The Department for Transport (DfT) has issued a call for evidence after the 2026-2027 Highways (Finance) Bill progressed to a Public Bill Committee following a second reading in Parliament last week.

The bill aims to introduce a Regulated Asset Base (RAB) model for road infrastructure, which allows private investors to charge users of their infrastructure projects: helping deliver construction of the Lower Thames Crossing, which is currently expected to cost £10.6bn and would be the first project to be funded using this new proposed model.

First introduced in September by secretary of state for transport, Heidi Alexander, the bill would also modernise toll collection, some of which currently still rests on 18th-century law, to allow barrier-free tolling.

While this model has been used previously to fund projects including the Thames Tideway Tunnel and Sizewell C, ministers did acknowledge that ‘this is the first time it will be used on a road network'.

Under the bill, the Office of Rail and Road (ORR) will act as an ‘independent economic regulator', with a ‘wide range of powers' that include ‘monitoring performance, obtaining information, issuing penalties and, if necessary, taking enforcement action and revoking a licence'.

When presenting the bill, Justin Madders, the minister for roads, argued that there was ‘no disparity between the operation of a privately funded highway and one managed by National Highways' and assured Parliament that ‘the bill means that roads operated under the new licensing regime can be held to the same standards as the rest of the strategic road network'.

He added: ‘Any charges or tolls will be levied under strict conditions set out by the Office of Rail and Road, which will be required to consider the interests of road users. Let me be crystal clear: the Bill is not and will never be national road pricing by the back door, and it is not and will never be a way to charge motorists across the wider network. The provisions in the Bill apply only to roads brought in under the financial and legal framework that we are debating today.'

‘Fundamentally,' minister for local transport Simon Lightwood explained, ‘this Bill is designed so that users make a contribution towards the costs of major infrastructure from which they derive substantial benefits. Toll revenue should meet the efficient costs of constructing, operating and maintaining the infrastructure for which users are being charged. It would not be right to expand this proposition to a form of centrally imposed local taxation.'

Following the second reading of the bill and the defeat of an amendment that would have blocked the bill from being read, it is now planned to progress to a Public Bill Committee, where ministers will have until 24 November 2026 to scrutinise the bill and propose any amendments, after which it can then proceed to report stage and third reading before passing to the House of Lords.

Oral evidence sessions are planned to be held on 29 October, and Parliament has called for those with ‘relevant expertise and experience or a special interest in the Highways (Financing) Bill' to submit written evidence'.

The current deadline for written evidence is 24 November, but Parliament has added that ‘anyone considering submitting written evidence is strongly advised to do so as soon as possible, as the Committee can conclude its considerations earlier than the expected deadline.'

Many concerns were raised over making sure that road users are not ‘held to ransom', as Olly Glover, MP for Didcot and Wantage, put it, with the shadow minister for transport Greg Smith saying that the bill risks ‘highway robbery' and added that ‘we cannot treat drivers like a piggy bank.'

Matt Palmer, Lower Thames Crossing CEO, said: ‘With construction underway and Europe's largest tunnelling machine on order, we're making real progress in building the Lower Thames Crossing.

‘The Bill reaching its Second Reading is another welcome sign of momentum on this vital project that will unlock economic growth and make everyday journeys easier for millions of people by tackling the chronic congestion at Dartford.'

RHA director of policy and public affairs, Declan Pang, added: ‘We are pleased to see the Government taking action to deliver the Lower Thames Crossing. Reliable and resilient road infrastructure is essential for the road haulage and coach industry, supporting the efficient movement of goods and passengers across the country.

‘We will be interested in how the proposals develop and how the new framework operates in practice. Any new approach to financing major road projects must carefully consider the implications for freight operators, alongside the benefits of improved capacity and reduced congestion.'