. The Act’s own short route, why traffic offences are expressly NOT petty offences under the new code, when you must attend in person, what the court can do to your licence, and what five official sources say – and do not say – about ignoring it.
ReadA licence goes out of two different doors – a government office under Section 19 and Rule 21, or a courtroom on conviction – and the grounds, the appeal and the way back differ for each. The appeal is thirty days from RECEIPT, and we found no provision for condoning delay. A High Court has quashed a suspension that named no ground and recorded no satisfaction. The licence does not simply revive when the period ends: the Act wants a refresher course, or a fresh test and a medical certificate. And almost nobody knows you can apply to have a disqualification removed after six months. Plus why there is no three-challan rule and no points system in force.
ReadEverybody argues “it was not me”. The strongest ground is usually not your evidence at all – it is whether the challan complies with the rule the government wrote for issuing it. Rule 167A requires the camera to carry a yearly approval certificate, requires the challan to be accompanied by FIVE named things including a photograph showing the offence AND the plate, and requires the notice to be sent within fifteen days. And Rule 167A(10) gives an owner who was not driving an express right to say so – a right the portal does not implement. Plus Delhi’s own complaint form, the cloned-plate gap nobody fills, and why Section 209 is a far weaker shield than people think.
ReadWe read the registration chapter of the Act section by section, and the answer is not the one anybody wants: there is no provision by which a seller can take himself off the register without a transfer being completed. Transfer needs the buyer. Cancellation is about the vehicle – destroyed, beyond repair, removed out of INDIA, not out of the State. And the challans are the smallest part of it: the Supreme Court has held that a registered owner who purported to sell but still appears in the records is not absolved of liability for compensation. Form 29 is necessary and has not been shown to be sufficient. One rule prevents all of it.
ReadThe counter says clear the challans first, and nobody says under what. We went looking. The Act has no such provision at all – not in section 48, not in section 50, not in fitness or permits. The power is in a rule, and the rule is narrower than the practice: ninety days, the offender’s own licence or the vehicle named in the challan, and permit, fitness and tax expressly left out. A 2018 ministry circular goes further and cites no authority for doing so. Then on 28 September 2026 the Supreme Court directed much of it anyway. Plus the Kerala judgment holding that a transfer after a death is not a transaction at all.
ReadThe section is headed “offences by juveniles” and the person it makes guilty is an adult: the guardian of the child or the owner of the vehicle, and those can be two different people. ₹25,000 and up to three years, the registration cancelled for twelve months, and no licence for the child until twenty-five. The part nobody prints: Section 199A is not in the compounding list, so it cannot be paid at a counter and must go to court. Plus the complete exemption in sub-section (3), the written representation the Act requires before a registration is cancelled, and why the Pune case was not this section at all.
ReadTwo things are said everywhere about this and both are wrong. It cannot be paid online – Section 185 is absent from the compounding list, so a court challan is issued and a magistrate decides, which the Delhi Traffic Police has itself confirmed. And six months in prison is the maximum, not the outcome: the reported figures show custody in under a tenth of cases, for days. The consequence that is real, and that nobody prints, is the licence – on conviction, disqualification of at least six months, and the provision carries no “special reasons” escape at all.
ReadSince the transport strike of January 2024 every page on this subject has been built on a provision that has never been brought into force. The government’s own release excluded Section 106(2) when the new criminal laws commenced, and the Delhi High Court confirmed in July 2026 that it was still unnotified. The charge in practice carries five years and is classified as bailable. Plus the twenty-four hour reporting window almost nobody knows about, and the ₹2 lakh claim the Supreme Court found only 205 families in the whole country made in a year.
ReadAcross nine pages on challans and road cases we kept saying this is a court application and not something to settle at a police station, and kept not explaining how. This is that page. The old provision had no deadline at all – its replacement gives the court fourteen days to record and photograph the vehicle and thirty days to order its release, and a High Court enforced that in August 2026. Plus why the registration certificate is not the whole answer, how much the bond can lawfully be, and the special statutes where the Magistrate has no power at all.
