home For a beginner Profession logistics. A day in hell, or grain logistics through the eyes of a logistician Where to get training

Profession logistics. A day in hell, or grain logistics through the eyes of a logistician Where to get training

Advantages

100% pricing transparency, which is important for managers and owners
Maintaining a stable shipper-carrier/forwarder relationship

The possibility of medium-term planning, planning for the next week, there is time for "manoeuvre". The carrier in the CIS lives within the framework of monthly/weekly planning.

Assistant for logistics

Automated independent carrier selection based on financial performance, no subjective approach

Use of communication channels: -,

Ability to work/control from any device: PC, tablet, smartphone

Single carrier database

Fixing the selection process

Various types of reporting

Office for transport logistics.

How transport logistics works in an FMCG company. There is an established base of carriers/forwarders. This is about 10-15 companies, where more, where less - depends on the cargo turnover of the company. Carriers have evolved, stable relations have been established with them. The choice of the carrier is the prerogative of the Logist. Routes are generated manually or automatically.

But today we will not consider route formation technologies, we will talk about the formation of the cost of the route, the algorithm and transparency of the process.

The main channels for the delivery of goods for an FMCG company are wholesale and distribution. Both channels provide goods to the customer, but are characterized by different properties.

Example.

distribution channel. Provide delivery of goods to outlets of various categories. The routes are relatively short. A large number of unloading points, there can be up to 30 units. Transport your own or rent. Permanent drivers are desirable, because the goods “need to know”, to be on good terms with the receivers at the points, to be well versed in the delivery region. The price of the route is formed by fuel consumption, salary costs, repairs and maintenance. The cost of delivery usually depends on a correctly constructed route and how accurately it is executed by the driver. On the domestic market, there are many TMS systems that specialize in solving this problem. Now there are both independent programs that are purchased by the user and hosted on their own hardware, as well as cloud-based on-line solutions.

The second channel is wholesale - and we will dwell on it in more detail. What is characteristic of this channel: a large volume of one-time shipped goods, as a rule, a multiple of the volume of the truck, simple routes, a small number of unloading points, up to 5.

At the dawn of the formation of the Ukrainian road transport market, the cost of delivery, regardless of direction, was determined by a simple arithmetic operation: the distance between objects in km was multiplied by the cost of 1 km. The economy of Ukraine developed and directions gradually began to appear where carriers traveled more willingly, i.е. you could always find a car, much less willingly, it was more difficult to find a car, and where you didn’t want to go at all, you had to almost persuade and increase the standard cost of the route in order to hire transport. Over time, the concept of a “logistics center” entered the business, a place where production, trading capacities, entry-exit points of goods are concentrated. Now these are all million-plus cities. In the first place, of course, Kiev, then Odessa, the main sea gate, Lviv, a window to Europe, Kharkov, where the main traffic between Ukraine and Russia passes, Dnepropetrovsk.

This situation prompted a different system for determining the cost, namely the cost of the route-direction. Pricing has become more variable and less transparent. Only the logistician controlled the situation much cheaper, much more expensive, and most importantly, by how much.

The tender system for determining carriers is becoming more common. Especially after 2008, when suddenly there were more cars than the market demanded, and shippers had more choice, and carriers became more accommodating. The direction was fixed for a quarter, six months, a year, i.e. for long periods. The system is more or less transparent. The cost was determined, the management agreed - let's go. The shipper plans the budget, the carrier receives a firm schedule and guarantees that the trucks are loaded, everyone is happy.

But the market is the market. Players appear and disappear. The cost of the main components of the price of the route changes, and no one has canceled the seasonality. Maintaining an optimal level of transport costs requires a faster response to changes. But what can be done in Excel can be done in a more convenient way. There is an offer to conduct auctions on special sites in on-line mode. This makes it possible to hold auctions not just more often than once a quarter, but daily and for each flight.

The situation is simpler for companies where flights can be looped. But what should companies do with predominantly radial routes, when there is only one shipping point and dozens of delivery points, and there is nothing to carry back, except once a month or two returnable containers?

