Russian shipyards will be eligible for state subsidies to build vessels according to standardized designs.

The Ministry of Industry and Trade of Russia and the scientific expert group of the Maritime Committee have approved a concept that will revise the rules for state financial support in the civilian shipbuilding industry. Two new subsidy programs are planned—one targeting shipyards and another aimed at equipment manufacturers—with funding restricted exclusively to entities constructing ships using standardized vessel designs.

Currently, the main state support instruments in this sector include preferential leasing programs and an investment quota system (commonly known as “ships for fishing quotas”). Under the investment quota framework, shipowners receive rights to exploit aquatic biological resources in exchange for building vessels at Russian shipyards. In addition, there are state interest rate subsidies for loans to shipyards and shipowners, research and development support for design institutions and equipment suppliers, and subsidies for decommissioning and scrapping vessels.

Russian experts point out that the necessity for reform has become particularly evident following the conclusion of the first round of the “ships for fishing quotas” policy. During that period, over 110 vessels were built based on 25 customized designs, which prevented mass production and significantly increased construction costs. This new concept for standardization aims to abandon that model.

The concept proposes establishing two lists: one listing standardized ship projects with mature technical designs, and another listing auxiliary equipment for ships—including both domestically produced components and key imported items. Only shipyards and equipment manufacturers utilizing standardized designs and listed equipment from these two catalogs will qualify for state support.

Two new support measures are planned, with implementation scheduled for 2027.

The first subsidy targets civilian vessel construction: it may cover up to 20% of the difference between the contract price and actual construction cost incurred by the shipyard.

The second subsidy is designed for auxiliary equipment manufacturers: it compensates for revenue losses resulting from discounts provided to shipyards. The initial proposal set a cap of 20% of the equipment’s sales value, but discussions are underway to raise this limit to 50%. To receive the subsidy, equipment manufacturers must sign a three-year agreement with the Ministry of Industry and Trade, locking in discount levels and projected sales volumes for complete equipment packages.

Federal budget funds are allocated to cover expenses related to civilian inland waterway vessel construction (i.e., shipyard subsidies): 4.4 billion rubles in 2026, 5.3 billion rubles in 2027, and 4.5 billion rubles in 2028.

Vladislav Bukin, editor-in-chief of MediaPaluba, emphasized that when compiling the list of standardized projects, due consideration should be given to each shipyard’s specialization, production capacity, practical experience, and existing tooling and equipment. Design bureaus should adopt the same logic in their planning. However, the specific criteria for selecting projects for the list remain unclear at present.

Dmitry Baranov, chief expert at Finam Management investment company, noted that tying state subsidies to standardized designs could enhance large-scale production, reduce design costs, and shorten construction timelines. On the other hand, risks exist: administrative procedures may become overly complex, and non-standardized or customized projects might lose access to state support. In his view, the optimal solution would be to establish a flexible mechanism—offering basic subsidies for bulk vessels while maintaining separate support tools for research prototypes and special-purpose vessels.

Original article: toutiao.com/article/1872374150289412/

Disclaimer: The views expressed in this article are those of the author(s) alone.