ReadOur first state page, and the state-specific part is narrower and stranger than people expect. Rajasthan’s notification binds officers by rank and by area: a Head Constable may compound inside the Jaipur and Jodhpur Commissionerates, an Assistant Sub-Inspector everywhere else. The state’s own motor vehicles rules contain no compounding provision at all. Plus the thirty-day appeal to the RTO, a quarter of every compounding fee going to a non-lapsable road safety fund, who really owns the highway cameras, and why a seized vehicle here is so often a mining matter.
ReadSearch “Punjab e-challan” and almost everything you get belongs to Pakistan — the Punjab Safe Cities Authority in Lahore, a row of .pk sites, and commercial services. Not one Indian government result. The reason is that Punjab publishes almost nothing: its Transport Department’s whole notifications page holds nine items, four of them single scanned pages 11, 12, 16 and 17 of one user-charges file, and no section 200 schedule at all — while its own menu sends you to the centre. One date does exist: 19 December 2019, so here alone you can ask for the notification by name. Plus three two-second tells, the Gurmukhi-versus-Shahmukhi check, and why Chandigarh — whose Administrator is Punjab’s Governor — wrote the best schedule in India.
ReadOne question put to thirty-four Indian states and union territories: have you published what a challan costs, and who may take it? Five published a schedule after the 2019 amendment, seven are still running documents older than it — the oldest from 2008 — and around twenty publish no amount at all. In the whole country only two schedules tell you that a helmet offence costs three months of your licence. The full comparison table with every jurisdiction linked, the four jobs a schedule actually does, the patterns we did not expect — and every correction we have had to publish about our own pages, in one place.
ReadThe only jurisdiction in this series that was created while the amended Act was already running. Two Union territories merged on 26 January 2020, but section 17 of the Merger Act kept both rulebooks alive in their own halves — so the real question is whether Daman runs on one schedule and Silvassa on another. Neither exists. The registration mark was unified in four days; the municipal regime in eight months; the compounding schedule not in six years. The Transport Department publishes four documents, the whole legal library two entries, the police force’s rules shelf one reservation roster — and the traffic police page never once uses the word challan.
ReadThe smallest jurisdiction in this series, and the first where we had to ask whether our own question is fair. No two inhabited islands are joined by a road. The police run seven coastal security stations and publish no traffic page. The Department of Road Transport names no Act and no Rules at all — the only one of thirty-three — and a single Motor Vehicle Inspector is Licensing Authority for the whole territory. No section 200 notification could be found. We argue it both ways and then say where we come down: the principle holds, the scale does not — and a one-page notification would settle it.
ReadThe A&N Police publish a ninety-seven row spot fines list — the largest and most current schedule in this series. It marks which offences go to court instead of a counter, notes where the licence is to be seized, and prices the one compoundable limb of section 184 at ₹3,000 while sending the other five to court in the same row. Its notification is dated 22 days after the 2019 amendment — faster than Assam, which we had called the fastest. And row 17 of it caught three wrong figures in our own tables, which this page sets out in full.
ReadOn 25 August 2026 Ladakh notified S.O. 250, directing twenty per cent of everything collected by compounding traffic violations into a road safety fund — non-lapsable, audited by the CAG, and spent on signage, black spots, driving test tracks and ambulances. Puducherry promised exactly this in 2015 and never did it. The same notification calls a compounding fee one taken by “the officers authorised under Section 200” — so that authorisation exists, and we still could not find it. A territory that has published where a fifth of your money goes, and not what the money is.
ReadIn 2023 this territory recorded 13,72,501 traffic challans — 4,28,609 compounded and 9,43,892 sent to court. That is sixty-nine per cent going to a magistrate, which is the opposite of what section 200 exists to achieve, and no other jurisdiction in this series publishes the split at all. We could find no compounding notification here. The Act itself only arrived on 31 October 2019 — sixty days after the amendment — so this is the one place in India that has never known the pre-2019 Act. And in Srinagar 835 cameras now issue challans with no published procedure, for the one offence that costs you your licence.
ReadSikkim publishes the region’s fullest compounding schedule — forty-four priced rows in four columns, graded by repeat offence and by vehicle class — made by Notification No. 121/MV/T dated 29 July 2010. Sixteen years on it still prices a general contravention at ₹100, has no helmet row at all because the section did not exist, and carries two figures now below the statutory minimum. Meanwhile the same department runs AI cameras with a ten-day cure window and a written promise to pay you double if the machine is wrong — the most citizen-protective provision we have found anywhere. The newest enforcement in India, pointed at the oldest price list.
