GERMANTOWN:

‘FOLLOW IN OUR FOOTSTEPS’

Crew plays key role in lowering injury rates
Spring-Summer 2014

Vol. 4, No. 1 NAVAL SAFETY CENTER ANALYSTS AND TECHNICAL ADVISORS

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Commander, Naval Safety Center RDML Kenneth Norton

Deputy Commander Col Glen Butler, USMC

Director, Afloat Safety Programs CDR Rosario D. McWhorter

Director, Communications and Marketing Derek Nelson

EDITORIAL STAFF

Editor Evelyn Odango

Graphics Allan Amen

John W. Williams

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Editor's email: evelyn.odango@navy.mil

AFLOAT SAFETY PROGRAMS DIRECTORATE

Commander, Naval Safety Center

Attn: Code 30

375 A Street

Norfolk, VA 23511-4399

Afloat mishap line: DSN 564-1562 / 7130; Fax: DSN 564-8636

Afloat safety email: safe-afloat@navy.mil

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the editor to evelyn.odango@navy.mil or write directly to: Commander, Naval Safety 

Center, ATTN: Sea Compass, 375 A Street, Norfolk, VA 23511-4399. Please refer to 

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NOTICE TO READERS

Contents are not necessarily the official views of, or endorsed by, the U.S. Navy, the 

Department of Defense, or the U.S. government. Photos and artwork are for illustrative 

purposes only, unless otherwise noted. Reference to commercial products or links 

to non-DoD resources do not imply Department of the Navy endorsement. Unless 

otherwise stated, material in this publication may be reprinted without permission; 

please credit the magazine and author. We reserve the right to edit all submissions for 

clarity and applicability. 

MISSION STATEMENT: Our goal is to provide information and resources to help our 

Sailors, Marines and civilians focus their efforts on the mission. We provide relevant 

stories and articles to help you manage risk, on or off duty. Sea Compass will do its 

part to keep you informed and be combat ready.

Sea Compass is published twice yearly and distributed to ships, submarines, diving 

commands, shore-based commands, and DoD agencies. Sea Compass (ISSN 1550-

1434) is published by Commander, Naval Safety Center, at 375 A Street, Norfolk, VA 

23511-4399. Periodical postage paid at Norfolk, Va. 

Postmaster: Send address changes to Commander, Naval Safety Center, Attn: Sea 

Compass, 375 A Street, Norfolk, VA 23511-4399.

COVER PHOTO

Sailors aboard the dock landing 

ship USS Germantown (LSD 42) 

conduct a counter-measure washdown 

sprinkler test. (U.S. Navy photo by 

MC2 Andrew B. Church)

Steve Scudder steve.scudder1@navy.mil

Afloat Safety Analyst/Publications Review

CDR Atkins Jinadu atkins.jinadu@navy.mil

Surface Ship Division Head

LT Kevin Ginter kevin.ginter@navy.mil

Damage Control Lead/Mishap Investigator

EMCM (SW) Matt Kerridge matthew.kerridge@navy.mil

Electrical Analyst

GSCS (SW) Noah Lopez noah.lopez@navy.mil

Main Propulsion/Gas Turbine Analyst

HMC (SW/AWFMF) Randahl S. Benson randahl.benson@navy.mil

Medical/Independent Duty Corpsman Analyst

GMC (SW) Barry Cramer barry.cramer@navy.mil

Weapons Analyst

LT John Oravitz john.oravitz@navy.mil

Submarine Division Head 

Acting Diving and Salvage Division Head

LT Michael Lopez michael.v.lopez@navy.mil 

Submarine Safety Analyst/Scheduler

ETC Adam Kingsley adam.kingsley@navy.mil

Support Sys/Elec/Mech Analyst

NDCM David Schoephoerster david.schoephoerster@navy.mil

Diving/Salvage Assistant/MDV

EDITOR’S NOTE

By the time you read this issue, you may already be 

in the midst of summertime activities. Regardless of 

where your duty station takes you or how your summer 

vacation is going, one thing is certain: there will 

always be risks to manage. 

Knowing the principles of ORM and the ABCD 

(assess, balance, communicate, do and debrief) of 

time-critical risk management can guarantee mission 

accomplishment and peace of mind. 

This issue is full of feature stories, best practices, 

lessons learned, and resources that may help you get 

to that safe place. If you have a survival or a nearmishap story you’d like to share, send it to us. We’ll 

consider publishing it so others may live and play 

safely.

Have an enjoyable summer ... and make it count.

Evelyn Odango

evelyn.odango@navy.mil
SPRING-SUMMER 2014

http://www.public.navy.mil/comnavsafecen/pages/media/sea-compass/index.aspx

FEATURES

Learning the Ropes 4

A step-by-step guide to assuming the responsibilities of 

assistant safety officer. By LTJG Patrick Grumley

No Room for Snore Down 8

Safety standdowns aboard USS Boxer (LHD 4) come alive 

with movie characters and skits. By LCDR Pamela Donovan 

Fighting Complacency with Creativity 10

Poster contest identifies hazards and reminds Sailors 

aboard USS Boxer not to cut corners. By MC3 Robert Sanchez

IN THIS ISSUE

WATERFRONT WIRE

SUBSAFE Program Receives SECNAV Safety Award 2

From Naval Sea Systems Command

Riding in San Diego? 2

From USS Essex (LHD 2)

READINESS

What Is the Optimized Fleet Replacement Plan? 3

Commander, U.S. Fleet Forces ADM Bill Gortney talks about 

the changes to the current plan.

How to Request a Surface Ship Survey 7 

Keep your ship and crew always prepared by staying on top 

of training opportunities. 

DEPARTMENTS

BEST PRACTICE

USS Germantown Brings Down Injury Rates 12

Sailors play a key role in lowering dock landing ship’s injury 

rates by 300 percent in three years. By LTJG Braulio Medina

ORM PLAYBOOK

NAVSEA Releases Fire-Safety and Prevention Manual 14

Raising standards and integrating lessons learned from USS 

Miami (SSN 755). From Naval Sea Systems Command

ASK THE EXPERTS

Be Dive Ready 18

Fix discrepancies affecting equipment and training before 

they become hazards. 