Our company also did not miss the on-line offer and introduced a system of daily trading. What did we get? Euphoria from falling prices! …in the first month. Prior to the introduction of on-line technologies, all routes in our company were also closed on a tender basis. But since the process of holding a tender was quite laborious. The tendering tools were Excel spreadsheets, e-mail, telephone. Our logisticians held tenders on average once a quarter and our carriers did not change as often as in the daily version. For many, the Biosphere schedule was the basis for further work, they knew for sure that on such and such a day it was necessary to deliver such and such a number of machines of the specified volume. And for the first month, regular carriers fought virtually for flights. Prices fell by an average of more than 12%! The losers sorted things out by phone, the locals came to the office. What, who, why, how much? A month later, the excitement subsided. Carriers began to realize that the car, reserved specifically for us, may not go anywhere, and the next load may, accordingly, fail. Gradually, the vector of their attention began to shift towards more stable clients than the Biosphere Corporation. And our service began to experience a lack of transport, which was not the case before. In the second month, the savings amounted to about 5%. This was alarming. The lack of transport from regular carriers forced to increase the number of companies with which the contract was concluded. Previously, we were served by 18 companies, now there are more than 50. In the third month, the savings were about 2% and a whole bunch of additional work that was not there before. Logisticians used to go home at a maximum of 7 pm, now they work until 9 pm. We had to increase the staff of forwarders, because. permanent drivers disappeared, who over the years of work have studied the goods, our customers, and on a “voluntary basis” completely forwarded our goods. For some flights, we refused to bid, because. began to receive a rate increase. The savings have become illusory. It would seem that the wonderful idea of saving money turned to us in a slightly different direction.

An understanding came: the idea is good, but it needs to be changed. If the tool we use does not work out the issue 100%. And since we are already making changes, it means that the tool that will replace the existing one should facilitate the work of the logistician as much as possible, while leaving it completely transparent and understandable for business owners.

The solution is called Logist Office.

“Somehow a traffic police officer stops me. I ask: “Did I break something?” - “No”. - “Then what's the matter?” - “Yes, it just became interesting that a woman was driving a truck!” - Oksana Butramenko, a resident of Mogilev, often encounters such situations, especially on Belarusian roads. Indeed, to see a woman driving a heavy truck is a curiosity for us. We talked with Oksana and found out why a trucker is not a romantic profession at all, how a woman manages to take care of herself, spending a day on the road, and how much she earns with international transportation.

We didn't manage to meet the trucker in Mogilev - she is rarely at home. We intercepted Oksana in Kolyadichi, not far from the customs point. We talk with her, as they say, on the go - the Belarusian woman is in a hurry to take the cargo to Germany. While Oksana cheerfully undergoes a medical examination and draws up documents, almost all the male truckers who also set off on the road have time to chat with her - everyone knows the Mogilev woman here. Moreover, it is impossible not to pay attention to a prominent and slender brunette on a noisy and overcrowded platform.

Non-trivial professions have fascinated women since the 90s. I wanted to become a conductor - they didn’t take it, a stewardess - it didn’t work out with foreign languages. After marriage, she took care of children, and later worked as a trolleybus driver in Mogilev. But the real problems began with the arrival in international transportation - they were connected with the family.
- My husband works as a truck driver. I waited for him at home for three years, it was very difficult: it seems that I am married, but not with my husband. I'm tired of it, I set an ultimatum: either you quit your job, or a divorce. But he didn't want either of those. Then she said: “I will teach you to wait and catch up!” - Oksana recalls with a smile. - While my husband was on a flight, I received category C, then E. Arrives - I say: “Either we work together, or we get divorced, or you sit at home.” He said that no one would hire a woman for such a job.

In 2013, a citizen of Mogilev began to study vacancies on the Internet. I stumbled upon one Latvian company, contacted, requested a resume. It was then that the husband realized that she was not joking.
It was autumn, it was raining. My husband puts me on a motorcycle, we go to Minsk to the Belarusian office of the transport company Jenty. The director with a smile invites me into the office. He asks cautiously if I'm sure. I told him my story, he realized that the mood was decisive, and gave hope: “Well, let's try! Let's see what comes of it." And, as you can see, it worked out, I’ve been spinning the steering wheel of a heavy truck for two years already, ”says the trucker.