ReadArunachal publishes no compounding schedule, and the only state statute its district transport office names is a taxation Act. But one district did something no government in this series has done: it published what it collected. Lohit reported 3,782 challans and ₹42,18,800 in 2025 — which divides into about ₹1,115 per challan, the first real figure we have had for what is actually being charged on a road rather than what a document says it should be. And behind it sits Article 371H, under which this State’s Governor alone carries a personal responsibility for law and order — a question we raise and deliberately leave open.
ReadTripura publishes twenty-six no-parking zones and twelve parking zones in Agartala, each with a notification number and date; a tax penalty scale; and eleven amendments to its Motor Vehicles Rules, the latest dated five days before the central compoundable list changed. It publishes no compounding amount at all — and its Notices link points at nothing while its Acts link points at a file that will not open. Then its accident figures changed our mind: deaths fell forty per cent in two years while crashes fell nine. That is survival, not prevention — and it forced us to say plainly what a published schedule is actually for.
ReadPuducherry left us asking who the “State Government” is in a Union territory. Chandigarh answers it in practice: its notification of 6 December 2019 says the section 200(1) power is exercised by the Administrator — who since 1984 is, ex officio, the Governor of Punjab. What follows is the best compounding notification we have read: 30 rows, five columns, a column naming the only three authorities who may compound, the three-month licence disqualification written in (the first schedule in the series to do it), section 206(4) on the speeding rows, and section 184 limited in brackets to handheld devices. One problem: the police website misquotes it in four places, including a date fourteen months in the future.
ReadSection 200 gives the compounding power to “the State Government”. Puducherry is a Union territory — and the General Clauses Act says that in a Union territory those words mean the Central Government, while a Council of Ministers advises an Administrator whose disagreements go to the President. We set the provisions out and leave the question open. Underneath: the territory’s rules are not made under section 200 (second jurisdiction proved on the instrument’s face), two different monthly rates sit under one ₹100 cap, the police table of 95 offences carries pre-2019 figures — and the territory’s own 2015 policy recorded a death rate double the national average and promised to notify penalties and fund road safety from compounding.
ReadA compounding arrangement has two halves — what an offence costs, and who may settle it for which offences. Most states publish one. Mizoram publishes both, and they do not match. Its penalties page, updated February 2025, is the only state document in this series that names section 177A, and the only government page that prints the three-month licence disqualification under 194C. Its compounding notification is from 1 August 2018 — still listing section 191, which 2019 removed, and listing nothing 2019 inserted. So a helmet is priced at ₹1,000 on one government page and absent from the other. Plus the only rank floor in India with a uniform condition on it.
ReadTwenty-one pages read a state’s schedule. Nagaland does not publish one — but it published something no other state government did: a notice telling the public that section 200 itself had been replaced. Serial 26 of the Schedule to the Jan Vishwas Act, 2023, commenced by S.O. 227(E) on 13 January 2025, substituted section 200(1) and added 177A, 192B(3) and 201 to the compoundable list — so every schedule in this series is now under-inclusive, and the community service power may have been deleted before any state used it. Following 177A back led somewhere stranger: the regulations it punishes were superseded in 2017, and state departments are still publishing the 1989 version.
ReadTwenty pages built around a table. Meghalaya’s section 200 notification has no table at all — instead of figures it sets a rule: amounts “not lesser than fifty percent of the maximum fine prescribed”. So a 2011 document still works, while Telangana’s fixed schedule from fifteen weeks earlier went stale. But the formula only saved the money, not the scope — its list of nine sections is from 2011, and section 194D for helmets did not exist then. Chasing that took us to something twenty-one pages had never done: reading section 200 itself — which settles that the compoundable list is Parliament’s and not the states’, confirms why drink driving can never be compounded, and reveals a community service power no state has used.