By NDCM (MDV/DSW/EXW/SW) David Schoephoerster

TAKEAWAY

Are You Getting Enough ZZZZZs? 19 

Treating sleep problems starts with knowing the facts. 

From the Naval Center for Combat and Operational Stress Control

B2BPMS

Modified Adapters Illegal for Shipboard Use 15 

Do not use unapproved electrical equipment shipboard.

By EM1 Matthew Brown

Emergency Kit for a Mechanical Shaft Failure 16 

Inventory and verify often to ensure viability. 

By GSCS (SW) Noah Lopez

OFF DUTY

COOKING OUT

This Grill Is on Fire! 20 

Take the time to leak-check your propane gas tanks to 

prevent injuries. By LT Christopher Norine

RECREATION AND BOATING

Misadventure on Monterey Bay 22

A three-hour sailing trip turns bad not because of 

weather, but due to lack of skill and awareness. 

By Randall Humiston, Ph.D.

SUBSTANCE ABUSE PREVENTION

Free Advice, Served Daily 24 

DAPA urges NAVCENT Bahrain personnel to seek him 

out for help and advice. By MC2 Mike Wright

TRAFFIC SAFETY

Ready to Drive? 25 

If you’re planning a road trip, get a travel assessment 

with your supervisor before heading out; use TRiPS.

SEASONAL SAFETY RESOURCES

Browse multimedia materials from our collection and our safety partners. 

Download for your safety standdown and briefings:

http://www.public.navy.mil/comnavsafecen/pages/seasonal.aspx 

SEA COMPASS SPRING-SUMMER 2014 1
The Naval Sea Systems 

Command's Submarine 

Safety (SUBSAFE) 

Program received the 2013 

Secretary of the Navy 

Safety Award in the Emerging Center of Excellence 

category. 

Team Submarine conducts annual SUBSAFE 

training for all military, civilian, and contractor 

personnel and hosts a commemoration honoring those 

lost aboard Thresher as part of an effort to ensure the 

work force does not lose sight of the program’s critical 

importance.

From 1915 to early 1963, the Navy lost 16 

submarines due to non-combat related incidents–an 

average of one submarine every three years. All told, 

these accidents took the lives of 454 submariners. On 

April 10, 1963, the attack submarine USS Thresher

(SSN 593) suffered uncontrolled flooding during 

a post-shipyard availability and was lost along with 

129 submariners and civilians, marking the single 

largest non-combat related loss-of-life incident in the 

Submarine Force’s history. After Thresher’s sinking, the 

Navy created the SUBSAFE program, with the goal 

of providing maximum reasonable assurance of hull 

integrity to preclude flooding and of the operability and 

integrity of critical systems and components to control 

and recover from a flooding casualty should one occur. 

Since the SUBSAFE Program’s inception in June 1963, 

the United States has not lost a SUBSAFE-certified 

submarine.

For more news from Naval Sea Systems Command, visit http://www.

navy.mil/local/navsea/.

SUBSAFE Program 

Receives SECNAV 

Safety Award

Riding in San Diego?

Motorcycle riders attached to USS Essex

(LHD 2) get the resources and knowledge to 

properly operate their cycles through a two-level 

training program.

Level 1: The Basic Riders Course is a twoday course with the first day consisting of in-class 

instruction and the second dedicated riding drills 

that teach you the skills you need to be safe on 

the road. Loaner bikes are available for students. 

Upon completion, motorcycle riders are issued a 

motorcycle federation card and are allowed to ride 

their motorcycles on a military base for 60 days 

until eligible for level-two training. 

Level 2: Advanced Riders Course training 

is required within 60 days after level one has 

been completed. This course caters to trained 

motorcyclists with a concentration on advanced 

riding techniques and maneuvers. Loaner bikes 

are not available for level-two. Riders must retake 

level-two training every three years to keep their 

qualification up to date.

Courses are held in various locations in San 

Diego by Motorcycle Safety Foundation-approved 

instructors.

Read the full story by MC2 Andres Hernandez on http://www.

navy.mil/local/lhd2/.

2 SPRING-SUMMER 2014 SEA COMPASS 

Marine Corps photo by LCpl Sarah Wolff-Diaz, file
What is the 

Optimized Fleet 

Response Plan?

The O-FRP is set to roll out implementation in 2014 with 

the Harry S. Truman Carrier Strike Group after its current 

deployment. It will initially be focused on carrier strike 

groups and eventually will expand to all Navy assets from 

the ARG/MEU to submarines and expeditionary forces. 

Battling fiscal constraints, dealing with training 

back-ups and under-manned crews, and flexing 

with unpredictable deployment schedules, the 

Navy is skilled at accomplishing the mission in less than 

optimal conditions. Sailors adapt and evolve and get 

the job done, but it comes at a price that often results in 

increased stress on service members and their families. 

Navy leadership has been working to address these 

issues. U.S. Fleet forces and Pacific Fleet have worked 

together to develop the Optimized Fleet Response 

Plan (O-FRP). Commander, U.S. Fleet Forces ADM 

Bill Gortney explained the changes to the new O-FRP 

during this year’s Surface Navy Association National 

Symposium. 

O-FRP is a full realignment of the Fleet’s 

maintenance, training and deployment cycles to fit in 

a standard 36-month rotation. One of the highlights is 

the Navy’s efforts to lock in eight-month deployment 

schedules for Sailors. These changes are intended 

to return a sense of normalcy to a Sailor’s schedule 

by evening out the Sailor’s family life and increasing 

retention rates and quality of work for their command.

“What’s happened here is that over time ... we lost 

predictability in the way we generate readiness,” said 

Gortney.

His address began by naming the problems with the 

current Fleet Response Plan, placing an emphasis on 

readiness through training.

“It doesn’t matter how good the stuff is if people 

aren’t there and they aren’t properly trained,” said 

Gortney. “Not only do they need to be on the ship ... 

they have to be there at the right time. If they show up 

after the training occurs just before deployment it’s not 

going to work.”

The plan aims to streamline pre-deployment 

inspection requirements and increase readiness by 

putting all the members of a strike group on the same 

maintenance and deployment schedule. Starting in 

FY15, all required maintenance, training, evaluations 

and single eight-month deployment will be efficiently 

scheduled throughout the cycle in such a manner to 

drive down costs and increase overall fleet readiness. 

