Katie Freisen Sr Manager Transportation Security Johnson amp Johnson Global Transportation April 3 2012 Agenda Johnson amp Johnson North American Security Evolution Risk Assessment Model ID: 581018
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Slide1
Layers of Risk Define Layers of Security
Katie Freisen
Sr. Manager, Transportation Security
Johnson & Johnson Global Transportation
April 3, 2012Slide2
Agenda
Johnson & Johnson North American Security Evolution
Risk Assessment Model
Attributes
Actions
Key Focus Areas
DDI/DNET
TSA Slide3
GTO Security Evolution 2008 - 2012
YOU ARE HERE!Slide4
Goal of Risk Assessment – to protect the loads that are at risk, with the right layer of security
The Risk Assessment tool was created to model risk based on pre-determined risk criteria, in a scalable fashion:Product (Scheduled Narcotics, PSE, Ingestible, Infuseable, Implantable, Unsterilized FG)
Distance (ie: >500 miles = layover for single driver)Value of the loadFrequency (>1 per month?)
Known Security Risk at origin & destinationPrior incidents on specific laneAll TL lanes in North America are completedImplemented escorts for key Destruct Loads
Ocean, LTL, Air, Parcel assessments in progress
4Slide5
DNET
DNET = 12:01 AM of the RDD – Carrier Quoted Transit Time
Example
OrderHas an RDD of 3/30Has transit time of 6 hours
3/29
3/30
12:01 AM
DNET= 6 PM
Actual Appointment
12:01 AM
12:01 AM
3/27
3/28
Order Drops
“Depart No Earlier Than….Freight at Rest is Freight at Risk”
PROCEED DIRECTLY TO THE DC…...DROP LOADS 24/7 AT ALL J&J DISTRIBUTION CENTERSSlide6
DDI
Johnson & Johnson Cargo Handling Policy and Procedures (highlights)
All loads parked unattended overnight must be secured in a locked, fenced-in, and well lighted lot.
Under no circumstances is an open lot, public street or highway, or truck stop, acceptable for overnight, unattended parking.
Avoid parking in an area dimly lit and hidden from view.
Recommend that drivers
do not stop for the first 200 miles
upon leaving the terminal unless an emergency or has Hours of Service implications.
Drivers are responsible to
lock their tractors
when stopping and not have the motor running in their absence.
If in an emergency, a Johnson & Johnson load is to be dropped, it must be padlocked and the trailer
backed up against a building or another trailer
in such a manner that entry into the trailer is prohibited (restricted). KINGPIN or SUZY locks to be used on the “5
th
Wheel” trailer coupling if trailers are to be dropped.
At the beginning of each day and stop, the
seals and locks on all trailers will be checked for tampering and recorded
as to date and time of check with the driver’s initials next to each entry on the Bill of Lading.Slide7
Security Escorts
Implement “
Depart No Earlier Than”
Process at DCs
Closing gaps from carrier on-site assessments
All lanes, all stops vetted by WWS
Embedded GPS: Active Monitoring by
Logistics Security Provider
(lanes & Rest Stops vetted by
GS
)
Compliance Escorts
Fleet Cutting-edge
Security Equipment
Embedded GPS: Exception Monitoring by
Logistics
Security Provider
Embedded GPS: Theft recovery only by
Logistics Security Provider
Team Drivers
External GPS & monitoring provided by premium security carriers
(including advanced locks and braking systems)
Carrier, driver SOPs tied to contracts
Security Certified Carriers
HIGH
S
E
C
U
R
I
T
Y
LOW
Freight Security Pyramid
Highest Risk Lanes
High Risk Lanes
High Risk (components)
Applies to
All business
groupsSlide8
US Theft H
istory – Industry
* Source Freight Watch International
Consumer cargo theft rose from just over 2% in
2006 to 6% in 2010.
At 5% for 2011, the total number of thefts for the
year was relatively flat, going from 54 thefts in
2010 to 52 thefts in 2011.
Pharmaceutical cargo theft has remained at a steady
% of total cargo theft between 4% and 6% year over year.
2011 saw the first dip in the total number of cargo
theft incidents, declining from 49 in 2010 to 35 in 2011.
Factors for drop:
Hardening of the supply chain
Emergence of faster response times
Education of drivers hauling cargoSlide9
Thank You!
Industry Sharing
&
Questions