ReadThree pages in this series quoted a state rule capping a composition amount at ₹100 and we treated it as a stale state figure. We were wrong, and Goa proves it. Its rule 54 names its own parent provision — section 50(3), which allows “not exceeding one hundred rupees” in lieu of action under section 177. The ceiling is Parliament’s, not the state’s. In 1988 section 177 also carried ₹100 — the two matched exactly. In 2019 Parliament raised section 177 to ₹500 and ₹1,500 and left that ceiling alone: a 31-year symmetry became a 15:1 gap by nobody doing anything. Also here: the four paperwork delays this reaches, and why the real exposure on a late transfer is never the fee.
ReadOn Shimla’s sealed and restricted roads the law that stops you is not the Motor Vehicles Act — it is a Himachal statute of its own, the Shimla Road Users and Pedestrians (Public Safety and Convenience) Act, 2007. And it contains what no section 200 schedule in India contains: a fifty per cent on-the-spot settlement written into the Act itself, twice. Also here: the RC and the licence impounded if you do not pay; a plea of guilty by money order; time limits that run against the prosecution rather than against you; two appeals with named officers and real deadlines — the first appellate route in nineteen states that is in a statute; and section 22, confirming the Motor Vehicles Act keeps running alongside all of it.
ReadSeventeen states chose their own numbers. Assam did not choose. It issued notification TMV.250/2019/67 twenty-five days after the 2019 amendment — the fastest in India — and across eighty-eight rows gave no discount at all: every figure is the Act’s own. It is also the only state in eighteen that publishes four separate schedules, one per class of officer. The price never changes between them; the permission does. Police cannot compound overloading in Assam, and the two ₹1,00,000 dealer rows are reserved to senior transport officers. On a second speeding offence the schedule offers no amount at all — it offers impounding of the licence under section 206(4). Then in June 2024 the cabinet replaced the two-wheeler document fine with a warning, which is generous and which settles nothing.
ReadThe state publishes its own price list and almost nobody has read it. Notification F 5-5/VIII-Trans/2021 of 25 October 2021, issued under sub-section (1) of section 200 and sitting on the department’s own gazette archive — one of only two post-2019 schedules in India. Forty priced entries, twenty-four kinds of officer down to a Head Constable, and a repeat-offence column used on nineteen of forty rows where Madhya Pradesh — same 1994 rulebook, same design — uses it on six of thirty-one. We measured every row against the Act: a tenth of it on one section, the whole of it on five, one row above the Act and one below its floor. Plus the three-month disqualification that no schedule in seventeen states has ever mentioned.
ReadFifteen pages of schedules answer one question — what does it cost. Kerala answers the one that matters after you have paid. Following the Supreme Court, the High Court has held that even after a section 194 offence is compounded, the excess load cannot be permitted to stay on the vehicle — and directed that the driving licence goes to the Licensing Authority under section 19(1) even where the offence is compounded under section 200. Paying ends the offence. It does not authorise the condition, and it does not stop the second track. Also here: ₹5,000 per light for after-market LEDs, and Kerala’s 726 AI cameras — 1.3 crore challans, ₹900 crore issued, ₹300 crore collected, and ₹34.8 crore of payments frozen over questions about which cameras can even read speed.
ReadEvery schedule in this series was drafted before Parliament rewrote the penalties in 2019 — Telangana’s 2011, Andhra Pradesh’s 2008, Maharashtra’s 2016. Madhya Pradesh issued one on 6 March 2023, superseding all others. It is the only post-amendment list in fifteen states. And it prices three ways at once: by section, by first or second offence, and by what you drive. We checked every row — the repeat column changes the figure on only six of thirty-one, and those six turn out to be a coherent set. Also here: ₹1,00,000 per vehicle aimed at dealers not drivers, ₹300 for a helmet (the lowest anywhere), a load-projection row priced by what you are carrying, and 19 categories of officer including District Magistrates.
ReadBoth states carry a “Compounding” link. Open Andhra Pradesh’s and it is a different law altogether — not section 200 but section 86(5), the money taken instead of suspending your permit. G.O. Ms. No. 332 of 2008, rule 217, priced by what the vehicle is and what it carries: overload ₹2,000 + ₹100 per 100 kg, ₹200 per hour for missing your timings, ₹500 per excess big animal. Medium goods pay half, light goods a third. And AP is the only state in fourteen that publishes the other half too — a prosecution table naming the eight offences no payment will ever close. Its note four is the sting: the published fees are minimums, not prices.
