The Ministry of Transport plans a major adjustment to toll road pricing across the national network, aiming to raise the maximum charge per kilometer for passenger cars from 3 rubles to a range of 5 to 8 rubles, according to Kommersant reports. The move reflects a strategic shift in how tolls are structured as the road system evolves and funding needs grow across the country.
The decision did not emerge out of the blue. It was anticipated about a year ago, and after drafting a revised government document, a new version of the toll schedule for national highways was opened for public discussion. The driving rationale is rooted in rising construction costs, the need to acquire traffic management gear, and the broader set of equipment required to maintain and upgrade the network. The current toll levels, long baselines from 2015, no longer align with today’s price reality. Inflation and ever-higher procurement costs are cited as the core factors behind the proposed rate revisions, and the authorities are weighing the possibility that these adjustments may also compensate for expected inflation in the years ahead, thereby reducing the frequency of future changes. The plan signals a longer horizon in toll pricing, where the rates could remain stable for several years once implemented, minimizing repeated revisions. The discussion is presented as a way to ensure the highway system can attract the necessary investment to stay modern and safe. This context was reported by Kommersant.
On state highways where tolls were introduced after major reconstructions, such as M-1 Belarus, M-4 Don, and M-3 Ukraine, the upper limit would shift from 3 rubles per kilometer to 5 rubles per kilometer. Routes that undergo full modernization, like the central ring road or M-12 Moscow to Kazan, would see the maximum fare rise from 3 rubles to 8 rubles per kilometer. The plan also envisions a similar tariff adjustment for freight and passenger transport, including buses and trucks, reflecting the broad impact of the pricing update across vehicle classes. The goal is to balance road funding with user expectations and traffic patterns while ensuring the network can support ongoing improvements. This framework was outlined in discussions surrounding the draft decision and is covered by reporting from Kommersant.
There are notable examples of where toll pricing has already shifted. For instance, the M-12 highway has experienced a price increase of roughly 30 percent, bringing the toll to about 800 billion rubles. Authorities are exploring extensions of the tolling approach to additional corridors reaching toward the eastern coast, with plans for new routes extending from the Urals to the Black Sea. The broader strategy envisions constructing and integrating new segments to expand connectivity and accessibility across the country, enabling smoother freight flows and travel for residents and visitors alike. This progression is part of the ongoing planning and discussion reported by Kommersant.
Not all toll facilities will be affected by the new rates. The proposal explicitly excludes segments that were built under concessions and closed before 2013. Toll sections of M-11 Neva from kilometer 15 to 58, the northern bypass of Odintsovo, and the western high-speed diameter in St. Petersburg, as well as toll portions in the Pskov region, the toll bridge over the Kama and Bui rivers in Udmurtia, and several other roads without federal significance, are not included in the current rate revision. These exemptions illustrate a nuanced approach to pricing, recognizing existing investment structures and different levels of federal importance. The decision to omit these tolls suggests a careful calibration of policy to avoid disrupting areas already under long-term concessions or those with unique funding arrangements. Kommersant provides coverage of these exemptions as part of the broader conversation.