“The band is put together at the beginning of the 

maintenance period,” said Gortney. “It’s underneath 

a single chain of command for that entire three-year 

period. It’s got a stable maintenance plan.”

The plan puts a strong emphasis on training crews 

correctly. 

“We’re going to be training a lot of ships at the same 

time through that cycle,” said Gortney. “A resource they 

need is trainers. We have to synchronize it so the trainers 

are there and everyone gets their reps and sets with 

the proper oversight that proves invaluable and they’re 

assessed at the right time.”

Portions of this article came fom the U.S. Fleet Forces Command 

and Defense Media Activity

U.S. Navy photo by MC2 Donald R. White

SEA COMPASS SPRING-SUMMER 2014 3
By LTJG Patrick Grumley

Your XO tells you you’ve 

become the afloat safety 

officer (ASO). You’ll likely get 

an abysmal turnover as most 

safety programs afloat are 

under-scrutinized and lack proper oversight. In 

fact, odds are it was previously managed by the 

operations officer (OPS) — who had little time 

to send off Web-Enabled Safety System (WESS) 

reports with minimal bandwidth all the while 

scheduling UNREPs and pier services – or a firsttour division officer (DIVO) on the last month of their tour. 

I’m sure they care about fixing safety walkthroughs more than 

their impending move to Hawaii. Stereotypes aside, you are 

now the officer in charge of safety and you have been tasked 

with fixing the program. 

So, where to start? First off, the Navy Safety and 

Occupational Health Program Manual (OPNAVINST 

5100.19E) is your bible. If you open to the portion 

detailing the responsibilities of the safety officer you will 

likely discover a number of things you haven’t heard 

during your tenure at sea. Compile a “List of Things 

I’m Curious About” at the very beginning of your 

time as ASO. Nobody will blame you if you 

bring up a non-functional program or record 

your first week on the job (six months in is 

another story). Once you have your list 

in hand, visit the Naval Safety Center 

(NSC) web site. Spend a couple of 

hours perusing what the site has to 

Top to bottom: U.S. Navy photos by MC3 Erik Foster, MC1 RJ Stratchko,

PHAN Nicholas A. Garratt, MC3Casey Cosker, MC2 Justin Wolpert, 

PH2 William R. Heimbuch

4 SPRING-SUMMER 2014 SEA COMPASS 
offer. Nine times out of 10, you can find an answer to 

any questions — their entire job is safety. 

Now that your list is complete, bring it to the XO or 

the safety officer and state four things:

1. The program/requirement,

2. The issue with the program/requirement,

3. What the program should look like, and

4. How you intend to fix it.

The cornerstone of any effective program in the 

Navy remains knowing the requirement, the status of 

your system, and being able to articulate the path to 

fixing it. Now that you have a reasonable grasp on what 

you have to do, here are some tips to getting there. 

Accountability

If you aren’t a fan of administration, safety will not 

be any fun for you — sorry. The 5100.19 requires you 

to keep a number of documents on-hand for often two 

or three years. If you weren’t at least turned over these 

binders, ask the XO to sign a memorandum for the 

record detailing what items you no longer have on file. 

It will likely still be a discrepancy on an inspection, but 

at least it will prove that you knew you were required to 

have a given record before the inspector is shaking his 

head at you. 

Safety walkthroughs are paramount to knowing the 

safety status of the ship. Each surface ship division must 

have a safety petty officer (SPO) and an alternate or at 

least a second petty officer standing by in the hopper or 

prospective gains list. When they do their walkthroughs 

each week, compile them in an electronic document 

that includes any discrepancies that weren’t immediately 

resolved. The discrepancies 

should be entered in the 

organizational and maintenance 

management system-next 

generation (OMMS-NG) and 

be noted as a safety issue in 

the job sequence number. This 

will help you identify trends — 

more on that later.

Pick a random division 

each week and conduct a silent 

spot check (don’t tell them 

about it). If you can’t find 

anything glaringly obvious, 

division members at least 

did the diligence of walking 

their spaces. If you do find 

discrepancies, talk with that 

SPO and make sure he or 

she knows how to conduct 

walkthroughs and what to look 

for. Ideally, you gave them some 

initial training when they joined 

your SPO force. If a walkthrough is unsatisfactory a 

second time, get their chain of command involved. We 

all know how much chiefs love hearing from DIVOs 

from another department or division. 

If walkthroughs just aren’t happening, here is the 

system that worked well for me. Walkthroughs were 

due on Tuesday. If they weren’t turned in by taps, the 

senior SPO (“First Class Petty Officer Squared Away”) 

would alert the LPOs of that division to have them 

turned in by dinner on Wednesday. If I still didn’t have 

them by dinner, I would email their DIVOs stating their 

division was delinquent in safety for the week in a single 

email. The basic fact that other DIVOs know about 

a discrepancy in their division is usually motivation 

enough to get the walkthrough turned in. Soon you’ll be 

at 100 percent accountability. 

Training

Your governing instructions make it very clear 

about the importance of training — it’s a top priority. 

Navy training is too often a display of a confused petty 

officer reading a training guide they’ve never seen 

before in front of a group of people that couldn’t care 

less about what he or she has to say. If you aren’t careful, 

this could be your safety training. Make it a point to 

get experts involved in creating the lesson guides or 

PowerPoint. The representatives from each division are 

great resources for diverse topics. If you have outdated 

training, have one of your SPO experts update the 

lesson guide. Let them be as creative as possible and use 

examples from other ships. Let’s face it: safety can be a 

bit dry.

Speaking of other ships, 

hold continual additional 

training on other ships’ 

mishaps which are relevant 

to divisions on your ship. 

Training is always more 

interesting to Sailors if it is 

relatable to their day-to-day 

operations. This training 

will help you accomplish the 

trend analysis component 

mentioned earlier. By training 

your Sailors on mishaps, 

the Navy is learning from its 

mistakes. 

Lastly, put out your 

training topic schedule a year 

in advance, if possible, and 

standardize your schedule 

(example: OPS Department 

has training the third 

Thursday of every month 

at 0900). Also, put your 

SEA COMPASS SPRING-SUMMER 2014 5
U.S. Navy photo by PH2 William R. Heimbuch

departmental and divisional topic in the Plan of the Day 

so nobody is surprised by their topic for the week. 