Husband Edward and Oksana began to work in pairs. The whole team was surprised, everyone thought that the woman could not stand it. The first year was especially hard for her. It happened that in Kazakhstan it skidded in the sands, and in the Urals it was covered with snow - it spent the night in a ditch. But she didn't give up. Remembering that time, she says that she was afraid to draw up documents incorrectly, but otherwise she was happy: perhaps her dream came true - to get a rare profession for a woman.

Initially, there were omissions with my husband: he is the driver and I. Even a passenger car is different for everyone. Here, too, there was a war because of this, they say, you don’t hold the steering wheel like that, you accelerate early / late, - the resident of Mogilev recalls.
The male truck drivers were at first astounded to see the huge wagon being driven by a frail woman.

It was creepy! Oksana laughs. - You go and hear that they are talking on the radio, you ask for the path - silence ... My husband and I start joking, they say, guys, the money has run out on the radio ?! Men could not get used to it for a very long time: you go out at the parking lot - everyone is staring, wide-eyed. They asked me how I got to this point. I laughed it off, they say, it's better to work on the track than to stand on the track. Many were indignant, they said that a woman should be a woman: a family, a house, pots ... I think everyone should do what they love, and I have already raised children: my eldest son and daughter are 25 and 24 years old, the youngest is 17. At first, she was upset that I am not at home for a long time, I missed her very much, and now I cannot catch her even on vacation!

For two years, Oksana managed to visit Hungary, the Czech Republic, Austria, Belgium, Poland and Germany, traveled almost half of Russia, from Smolensk to the Urals. For observers, the profession of a truck driver is too romanticized, but the Mogilev resident immediately discards this:

What kind of romance, in what? That you visit many countries? But you still can't see them! Perhaps, when there were no autobahns before, drivers drove through cities and villages, admired, observed. Now it's a full track. Loading and unloading always takes place in working areas. If you have time (you are standing for nine hours somewhere in Europe), you will quickly jump out somewhere into the city, gallop through the shops, and the rest of the time is spent sleeping and putting yourself in order. And so ... This is your job. Before, my mother told me, they say, what do you get tired of? You sit in your chair, spit in the window, look out the window. And the fact that the machine itself weighs 20 tons, plus the same amount of cargo? There are enough fools on the road, you are in constant tension. The road is a thing that can never be trusted. Emotionally, it's always hard. It becomes easier when you arrive after the flight, park the car, exhale and say: “Thank God that everything turned out well.” There is no romance here.

Nevertheless, Oksana admits that she never regretted her choice. Anything happened. I got tired and suffered, but when I imagined another job, I felt uneasy.

The most difficult and dangerous time for a trucker is winter. The roads are very slippery, especially in Russia. Our heroine says that her colleagues crashed cars in severe weather, cars were covered with snow up to the headlights, sometimes the cargo did not reach its destination. By the way, and earnings at this time of the year are the lowest.

It happened that they froze, stood for days on snow-covered roadsides. But luck smiled at us: there was always some type of machine nearby where we could warm ourselves. We all understand and support each other. In general, you can live in a truck for a week and a half. The supply of fuel, water and food is always enough. But if the stove “died”, you have to save yourself from the neighbors, says Oksana.

On the full hygiene and nutrition is sometimes only a dream.
- It happens that in a month you will drop by home for nine hours, less often - for a day, if you are very lucky. We mostly live in the car: it is both our home and our work. Getting yourself in order can be extremely difficult. In Europe, for example, there are toilets with cold and hot water everywhere, they are clean and tidy. The shower is a very big problem, especially in Russia, so I have a basin in the cabin. It often happens that on the way to the parking lot there is only a male shower, then I say to the men in line: “Guys, there are a lot of you, but I am alone! Waiting for me to come out!" In the summer I take a lot of water with me, put it outside - an hour or two, it warms up, put on a bathing suit and wash myself. From cosmetics I take creams, and so basically without makeup - there is no time. Many men also use creams or olive oil - the skin is always dry. There are no problems with toilets in Europe: there are parking lots every 20 minutes. And in Russia - even more so: the country is big, nature, let's say, allows! The main thing is that the roadside is clean and tidy, Oksana laughs.

