Berlin has tabled a legislative shift that will change how Germany pays for its motorways: the federal Autobahn GmbH is to become "limitedly credit‑capable" from 2027 and — from 2028 — receive a direct infrastructure share of the Lkw (truck) toll to service debt and finance works. The plan, set out in a government draft and announced by the Bundestag this week, is intended to speed repairs on bridges and congested sections and will matter for drivers, hauliers, dealers and cross‑border logistics including routes into Austria.
What the bill says
The Bundestag summary published on 3 November 2026 reports that the government has submitted a draft "to change the financing of the infrastructure company for motorways and other federal trunk roads"; the draft is scheduled for a first reading on 6 November 2026. Under the proposal the Autobahn GmbH would be allowed to take on limited market debt and be assigned an "Einnahmekompetenz" (revenue competence) for the infrastructure portion of the Lkw‑maut.
The Federal Ministry of Transport (BMV) says the reform creates a three‑pillar financing model — user charges, federal budget funds and private capital — and calls it a "paradigm change" to give the Autobahn GmbH planning security and speed up projects. The ministry notes the Lkw‑maut currently raises about €4.5 billion annually and that the infrastructure share will be available to the Autobahn GmbH from 2028; limited credit access is intended to start in 2027. The ministry added that ownership remains public and that the federal government retains responsibility for setting the toll.
Industry and cross‑border angles
Logistics trade groups welcome clearer, multi‑year funding paths but warn the draft does not guarantee the federal budget contributions that have underpinned past programmes. The DSLV (German freight association) points out that, as drafted, only roughly one‑third of total toll receipts would flow directly to the Autobahn GmbH and that many components of the Lkw‑maut (for CO₂, air‑pollution and noise) would remain with the federal budget — a structure that could divert user payments into debt service rather than direct additional construction. The DSLV therefore calls for legally binding multi‑year funding commitments from the federal budget to secure long‑term programmes.