Standdowns 

If you can’t make a safety standdown at least 

moderately interesting, nobody will listen. Nobody 

really cares that there were however many Christmas 

tree fires last year. Showing the video of how fast a 

dry Christmas tree starts a house on fire, however, 

is captivating and memorable. The NSC website has 

a surfeit of pictures and diagrams for your use. Also, 

YouTube is never short on “safety don’ts” videos. 

Moreover, you don’t have to do the standdown 

yourself. It is better to set up small group stations with 

different topics than hold a giant standdown on the 

flight deck. The Sailors will be more engaged, and you 

can get your experts to hold the training. 

Sailors might not realize it, but they can probably 

quote just about any poster you find in the p-ways. 

To create a culture of safety, take advantage of the 

posters you’ll receive as safety officer and hand out any 

pamphlets. If you don’t have any, once again, visit the 

NSC web site. 

Mishaps

One of the last aspects of an effective safety program 

is mishap reporting. When I was receiving turnover 

ONLINE RESOURCES

Naval Safety Center 

http://www.public.navy.mil/comnavsafecen/pages/index.aspx

WESS Online Reporting

http://www.public.navy.mil/comnavsafecen/pages/wess/WESS.aspx

It is better to 

set up small 

group stations 

with different 

topics than 

hold a giant 

standdown on 

the flight deck.

from the last ASO, I was told that I needed a WESS 

account and OPS would tell me if I needed to fill out a 

report. The following week OPS asked me if a certain 

situation required a report – I told him I’d find out. I 

scoured more than 200 pages of the mishap reporting 

instruction to verify the answer was no. I was two 

months into managing my program when I discovered 

the “Is it Reportable?” PowerPoint on the NSC web site. 

It should clear up any questions you have on whether or 

not to do a WESS or AMHRS (Afloat Mishap Hazard 

Reporting System) report. When in doubt, report it. 

Make sure you know all the types of mishaps and the 

affiliated report that is required. 

If a mishap has occurred, get as much information as 

possible. If a Sailor was injured, talk to your independent 

duty corpsman as soon as possible and get a copy of 

the injury report. Just the same as when you were the 

investigating officer on a preliminary inquiry, interview 

any personnel surrounding the recent incident. It is 

unlikely you will provide too much information. Of 

course, be sensitive when discussing tragic or difficult 

events.

I hope my experience as ASO will help you get your 

safety program started on the right foot. 

LTJG Grumley is the assistant safety officer aboard USS Shoup

(DDG 86).

6 SPRING-SUMMER 2014 SEA COMPASS 
HOW TO 

REQUEST A

SURFACE SHIP 

SURVEY

Contact the Naval Safety Center Afloat 

Safety Programs Directorate at (757) 444-

3520, ext. 7831 (DSN 564) no later than 

30 days before deployment. Include your 

desired dates and a point of contact.

1. Safety surveys are not inspections; rather, 

they are training opportunities. Safety surveyors take this time to work with your ship’s crew 

to identify and correct discrepancies on your 

ship. The purpose of these surveys is to pre-

vent injuries, equipment damage and deaths.

2. Because surveys aren’t inspections, we 

don’t assign grades or relative standings, nor 

do we require follow-up reports. The senior 

surveyor simply provides each ship with an 

informal written report of the most significant 

findings and recommendations. Only the CO 

receives the list of major discrepancies.

3. The survey takes one day, except for 

tenders, LPHs, LHAs, LHDs, and CVs, which 

require two days. 

4. Exemptions include ships that are within 

90 days of decommissioning, those that are 

within three months post-INSURV, and those 

in overhaul, SRA or major IMAV.

5. Surveyors recommend a shipwide safety 

standdown during the survey. Scheduling a 

day or half-day standdown the same day as 

the survey gives you the greatest return.

6. OPNAVINST 5100.19E requires surface 

ships to request a survey every two years. 

REF: COMNAVSAFECEN Afloat Safety 

Advisory, 7-11, “Safety Survey Requirement 

Change,” Message R 201437Z Oct 11

SEA COMPASS SPRING-SUMMER 2014

7
By LCDR Pamela Donovan

Designing a safety standdown that is 

not a “snore down” is every safety 

officer’s challenge. Command 

involvement, creativity, early 

brainstorming, publicity and relevant topics 

are key elements that can make an event 

successful. USS Boxer (LHD 4) recently kicked 

off a deployment with an original video safety 

standdown. The crew and embarked units 

could not stop talking about it for several days 

afterward. 

Key to our success was the number of people 

involved. We reached out beyond the safety 

department and divisional safety petty officers. A 

total of 38 crew members from 10 departments 

appeared in the video. Even “Gator,” the ship’s 

mascot, got in on the action. People enjoyed 

watching their friends on screen and the entire 

media department played a crucial role in filming, 

editing and producing.

Creative Content

Nothing keeps viewers’ attention better than 

creativity and humor. Jokes ranged from “Gator” 

re-enacting common mishaps and injuries aboard 

ship to written comments on screen, and the 

XO revealing himself as “Gator”. One officer did 

several voices while discussing PPE throughout 

the ship. “Bane” [from “Batman”] taught about 

his favorite mask (respirators), and “Gollum” 

[from “The Lord of the Rings”] went to the 

bowels of the ship to explain main space steamers 

and hearing protection. We even included 

outtakes.

Early preparation makes a quality product. 

We brainstormed for several weeks on topics 

and forum and began filming over a month prior 

to the safety standdown date as some topics 

required close coordination and several retakes. 

We even started brainstorming our next safety 

standdown immediately after this one aired. 

No Room

for Snore Down

8 SPRING-SUMMER 2014 SEA COMPASS 
Publicity was essential and built up anticipation. 

Several members of the crew stumbled upon scenes 

being filmed, arousing curiosity. There was a “Boxer’s

Latest Blockbuster” slide on site TV advertising date, 

time and channel. The commanding officer kicked 

off the safety standdown with a 1MC announcement 

inviting all embarked units to watch. 

