The Ministry of Transport is crafting a new financing framework to support the reconstruction of regional airports over the period from 2025 to 2030. Independent sources familiar with the ministry’s plans indicate that aviation hubs may be categorized into two groups, each with its own financing approach and timetable. This segmentation aims to tailor funding to the size of the airport and its role in the national air transport system, with the overarching goal of improving safety, reliability, and regional connectivity while protecting budgetary resources.
For the first group, which comprises smaller airports, the plan envisions a dedicated fund that will be replenished through charges assessed to service providers. The fund would be supported by the Federal Air Transport Agency, known as the State Air Traffic Management Corporation, which oversees air navigation services in the country. Projections from multiple insiders suggest that the fund could attract about 10 billion rubles annually. The money would be generated by introducing a new fee within the ATM Civil Code or by revising the current air navigation tariff charged to airlines. A representative noted that ultimately the costs of modernization would bear down on passengers through ticket price adjustments, with estimates suggesting an increase of up to 50 rubles per passenger in some scenarios. The rationale is that distributing reconstruction costs across the user base will spread the financial burden more evenly while preserving the viability of small regional airports.
A second internal source confirms that the decision on the fund is not set in stone yet but stresses that the broader financing model will also include revenue from ATM Group fees. This element would complement the fund by providing ongoing support tied to the operations of air navigation services as the system undergoes modernization. The approach aims to align incentives for continued safety improvements, efficiency gains, and predictable funding streams as traffic patterns evolve in regional corridors, with explicit attention to regional accessibility and economic development goals.
The second group comprises larger airports that are currently managed by private investors. A RBC source familiar with the process indicates that the Federal Air Transport Agency has drawn up a list of about 28 airports that fall into this category and could be the focus of a public-private partnership plan. Under the proposed structure, part of the funding would come from free capital grants provided by the federal or regional budgets. One official suggested a model where the capital grant would cover roughly sixty percent of total project costs while the remainder would be financed by the private investor using loan funds. Additional costs would be offset through a combination of higher airport fees charged to airlines and revenues from commercial space rental, along with parking operations in terminal areas. This blended funding strategy is intended to accelerate upgrades, improve terminal facilities, and enhance operational efficiency without overwhelming any single stakeholder. The balance between public contribution and private financing reflects a careful assessment of risk, repayment horizons, and the anticipated economic impact on regional air travel. It also implies a phased implementation plan that can adapt to shifts in aviation demand and budgetary conditions over the coming years. The evolving proposal continues to be refined by the ministry and the agency, with ongoing consultations aimed at ensuring transparency and stakeholder alignment across the aviation ecosystem. A note worth highlighting is that the broader policy discussion remains active among authorities, airline representatives, and regional authorities as they evaluate the best mechanisms to deliver resilient infrastructure for regional mobility and economic growth.