In general, the cabin has enough everything for comfortable movement: there are two sleeping bags, reminiscent of those in reserved seat and compartment cars, and a TV, and compartments for documents and things. The trucker has no problems with food. In the cabin, the woman has a built-in refrigerator, a frying pan, under the sleeping bag there is a stove for cooking and a small kettle.

As a rule, we cook soups on the stove, otherwise we buy everything. You have to cook in Russia, European dinners are much cheaper: in a Polish canteen, for example, with our 50 thousand I get food for a week, - says our heroine.

Another problem is sleep. Due to hard work, Oksana cannot sleep for more than four hours on vacation. It happened that a woman did not close her eyes for four days.

How are we coping? Lie down for an hour, take a nap, drink coffee and go on. Once I was half asleep from Russia to Europe, but I don’t remember how. Slept on the go, went on autopilot. It was necessary to stop by the parking lot - I drove through it, because the brain almost did not work. I only saw the road, what was happening on it, but then I didn’t remember anything. I rushed to be in time for unloading, - the resident of Mogilev recalls.

Oksana notes that she is more nimble with her work than men. This is especially true for paperwork. Otherwise, colleagues do not let her forget that she is a woman: they often help her unload and load goods. There is no need to repair the car as such - Oksana has a new car. If suddenly there was some minor breakdown, comrades will always help. In terms of driving, according to the trucker, men and women are absolutely equal.

Summing up the results of her two-year work, Oksana speaks of her only positively:
- With the advent of transportation, I have another family: the authorities are like parents for us, colleagues are like brothers. Last year, for example, I celebrated my birthday at work. I forgot that I have a holiday, but the guys are great: chipped in money, laid a chic table, bought a gift, flowers. Long distance gave me more confidence. At first I was afraid that it would not work out, but still I achieved what I wanted.

The situation in Ukrainian grain logistics can be most vividly described by one professional anecdote:

The king, the businessman and the logistician went to hell. The devil comes out and says: "You have the right to one call, but you will have to pay for it."

The king was given the first call. He asks how things are in the kingdom, in the family. They answer him that everything is fine, hangs up. The devil says: "You make $100,000 for a call." The king thought to die anyway, paid the price.

The businessman called, asked how things were in the family, in the company, how the projects were, he found out that everything was fine. He hung up. The devil says to him: "You make a million dollars." The businessman paid.

The logistician calls: “How is it in the port? Is the ship up? Unload? Rolling stock filed? Not? How are the tires on the cars? Solar oil in the tank? etc. Begins to resolve issues ... 3 hours pass, all issues are settled, hangs up. The devil says to him: "Your $10.50."

King with a businessman: “How? Why? We talked for a minute, they took that kind of money from us, and he talked for 3 hours, he charged 10.50 ????” The devil replies, “He had a call from hell to hell. Billed as local.

Speaking seriously, the most relevant thing in logistics today is endurance. You need to be able to resolve all emerging issues with iron calmness, and with the least loss in cost and time to deliver goods to the right place.

The hot region, both literally and figuratively for logisticians today is the East of Ukraine, the ATO zone. One of the major grain regions remained cut off from normal communications. He lives on his own. On the railways, the management is constantly changing, the rolling stock is delivered at the wrong time, or not at all. Trucking is possible only on detour roads, but the tariffs are 3 times higher due to the risk of looting. Thus, the prices for grain in the eastern region have been reduced by 4 times, there is no demand for it, it is not exported to the ports in full.

Due to the faltering economy of Ukraine, all government spending is declining at the speed of light, and government services are growing in the opposite direction. What I mean? I will try to explain using the example of the delivery of goods by rail. In order to transport grain by rail, you need to send wagons, pay a railway tariff for the goods, which increased 3 times a year. As a result, the shipping cost is higher than we would like. At the same time, Ukrzaliznytsia does not make any special efforts to improve the conditions of transportation.