Topics relevant to the command and season also 

limit the snores. Anticipating the heat and demands 

of Fifth Fleet, our medical and dental departments 

performed a skit highlighting proper hydration, sleep, 

nutrition, and basic and oral hygiene while the safety 

department added a highly anticipated PPE fashion 

show. Supply filmed humorous scenes detailing hazmat 

procedures. We also highlighted 

several accidents and injuries 

aboard, narrated Ben Stein style 

with “Gator” re-enacting, as the ship 

is now our home and workplace for 

the next several months.

Personal experiences within 

the command also proved highly 

effective. During a holiday safety 

standdown, two command Sailors 

discussed their experiences with 

DUI — one had been an offender 

and one was a victim. Their 

personal stories touched their 

shipmates and showed that DUIrelated mishaps happen to us, not 

just to someone else.

Safety standdown forums are 

a challenge on big decks. There 

are very few places large enough 

with good acoustics to gather 

the entire crew, so video safety 

standdowns serve as a convenient 

and comfortable way to convey a 

very important message. However, 

this beneficial forum comes 

with limitations. There are no 

opportunities for questions and 

face-to-face discussion. For our 

next safety standdown we are 

considering holding several sessions 

in the ship’s classroom to facilitate 

case studies and discussion. 

When it comes to safety 

standdowns, the possibilities are 

endless. Early planning, humor, 

relevant topics, and capitalizing on 

the talents of Sailors and Marines 

defeat the safety “snore down.” 

You can make your next safety 

standdown the best one yet. 

LCDR Donovan was the safety officer aboard 

USS Boxer (LHD 4).

“Gator,” USS Boxer’s mascot, re-enacting common 

injury trends, including slipping down ladderwells. U.S. Navy 

photo by MC3 Conor Minto

SEA COMPASS SPRING-SUMMER 2014 9
Complacency - Don’t Get Carried Away

Created by GM2 Michael PakBlyzniuk and GM3 Levi Horn

Courtesy photo by MC3 Mayra Knight

Five Minute Paint Job

Created by ET3 Geovanni Rabadan

Battling Complacency - Improper Tagout

Created by ACAN Sophia Pech

Fighting Complacency with 

Creativity

10 SPRING-SUMMER 2014 SEA COMPASS 
One constant danger is becoming complacent — 

when a person loses awareness while performing the 

day-to-day tasks. This can result in preventable mishaps 

and injuries.

Aboard the amphibious assault ship USS Boxer

(LHD 4), the safety office decided to stand up against 

complacency and get the ship’s crew involved by holding 

a safety poster contest.

“This was the perfect time to get the word out,” 

said Aviation Structural Mechanic 1st Class Matthew 

Vitello, assigned to Boxer’s Safety Office. “Middeployment is when a lot of us get into a routine, 

and that is when complacency strikes. Being aware 

of complacency is the first step to avoid becoming a 

statistic of it.”

The rules for the competition were one entry per 

contestant. Posters had to be work-related and be made 

in good taste.

“We [the Safety Office staff] thought all the entries 

were great,” said Vitello. “There are a lot of talented 

people aboard. Some were coming to us for statistics 

on accident and injury reports. Others were setting up 

scenes to capture a complacency situation in a picture. I 

was surprised how involved everyone was.”

Boxer Sailors and Marines voted for their favorite 

entry, and the top six posters received prizes ranging 

from a night in the commanding officer’s guest 

stateroom to getting a duty day off.

“The competition was a great idea,” said first place 

winner Gunner’s Mate 3rd Class Levi Horn. “Many of 

my duties as a gunner’s mate require me to stay focused 

in order to avoid hurting myself or others.”

The winning poster is now seen around the ship as a 

reminder to the crew about hazards in the workplace.

“No one wants to get hurt out here, and our 

routines don’t really differ from day to day, which is 

why complacency is a very real hazard to all Sailors 

and Marines,” Horn added. “We must always remind 

ourselves and our shipmates not to cut corners and to 

always maintain situational awareness.”

MC3 Sanchez is with USS Boxer’s public affairs office.

Photo by MC3 Robert R. Sanchez

SEA COMPASS SPRING-SUMMER 2014 11

By MC3 Robert Sanchez

Deployments can bring many hazards to service members. Whether 

Sailors are working on the flight deck, conducting well-deck operations or 

working below in the engineering spaces, danger is always present. 
By LTJG Braulio Medina

Sailors and Marines aboard dock landing ship USS 

Germantown (LSD 42) have played a key role in 

lowering their injury rates by 300 percent over 

the last three years. They did so while maintaining a 

demanding, forward-deployed operational schedule.

Not all injuries occur during the ship’s stringent operational tempo as a forward-deployed vessel. According 

to our three-year trend analysis, a large percentage of 

injuries occurred during Germantown Sailors’ downtime 

ashore. 

Risk can be found in the simplest of routines. In fact, 

sutures were once required for a junior Sailor who reported he accidently injured himself with a pocket knife 

while opening a package from home. Another incident 

involved a senior Sailor injuring his thumb while going 

down a ladder toward the main space. 

“The most severe injuries occurred during off-duty 

recreation,” said LT Nathan Whitlow, our senior medical officer who attends to the 35 officers, 330 enlisted 

Sailors, and more than 400 embarked Marines assigned 

to the amphibious vessel at any given time.

Our mishap-prevention efforts have paid off. The 

number of off-duty injuries went down from 14 (2011) 

to 7 (2012) and 1 (2013). The chart illustrates the total 

number of mishaps, on-and off-duty, from 2011 to 2013. 

Whitlow said the ship’s department leaders stress 

the importance of safety (right before weekends) and 

reinforce smart choices at morning quarters and training 

events.

The ship also has a robust zone-inspection program 

covering all five departments. The program emphasizes 

a strict 24-hour correction of all safety and damage control discrepancies.

BEST PRACTICE

U.S. Navy Photo/file

12 SPRING-SUMMER 2014 SEA COMPASS 
We also use posters, the plan of the day, and the 

ship’s site-TV system to broadcast safety messages and 

bulletins. The “can-do” crew has not sacrificed safety 

during any operation. Germantown has used its time in 

port for a mixture of leave, school and maintenance.

