Highways (Financing) Bill (Second sitting)

Debate between Olly Glover and Jim Dickson

Committee stage
Thursday 29th October 2026 Public Bill Committees

[Jim Dickson]

Q I am a very strong supporter of the Bill, because it enables major projects such as the lower Thames crossing to be funded, but the tolling issue is important. We cannot talk about individual toll levels, but we can talk about mechanisms by which reasonable—hopefully affordable—tolls will be set for both industry and individual motorists. Could the Minister enlarge a bit on how the ORR, with the legislation designed and passed by Parliament, will ensure that tolls fit the definition of “affordable” as far as possible?

Justin Madders: I understand why you ask that question. The Bill sets the framework for the RAB model, and that will establish the independent regulator. Its remit is clear, and it is there in the first few clauses of the Bill: to take account of the interests of road users. There will be fair pricing, transparency and long-term sustainability as a result of that. You will also be aware that there will be a stakeholder group in which users will have the opportunity to feed in. We have a pretty robust set of reassurances that I hope will satisfy you and your constituents.

[Olly Glover]

Q A witness said that one of my questions was best aimed at Government, so it would be churlish of me not to avail myself of the opportunity to ask it to you, Minister. What metrics should the Government use to determine whether alternative financing arrangements deliver better value for money for road infrastructure projects than direct Treasury funding? How are the Government thinking about that question?

Justin Madders: First, as it made clear, the Treasury will not fund the totality of the project, so we have to look at other models. There are different views about how that would work. If we want to compare it to the private finance initiative, which has been the major funding source for a number of crossings in recent years, costs under the RAB model tend to be lower.

Clearly, we have an independent regulator that will, as I have explained and you have heard in evidence, be able to limit cost recovery, to make sure it is economic and efficient. There will be regular requirements set out to review that under the licence. Ultimately, the Government will not be left, as they would be under PFI, with repaying a debt over many years. That might be off the balance sheet, but it still ends up coming to the taxpayer.

Highways (Financing) Bill (First sitting)

Debate between Olly Glover and Jim Dickson

Thursday 29th October 2026 Public Bill Committees

[Olly Glover]

Let me make a brief comment. On your point about some of the things that are dependent on the Bill, such as the licence, not yet being specified, we had a similar debate during the passage of the Railways Bill through the Commons. I think the Government ultimately decided to at least start publishing some of those things alongside it, so I hope the Minister might give some thought to that.

[Jim Dickson (Dartford) (Lab)]

Q It is a pleasure to serve under your chairship, Ms Lewell. Thank you to both of our witnesses for being here. You will not be surprised to know that, as the Member of Parliament for Dartford, I have residents who are hugely inconvenienced by the overcapacity of the current Dartford crossing every day and who really welcome the plans, which have been advanced very well under this Government, to build the lower Thames crossing.

One concern for them is that there might be perverse incentives via the tolling to use one crossing rather than another. Do you have views about how we could make sure that does not happen and what the ORR would need to do in negotiation with the licence holder? Do you have any views about local resident discount schemes, including how well they have worked elsewhere and whether they should be a necessary part of any future arrangement, although that may not be in the Bill?

Edmund King: Those are all relevant questions, even down to the time that the toll applies—is it 24 hours a day or 6 am to 10 pm, as it is currently? Are motorcycles free? What is the resident discount? Could there be a resident discount? We believe that there should be, because frequent users, such as those who live on one side of the crossing and work on the other, are already paying motoring tax in other ways, but is this a tax on jobs? Those issues are vital. It is also vital to get the support of local people, whether they be businesses or drivers. Giving those concessions would help win that support, particularly when we know that the construction period will cause a lot of congestion and adverse effects. Those are all valid points.

Steve Gooding: All I would add is that this is one of the challenges with creating an overarching framework in the Bill rather than something specific to the Dartford and lower Thames crossings. I do not doubt that in the Secretary of State’s guidance to the ORR, there will be explicit reference to the need not to create the sort of problems that you envisage and to set toll levels in such a way that manages the traffic flow between the two crossings, but we have not yet seen that.

Planning and Infrastructure Bill (Seventh sitting)

Debate between Olly Glover and Jim Dickson

Committee stage
Wednesday 14th May 2025 Public Bill Committees

[Olly Glover]

It is a pleasure to serve under your chairship, Dr Huq, and thank you for your ongoing generosity to those of us who continue to learn how Bill Committees work.

Lib Dem amendment 122 would require the production of infrastructure delivery plans by local authorities and accompanying funding to meet the requirements of those. I note the comments of other hon. Members about taking into account the administrative burden on local authorities; we need to strike the optimum balance here, but I shall explain why I think infrastructure development plans are of merit and need to be mandated.

For those not familiar with IDPs—to use yet another dreaded acronym—I should say that they are developed during the local plan-making stage and serve as an important part of the evidence base and quality of those local plans. They identify and schedule the infrastructure needs for a community, including social, physical and green infrastructure, all of which are needed in addition to houses for the high quality, well-functioning communities we all wish to see.

The planning policy team at the local authority writes to all infrastructure providers to ask them to identify what infrastructure will be needed to accompany the development that the local plan is proposing. That becomes a list, which is tested through a viability assessment and local plan examination. Once the plan is adopted, and at the point where planning applications are submitted, planning officers will use the IDP to help to secure infrastructure—through direct delivery, financial contributions or indeed a mix of the two. IDPs are therefore an important part of both securing infrastructure and tracking the progress of its delivery.

However, at present IDPs are not compulsory and are not specified in the national planning policy framework or the Government’s planning practice guidance. Local plans are supposed to be reviewed every five years, although many are not, and by extension IDPs may be updated only infrequently. We think Government should compel local authorities to produce infrastructure delivery plans so that communities get the necessary infrastructure to create the well-function communities that we need to transform our country.

[Jim Dickson (Dartford) (Lab)]

It is a pleasure to serve under your chairship, Dr Huq. As we have seen, there are very many amendments to this part of the Bill, which speaks to the fact that it is one of the most important parts of the legislation the Government are moving through. It is absolutely necessary that it should happen, but I want to make a quick point about infrastructure that is pertinent to this amendment.

As the Minister knows, and the Committee may know, I represent Ebbsfleet Garden City in Dartford: a new community that has arisen from no homes in about 2015 to around 5,000 now, and is due to be 15,000 by the middle of the next decade. We have seen with Ebbsfleet Garden City the importance of social and physical infrastructure being built alongside homes. Generally, the corporation there has done a good job in making sure that there are schools, recreation areas, community spaces and medical facilities; the timing has not always been brilliant, and sometimes the growth of the homes has outstripped the provision of infrastructure, but that infrastructure does eventually get delivered.

It is extremely important that the Minister gives an assurance, in line with what the amendment, I know, is seeking to do. I do not know whether the precise format that the amendment suggests is the right way to do it, but it is vital that we see that social and physical infrastructure grow at the same time as the housing.