ReadThirteen states in, we finally have the document itself. Every page so far ended the same way — the amounts live in a notification under section 200 that nobody can open. Telangana publishes its own. G.O. Ms. No. 108 of 18 August 2011: eighteen offences, two columns by vehicle, the officers who may take the money — and a proviso that does what nothing else in this series does. It writes the state’s own ceiling: the compounding fee shall not exceed the maximum fine prescribed in the relevant penal section. Odisha showed the floor; this is the roof. One problem: it is dated 2011 and the Act changed in 2019. Also here: the real 80–90% discount of December 2023, a half-rate for agriculturists, and why the police have had to call the yearly “discount” messages fake and fraudulent.
ReadTwelve states in, this is the one that shows you the line. Odisha’s One Time Settlement Scheme for e-challans pending on 31 July 2025 is not a flat discount. Six rows say “50%”. Eleven say a rupee figure — and that figure is always the exact statutory minimum the Act prescribes, never half. Seventeen rows, no exceptions. Where Parliament wrote “may extend to” the state halved it; where Parliament wrote “not less than” the state stopped dead at the floor. We reproduce all seventeen. Also: what the annexure leaves out — helmet, seat belt, insurance, licence, overloading — the notified speed limits under s.112, and a scheme that names no power and carries no legible date.
ReadThree states have now printed a composition rate in their own rules, and all three measure delay differently. Karnataka counts months. Tamil Nadu uses bands of days. Uttarakhand counts weeks — and sets the rate by what you drive. Rule 45: one rupee a week for an invalid carriage, five for a motor cycle, fifty for everything else — and a proviso capping the lot at ₹100. So a lorry hits the ceiling in a fortnight and an invalid carriage takes two years. Unlike Tamil Nadu, transport vehicles are in. Also here: the first appeal fee printed anywhere in eleven states (₹20 and ₹25), the Deputy Transport Commissioner (legal and tribunal), and a year in which challans rose 118.77% while collections rose 37.07%.
ReadTen states in, and this is the one that is open about exactly one half of itself. Tamil Nadu publishes no compounding amounts for road offences and no officer schedule — and then prints four composition rates inside its own rules, which almost nobody is ever shown. Rules 98, 105-A, 109 and 113: a late registration, a transfer not reported, a new registration mark, a change of address. ₹40 up to thirty days, ₹75 to sixty, ₹100 after — and ₹150 in the top slab of rule 113 alone. Each rule says the money is taken in lieu of any action under section 177, which no other state spells out. Also here: the enabling clause cites a section 311 that does not exist in the Act, rule 98 quietly leaves transport vehicles out, the founding notification carries no date, and section 200 is absent for the seventh time in seven tests.
ReadNine states in, the range has turned out to be enormous — and Gujarat sits at the bottom of it. Chief Minister Vijay Rupani announced the cuts on 10 September 2019: triple riding at ₹100, where West Bengal takes ₹1,000 and three months of your licence. Helmet and seat belt ₹500. A pollution offence ₹1,000, where Bengal takes ₹10,000 with a disqualification. Ten times, for the same words in the same Act. Then on 4 December 2019 the Transport Minister announced helmets would be optional except on highways and panchayat roads — we print what was said, flag that we could not find the notification, and say plainly that this is no reason to ride without one. Also here: rule 107, the first appeal procedure we have been able to read in nine states, and rule 98A’s thirty-day grievance clock for app aggregators.
ReadTwo things, and the first one saves money today. Rules 37 and 45 of the Karnataka Motor Vehicles Rules still compose a late registration renewal and a late transfer intimation at twenty-five rupees a calendar month, capped at one hundred rupees — figures written in 1989 and never updated, and the two lapses vehicle owners get caught by most. We quote both rules in full. The second thing is bigger: Karnataka is where somebody asked out loud whether a state may cut a traffic fine. The Centre said yes on 11 September 2019, Karnataka took legal opinion, cut on 21 September, and the Centre then said states had no authority at all. Both were right about different things — a state cannot touch the fine a court imposes, but section 200 gives it the compounding amount. That distinction is the key to every other state page on this site, and this is where it surfaced.