The ship’s crew was mandated to attend a commandwide safety standdown prior to the 2013 holiday leave 

and upkeep period. The training was held locally in the 

community education building located in Fleet Activities Sasebo. The recorded version was broadcast on siteTV for duty-section personnel so they could also benefit 

from the training.

Senior enlisted and seasoned officers were among 

those who taught Germantown’s junior Sailors the 

importance of car maintenance and inspection, risk 

management, and basic safety while traveling various 

parts of the world while on leave. The ship received no 

reports of injury during this holiday period and considered its safety standdown a success. The ship’s emphasis 

on training and improved risk management significantly 

helped decrease injuries. Germantown’s motto is “Follow 

in Our Footsteps” as we continue to raise the standard in 

safety excellence. 

LTJG Medina was the assistant first lieutenant aboard USS 

Germantown (LSD 42).

Whitlow said the ship’s 

department leaders stress 

the importance of safety 

(right before weekends) 

and reinforce smart choices 

at morning quarters and 

training events.

U.S. Navy photo by MC1 Robert Clowney U.S. Navy Photo/file

SEA COMPASS SPRING-SUMMER 2014 13
Playbook ORMMANAGE RISK. ENSURE SUCCESS. COMPLETE THE MISSION.

From Naval Sea Systems Command Office of 

Corporate Communications

I

n February, Naval Sea Systems Command 

(NAVSEA) released a new fire-safety and 

prevention manual for all ship repair and 

construction activities. 

The manual integrates existing shipboard fire safety 

requirements with lessons learned from the major 

fire that occurred aboard USS Miami (SSN 755) at 

Portsmouth Naval Shipyard in 2012. 

It was developed and reviewed by industrial and 

fire safety experts across the Navy and provides a single 

source for requirements to improve shipboard fire 

safety during industrial work. It applies to all public and 

private ship construction and repair activities, and to all 

ship availabilities.

“Navy leadership recognized a clear need to raise 

our standards and capabilities, and develop costeffective solutions to improve fire prevention, detection, 

immediate response and extended response for ships 

undergoing industrial maintenance,” said Vice Adm. 

William Hilarides, NAVSEA commander. 

The manual provides policy on how to deal with 

hot work during an industrial availability, handling 

of flammable and combustible materials, and fire 

prevention and safety inspections. The manual also 

requires the installation of a temporary automatic fire 

detection system during submarine availabilities. 

Every ship repair and construction activity will be 

required to perform an annual fire drill to test its full fire 

response plan and emergency response capability. These 

drills will provide a forum for each activity to prove 

their local plan is effective. 

“This manual is the right long-term response 

to the watershed event the Miami fire represents,” 

said Hilarides. “It is imperative that all organizations 

implement the applicable requirements of this manual 

and ensure their fire safety and response procedures and 

capabilities are solid.”

It is equally important that the shipyards and 

maintenance activities implement the requirements 

judiciously. Since the manual covers all ship 

availabilities, it provides tiered risk mitigations based 

on the amount and complexity of the work being 

performed, and provides the flexibility to address 

unique and challenging situations. Commands are 

empowered to address these considerations and 

determine how to apply the requirements for each ship 

availability.

“I expect thoughtful consideration by the naval 

shipyards, regional maintenance centers, Trident refit 

facilities, fleet maintenance activities, private repair 

shipyards, new construction shipyards, and ships in 

determining how to apply the requirements for each 

availability,” said Hilarides. “Organizations are expected 

to be judicious and make smart decisions to achieve an 

optimum balance of all the risks–fire safety, as well as 

cost and schedule.”

REFERENCE

Industrial Ship Safety Manual for Fire Prevention and Response (S0507-AC-CCM-010/8010)

14 SPRING-SUMMER 2014 SEA COMPASS 
Modified Adapters 

ILLEGAL FOR SHIPBOARD USE

A normal fluorescent light requires an internal 

starter to operate efficiently. The modified version will 

not sustain the required performance for safe usage. 

While a Sailor was making this adapter, several internal 

parts were removed, preventing the use of the light. 

Starter contacts may come loose and ballasts often 

develop problems. Light bulbs may have a shorter life, 

blow fuses, trip circuit breakers, and potentially cause 

electrical fires. 

Either design could cause a loss of lighting and may 

lead to injury of personnel or damage to equipment. 

Unplugged items are capable of causing an electrical 

shock. Items that are plugged in can start electrical fires. 

The plug on the modified version has a ground 

contact that is not connected properly. When plugging 

in the metal-cased item, there is high probability of 

having the power lead accidentally touch the metal case. 

The user can be shocked if the ground is not properly 

connected. 

EM1 Brown is assigned to the safety department aboard 

USS Harry S. Truman (CVN 75).

By EM1 Matthew Brown

T

he latest addition to Sailors’ 

inventive technology is an 

adapter that was custom 

made to fit shipboard lightstarter sockets. Despite its rugged 

appearance, this item is not authorized 

in the Naval Ships’ Technical Manual 

(NSTM 300 (Electric Plant-General) 

or OPNAVINST 5100.19E). 

Normal Flourescent Light Modified Light

Schematics

B2BPMS is your basic guide on how not to fall victim of complacency. it is a

common sense approach to keeping your ship on the right course. Have you ever 

taken a shortcut to save time, but instead, cost you and your ship time, resources 

or people? Share your short story with our readers so they might learn from your 

experience. Submit your article to safe-seacompass@navy.mil. 

SEA COMPASS SPRING-SUMMER 2014 15
By GSCS (SW) Noah Lopez

Do you know where your emergency packing kit is stowed? 

Is the kit complete? Is it stowed in the vicinity of sterntube seal? The answer to all three questions had better be a 

resounding “Yes!” If not, you could face a huge dilemma if 

the mechanical shaft seal fails on your ship.

Emergency Kit

for a

Mechanical Shaft Failure

The Type MX9 stern-tube 

shaft-seal assembly is a 

fully split, water-lubricated 

seal on the inboard 

end of the stern tube. 

The assembly keeps 

seawater from entering 

the ship’s spaces where 

the main propulsion 

shaft pierces the hull of 

the vessel. The primary 

seal is a mechanical 

face-type attached to a 

flexible bellows assembly 

which allows the seal 

to accommodate axial, 

radial and angular shaft 

movements.