In particular, not all sections of the railway have the ability to move trains using electric locomotives. We have to use locomotives. They work on diesel fuel, which they save on the railroad, issuing according to a strict schedule - one tank car per month for one railway section. In practice, this is enough for a maximum of a week. As a result, the wagons stand for 7 days instead of 3, waiting for the train required for shipment to be formed.

If the grain is shipped in small batches from an elevator located near some remote station, then even more has to be expected. It's good if 20 wagons pass here in a month. There is nothing to dream about a full-fledged composition of 54!

In the meantime, the grain is in the wagons, the exporter receives broken contracts and "loses face" in front of a potential importer.

The next problematic issue of the logistician is the quality of the grain. The scourge of grain companies is ragweed. Contracts exclude its presence in grain. You can get rid of ragweed by cleaning the grain at the elevator or already at the grain port terminal. Sometimes this leads to losses, both in quantity and quality of goods, as it increases the amount of combat. Although without a side job, such grain cannot be exported at all. It has to be sold on the domestic market by processing enterprises.

These are the realities of our agricultural logistics. Problems come one after another, and logisticians, together with the Ukrainian Grain Association, are trying to solve them, thereby simplifying the processes of documenting cargo, sending and receiving at ports.

Logistics is a big business, which involves many diversified companies - transport, information, production ... The position of a logistician in any of these companies is in demand and at the same time responsible.

A logistician is a specialist who organizes and coordinates the delivery of goods from production to points of sale. A good specialist always has several options for cargo delivery and knows how to ensure that the goods reach the consumer in a timely manner and at minimal cost.

There are a lot of specializations among logisticians: buyers, transport logisticians, foreign trade specialists, warehouse managers and many narrow

Robots and modern logistics. One of the leaders in the automation of warehouse work is a trading company and at the same time the largest online store Amazon. In 2018, they implemented more than a hundred robot loaders in warehouses, increasing work efficiency by 22%. What a human can do in one hour, a robot can do in 15 minutes.

Amazon continues its research, and perhaps in the near future, US residents will see unmanned trucks delivering goods to various parts of America.

Places of work

The position of a logistician is in demand primarily in companies engaged in cargo transportation. In addition, any manufacturing company needs logisticians, from industrial enterprises to agricultural firms, since manufactured products must be delivered to customers.

History of the profession

“Logistics” is an ancient Greek concept, meaning literally “calculation, reflection”. Both in ancient Greece and later in the Byzantine Empire, logistics was a way of organizing army supplies. And since wars in those days happened everywhere, the science of transporting weapons was in great demand. Gradually, from a method of providing troops, logistics moved "to a civilian position", and the duties of a modern logistics manager began to be performed by merchants and trading companies expanding their trade beyond the borders of their native city.

Responsibilities of a logistician

The main job responsibilities of a logistician are as follows:

Organization and coordination of cargo transportation.
Drawing up routes for the transportation of goods.
Inventory and order management;
Document management (usually in 1C), control of contracts and invoices from contractors, reporting.
Reception and control of vehicles.
Driver coordination.
Monitoring and analysis of logistics costs.

Also, the list of what a logistician does may include the following additional functions:

Formation of commodity reports, analysis of receivables and payables for accounting.
Distribution of goods in the warehouse (accounting for the availability of storage spaces).
Interaction with representatives of importing companies.
Notifying the heads of partner companies about changes in prices and working conditions.
Activities in the field of foreign economic activity.

logistics requirements

Mandatory requirements for logistics:

Higher education.
Computer skills, knowledge of office programs and 1C.
Basic knowledge of document management.
Knowledge of transport laws.
Work experience in the specialty or related fields.

In addition to what a logistician must know, employers often put forward additional requirements:

Citizenship of the Russian Federation.
Fluency in a foreign language (usually English, sometimes German or French).
Experience in foreign trade:
- knowledge of the regulatory framework for foreign economic activity, legislation in the field of international transportation;
- experience with customs;
- experience with international carriers (railway, sea, air).
Knowledge of inventory management and stock control systems.

In addition, employers often pay attention to the age of the applicant - usually it is indicated in the range of 23-35 years.