ReadEvery state publishes what you can pay. Maharashtra is the only one that also published what you cannot — a list of nine non-compoundable offences. Two of them are things your neighbours let you settle for money: driving without a permit (₹10,000 in both Jharkhand and West Bengal) and overloading (₹20,000 plus ₹2,000 a tonne in Jharkhand). Here there is no amount at all — a court decides, both the driver and the owner are charged, and a repeat permit offence carries a minimum three-month sentence. The same document shows a Police Constable as the compounding authority for about 95 of 104 offences, the lowest rank floor of any state we have examined and the exact opposite of Bengal. Its money is from 2016 and stale, it is still sitting on a government server, and we say so.
ReadFive states in, every page had a hole — Haryana told us who may issue a challan but never what it costs, Jharkhand the reverse. Bengal prints both halves in one notification. Schedule I names who may compound, and for oversized vehicles under section 182B that is the Director of Transport alone, one officer for the whole state. Schedule II runs to twenty-six rows and six columns, because Bengal is the only state that prints the section you broke and the section you are charged under separately — which makes a challan testable on its face. We reproduce both schedules. Then overloading, which is deliberately left out: it runs on its own notification that suspends the permit on a second offence and cancels it on a third, with the registration suspended behind it. Also: a ₹10,000 figure where Jharkhand charges ₹1,000, three rows where a licence disqualification rides along with the payment, a rule 349 that may crack our five-state pattern, and a police page still quoting superseded notifications.
ReadA District Transport Officer in Patna wrote that traffic challans could not be taken up at a National Lok Adalat. Somebody took that letter to the High Court — and fourteen months later the State had notified a scheme letting old e-challans be closed at fifty per cent, with the Chief Justice directing where the counters should stand and that no money be taken in cash. This page traces the whole sequence from Rani @ Rani Tiwari v. State of Bihar to Notification No. 3261 of 30 April 2026, sets out exactly which offences the scheme covers — and the one it leaves out, which is overloading, the most expensive offence in the Act. Also: why the Lok Adalat did not reduce anything, a correction to our own earlier pages, section 200 missing for the fifth state running, and the Supreme Court order pulling from the other end.
ReadThree state pages in we had to keep telling readers the amounts could not be printed, because the document fixing them was unreachable or a photograph. Jharkhand broke that. Its Transport Department memo Pari. Ayu.-192/2016 carries a five-column schedule — section, offence, penalty before 1 September 2019, penalty after, and the compounding fee — and we reproduce all twenty-five rows. Then the harder half: section 185 and a dozen others are not in it at all, section 194A has an empty compounding cell, and a second speeding offence carries a licence impoundment instead of a sum. Also here: three rows whose penalty columns appear transposed, the three-month deferral of September 2019, the state rules of 2001 that will not open, a Delhi address printed on the state enforcement page, and the Supreme Court order of 28 September 2026 that turns an unpaid challan into a blocked registration.
ReadAcross three state pages we kept asking the same question — who is actually allowed to stop you and write this — and Haryana is the first state that answers it. Rule 225 of its 1993 rules, substituted in 2021, appoints seventeen categories of officer and lists the sections each may challan under. We reproduce the whole schedule. The police floor is an ASI, their list is shorter than the transport list, and overloading under section 194 does not appear against the police at all — it is transport department work. Two provisos matter: five officers cannot touch private buses, and police powers widen outside municipal limits. Section 200 is missing from the enabling provisions for the third state running, so the amounts come from a notification we could not find — and we say so rather than copying a rate list.
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Open the directoryIt reaches the advocates on the directory together and whoever is free takes it up. Asking is free, your number stays hidden until one of them accepts, and nothing is payable in advance for work we do ourselves.
Two doors, both free. Clients search a factual directory of enrolled advocates. Advocates apply to be listed on it — no fee, no commission, nothing paid in either direction.
Search Bar Council enrolled advocates by what your matter is about, by court, or by city. Searching and sending a request are both free.
Enrolled advocates anywhere in India can apply to be listed. Your entry is published only after we verify your enrolment number with your State Bar Council.
Would rather not pick anybody? Tell us the matter instead — one form goes to every advocate at once, and the first to take it up calls you.
This directory carries no ratings, no reviews, no rankings and no fees — only the factual particulars the Bar Council of India permits, published at each advocate's own request. Browse the network · Terms for Advocates