To avoid being unprepared for this failure, ensure your kit is 

inventoried and verified often–not just for an upcoming inspection. 

The emergency packing kit should be fully stocked and stowed in the 

vicinity of the stern-tube seal for ready use. 

B2BPMS is your basic guide on how not to fall victim of complacency. it is a

common sense approach to keeping your ship on the right course. Have you ever 

taken a shortcut to save time, but instead, cost you and your ship time, resources 

or people? Share your short story with our readers so they might learn from your 

experience. Submit your article to safe-seacompass@navy.mil. 

16 SPRING-SUMMER 2014 SEA COMPASS 
Additional emergency packing installation information is available in 

paragraph 244-6.5.2.11 of the Naval Ships’ Technical Manual (NSTM 244) 

and paragraph 2-4 of Seal Assembly Stern Tube Shaft Type MX9 Technical 

Manual (S9243-BG-MMA-010).

The stern-tube shaft-seal assembly 

incorporates an inflatable seal to provide 

emergency sealing of the shaft and to allow 

inspection, maintenance or repair to the seal 

while the ship is waterborne. The assembly 

also incorporates an emergency packing gland. 

Should the mechanical face seal fail, the seal may 

be converted to a conventional stuffing box for 

continued dynamic operation. 

GSCS Lopez is an engineering analyst in the Afloat Safety 

Programs Directorate, Naval Safety Center.

SEA COMPASS SPRING-SUMMER 2014 17
During recent surveys of the dive community, we 

have noted the following discrepancies:

Expired Items

It is surprising how many expired items we find in 

medical kits/chamber kits. We’re not talking days or 

weeks, but years. If it has an expiration date on it and it is 

beyond the date, replace it. For your dive station medical 

kits, properly label any over-the-counter medications 

with drug name, dosage, lot number and an expiration 

date. It is up to you to decide what is in your dive station 

medical kits. 

Automated External Defibrillator

We highly recommend you have a towel and razor 

in your AED bag. This was discussed after an incident 

because personnel had a hard time getting the adhesive 

pads to stick. 

Training

Divers are following their training plan, which 

is great, but we are not making provisions for those 

divers who missed initial training. Also, if you have any 

unscheduled training, break out a muster sheet and 

document it.

We are constantly making efforts to improve and 

update our diving safety survey checklists. You can 

download them from the diving section of the Naval 

Safety Center web site. Please have blank checklists 

printed and available when we do your survey.

NDCM Schoephoerster is the resident master diver in the Afloat 

Safety Programs Directorate, Naval Safety Center.

1. Diving medical equipment (oxygen cylinders, AMBU bags, 

stretchers, AEDs) is not covered under PMS.

2. No command diving salvage warfare specialist instruction.

3. PMS not implemented for all diving equipment.

4. Eyewash stations not being maintained properly per PMS.

5. Expired items in med kits.

6. No DORA in the last 24 months.

7. Not all divers have a current CPR card.

8. Not all dive equipment is serialized/single line items or 

EGLs not being used.

9. Rubber hoses on underwater tools not within service date 

(12 years).

10. REC procedures not being followed on MK16 UBA.

ONLINE RESOURCES

Naval Safety Center Diving Division

http://www.public.navy.mil/comnavsafecen/Pages/Afloat/diving/

diving.aspx

Diving Safety Lines

http://www.public.navy.mil/comnavsafecen/Documents/afloat/

Diving/Articles/2013DSL.pdf

TOP-10 DIVING DISCREPANCIES IN 2013

U.S. Navy Photo/file

18 SPRING-SUMMER 2014 SEA COMPASS 

QUESTIONS, MYSTERIES AND UNCLEAR ISSUES ANSWERED BY NAVAL SAFETY CENTER ANALYSTS

Send your questions to safe-seacompass@navy.mil.

Be Dive Ready

By NDCM (MDV/DSW/EXW/SW) David Schoephoerster

SPRING-SUMMER 2014 SEA COMPASS 
Are You Getting Enough ZZZZZs?

From Naval Center for Combat and Operational Stress Control

Key Facts to Know

• Poor sleep can lead to poor health — both 

mental and physical — because your body does not get 

the quality rest it needs to repair itself. 

• Difficulty sleeping can be a symptom of a 

psychological health condition, such as PTSD (posttraumatic stress disorder) or depression. Most people 

with PTSD or depression suffer from insomnia. 

• Nightmares are also a common problem for 

people who have PTSD. 

• Sleep problems can be linked to alcohol abuse. 

People with insomnia often drink more, but alcohol can 

disrupt restful sleep and add to the problem. 

• About half of service members with traumatic 

brain injuries have some sort of sleep disorder. Often, 

the problem is sleep apnea, which is a breathing 

disruption that occurs during sleep. 

• There are effective treatments for sleep 

problems, and you should talk to your doctor for 

recommendations. Treatments may include practicing 

good sleep habits, such as regular exercise, learning 

relaxation techniques and not drinking caffeine in the 

hours before bedtime.

• Sleep medications may be prescribed. If you 

have sleep problems as well as a mental health condition, 

treatments that address both problems, including 

therapy and medication, may be recommended.

ONLINE

Naval Center for Combat and Operational Stress Control

http://www.nccosc.navy.mil

Sleep problems, especially insomnia, are very common among 

Sailors and Marines during and after deployment. If these problems 

are not treated, they can last for months or even years. 

U.S. Navy photo by PH2 Jayme Pastoric

SEA COMPASS SEA COMPASS SPRING-SUMMER 2014 SPRING-SUMMER 2014 19
It only takes a few minutes to leak-check your hoses. Photos courtesy of the author

As a naval officer, I train and deploy in an 

environment where safety is a primary consideration 

every day. We learn to react to emergencies in the 

aircraft calmly and without hesitation. However, I didn’t 

apply that mindset on a sunny afternoon in my own 

backyard.

It had started as just another Saturday in the central 

valley of California. Even in the middle of January, the 

weather is typically mild (think mid-60s and sunny), 

and grilling is usually an around-the-year activity. I 

hadn’t used my propane grill in months, which means it 

was completely covered in dirt and dust. My first act of 

the day was to completely clean it, both inside and out. I 

lit it to make sure the gas line was working as advertised. 