Logistician resume sample

How to become a logistician

Basic knowledge and skills of a logistician can be mastered by obtaining a higher economic education. But more often than not, this is only enough to get a job as an assistant logistics manager and do small things.

Specialists receive the main experience in the process of work, because. in cargo transportation, the situation, prices, terms are changing very quickly. Information quickly becomes outdated and this requires constant self-education and participation in the organization of transportation. It takes about 2 years to understand the market at a good level and find a well-paid job in logistics.

Logistics salary

As in any other industry, the salary of a logistician depends on the region of residence and the specifics of the company, as well as on the qualifications of the specialist himself. The offer of payment in the labor market ranges from 30,000 to 100,000 rubles per month. The average salary of a logistician is approximately 44,000 rubles per month.

Where to get training

In addition to higher education, there are a number of short-term studies on the market lasting, as a rule, from a week to a year.

Interregional Academy of the construction and industrial complex and its courses of the direction "".

The Institute of Vocational Education "IPO" invites you to take distance courses in the direction "" (there are options 256, 512 and 1024 academic hours) with a diploma or a state-issued certificate. We have trained over 8000 graduates from almost 200 cities. You can study externally, get an interest-free installment plan.

Last year I managed to visit the Finnish truck festival called "Power Truck Show" in the town of Härmä, if anyone is not aware of the truck festival, this is when many truckers gather in one place who drink beer and find out whose truck is more beautiful.

The most famous are the Dutch TruckstarFestival and the Swedish NordicTrophy, smaller festivals take place in the summer all over Europe, almost every week. These events are very popular in Europe, it should be noted that only the arrival (and departure) of trucks to the festival venue gathers hundreds of fans who stand along the route with photos and video cameras, take pictures and post them on Youtube.

I had one day in Kharma, so I didn’t catch this part of the festival, but you can appreciate the atmosphere at least from this video from TruckstarFestival - everyone is driving very beautifully, honking and roaring their engines, releasing spectacular jets of smoke on the cameras of satisfied spectators.

Departure, on the day of completion, looks about the same - YouTube is full of such videos from different years and from different places.

I arrived at Power Park when everyone was already there.

That summer, Volvo actively promoted the new FH model - remember the video with Van Dam doing the splits on moving trucks? They brought to the festival the American "truck driver" Lisa Callie, the star of the documentary series Ice Truckers, this citizen

There was a queue for the trailer in which she communicated with fans, like at an autograph session of some world-class rock star. I decided to leave Lisa for later, and went to see the participants' trucks - I immediately got into a timber truck, just on the basis of the new Volvo FH.

Scorpion - very beautiful, with many small elements that complement the image, you must admit, the manipulator at the back, somewhat reminiscent of a scorpion's tail

Top Scania R730, V-8 engine, 730 horsepower and a lot of money for looks.

Cheerful Sisu, in Finnish Sisu means fortitude and a kind of Finnish prowess, but then the owner decided to paint the truck based on the fairy tale about Little Red Riding Hood

Here the attentive reader will notice that already in two of the three photographs there are strangers in the frame, I have to admit - yes! they are there and will still come across, there were a lot of people, and it is almost impossible to catch the angle without spectators - I gave up after 30 minutes.

Truck owners set up tables and have a nice time with friends and colleagues.

Sinister black Scania, even the bibendums are black.

"Coyote Ugly"

Many cars are designed based on popular films - "Top Gun"

"Gone in 60 seconds", in my opinion, Travolta does not look like himself here at all ..

Slovaks, Martin Pacos

Martin has a fleet of 40 cars, each with an individual design, show trucks constantly participate in festivals

Here you can buy some "beauty" for your truck

And myself....

It should be noted that the Finns are very fond of everything "maximally" American - hot rod

In Finland, there are restrictions on the distance from the hood to the saddle of the tractor, so the "Americans" were from Norway

The trailer was equipped with a stage for musicians

Lots of cowboys

Very

I really wanted to see "Tiger" from Juha Ristimaa live (there will be a separate story about Juha and his trucks), "Tiger" was busy holding a beauty contest, handbags were lying around it and standing next to it, which is no longer surprising, a tired Finnish cowboy