Transport and logistics aspects of the Siberian export-oriented grain market

The ability to participate in export deliveries to regions located at a great distance from the main deep-sea ports and export land routes has led to an expansion of the grain wedge and a fundamental change in the structure of domestic grain markets. The regions of the Siberian Federal District (SFD) actively entered the export-oriented market, becoming not just a participant, but an active member. For five years, grain production in Siberia has been reformatted and adjusted to new requirements: the grain wedge has increased, the quality characteristics of the produced grain have changed. As a result, the surplus of grain in the Siberian Federal District, depending on the year, ranges from 4 to 6 million tons, and the export of grain crops from Siberia increased by 5 times. Providing subsidized quotas for participants in foreign economic activity engaged in the export of grain crops will not solve the problem. It is much broader and should be considered from different angles. As practice has shown, export-oriented production will not be able to develop without interaction with the railway and logistics infrastructure. The increase in export deliveries exposed the problems associated with the transport and logistics infrastructure and rail transport. The expansion of grain exports ran into an outdated and unresponsive bureaucratic structure for transport management. Delivery of products to the places of export shipment to deep-water ports or to the south from the Siberian grain terminals has become a problem that needs to be solved as quickly as possible. The authors of the paper consider several directions for solving this issue: organize joint work of the Siberian Grain Consortium and representatives of foreign economic activity to lobby the interests of Siberian farmers at the government level; achieve a redistribution of funds from the export tariff for maritime transport to the domestic one - for rail transport; change the system for designing freight railway tariffs, based not on the average network, but on the sectional cost of transportation.