Satisfied that it was working, I cooked up a cut of tri-tip 

steak. When it was done, I brought the steak inside.

My typical cleanup process is step-by-step and very 

methodical. I’m the kind of person who has to do things 

the same way every time (thanks to a few years flying 

grey airplanes). I typically extend this mentality into my 

daily personal life. My grill cleanup was so ingrained that 

I was on autopilot, and that was where my woes for the 

day began. 

First I turn on the grill burners as low as possible 

while remaining lit. Then I shut off the propane gas at 

the valve. This process (I believe) allows all residual gas 

to be drawn out of the lines. Next, I clean the grill with 

a wire brush to prevent build-up and corrosion. Last, I 

start carving and eating, and everyone would be happy 

with my slightly-above-average ability to grill a steak 

without turning it to charcoal.

This time, as I shut off the propane tank at the valve, 

something didn’t seem right. It took my brain about 

a second to register the intense burning sensation on 

my hand. I pulled away, noticing a flame on the fitting 

between the propane tank and the grill’s gas line. At 

some point between my cleaning in the morning and 

the end of my grilling session, the fitting that screwed 

onto the tank had failed, allowing a small propane leak. 

The flame was directly under the metal valve controlling 

the flow of propane from the tank. The valve had gotten 

extremely hot. 

Instead of running in the opposite direction and 

grabbing a fire extinguisher, I instead employed a few 

choice epithets about the grill, turned off the burners 

and blew out the flame. Then I went inside, grabbed an 

oven mitt and wore it while closing the valve. 

Gases expand as they heat up, at least according to 

my high school chemistry teacher. I had no idea how 

extensive this leak was or how long it had been lit. The 

worst thing that could have happened was the tank 

could have exploded with me standing a few feet away. 

This Grill Is on Fire!

OFF DUTY I COOKING OUT

... and it’s not the kind you want

By LT Christopher Norine

20 SPRING-SUMMER 2014 SEA COMPASS 
I got away with second-degree burns on two of my 

fingers. And take the word of this “almost-a-statistic” 

grill master: second-degree burns hurt quite a bit.

My almost-manic attention to detail also screamed 

out a major “other” for me during this whole evolution: 

I had no idea where I had placed my fire extinguisher. 

After tearing apart my place, I found it in the garage, 

wedged between my washer and dryer, where it was no 

help whatsoever. To top it off, the pain from the burns 

killed my appetite, so I did not even get to enjoy the 

food!

The business of naval aviation has taught me that 

we all make mistakes, and the best course of action 

following a mistake is to determine the causal factors so 

that we can prevent the mistake from happening again. 

From the start, I was behind the power curve due to 

complacency. I know that I have to take it slow if I have 

not been in the airplane for a while, and this should not 

be any different. My complacency also showed during 

my cleanup, when I grabbed something that had been 

pretty close to an open flame without actually getting 

eyes on it. If I had just looked, I would have seen the leak 

that had bloomed into an open flame.

This was also a case of bad situational awareness 

being worse than no situational awareness. I knew I 

hadn’t grilled in a while, and although I took some steps 

to mitigate the risks, I still missed a very important part. 

Nobody I know would admit that they could possibly 

screw up while grilling, but it can happen. But if you 

recognize that it has been a while, then there is no harm 

in double-checking everything as you go. The food 

will taste just as good and you can walk away without 

becoming another fire or injury statistic.

LT Norine is an F/A-18F weapons system officer with VFA-2.

Before grilling, take the time to leak-check your propane tank hoses.

• First, you need to have a basting brush (or something similar) and a bowl of soapy 

water. 

• Next, open the valve on your propane tank so that gas is flowing through the lines. 

During this entire process ensure you keep all open flames away from the grill. 

• Brush down all the hoses and connections slowly. Pay special attention to any 

bubbles; they indicate a leak. 

• Once you’ve identified the leaks, shut off the fuel. Leaks are caused by two different 

conditions. One is a loose connection, which can be easily fixed by tightening up 

the fitting. The other is worn, warped, or cracked hose or fitting. The only solution 

to that is to replace the part. Consider your grill in a “down” status until properly 

functioning parts are installed.

SEA COMPASS SPRING-SUMMER 2014 21

ONLINE 

Grilling Facts from the National Fire Protection Association

http://www.nfpa.org/safety-information/for-consumers/outdoors/grilling

SEA COMPASS SPRING-SUMMER 2014
By Randall Humiston, Ph.D.

This three-hour tour was destined for failure from the 

beginning. The “captain” had just purchased a onethird share in this sailboat from a fellow Sailor. He and 

a couple friends decided to take it out in Monterey Bay for their 

maiden voyage during the first available weekend of good weather. 

To their credit, they did check the weather and 

expected conditions for their big adventure. Based on 

guidance from the harbor master, they did not plan to go 

out beyond the confines of the bay into the open ocean. 

Had the harbor master known who he was talking to, 

the guidance would have been much different. A glance 

at a chart for the area will show that the confines of 

Monterey Bay is a huge expanse of water, open to any 

wind and seas from the west. 

Unfortunately, the main sail was already rigged on 

the 24-foot sloop rigged sailboat, needing only to be 

hoisted and made fast. I say unfortunately, because had 

it not been rigged, it is unlikely that our Sailors would 

have been able to rig any of the sails and get under way. 

Using only the main, they did manage to get under way 

on wind power and make it out of the marina into the 

bay without any groundings or collisions, although they 

did report that they came close a few times, avoiding 

catastrophe with frantic push-offs and tiller operations. 

Did I mention that the sailboat was not equipped 

with any type of motor or other means of propulsion? 

Did I also mention that none of the three Sailors aboard 

had any sailing experience or training whatsoever? 

After making it a half-mile into the bay, they 

noticed that the wind was picking up and the seas were 

increasing. They reported winds from 10-15 knots and 

4-5 foot swells in open water with 5-7 foot breakers near 

shore. 

After deciding that conditions were getting too 

rough for their experience level (their words, not mine), 

they decided to turn around and head back to the 

marina. A wise move except that they now had to figure 

out how to turn around, let alone execute a jibe with a 

stiff breeze and maintain headway and steerageway. No 

luck. They found themselves making it partway through 

the turn to starboard, sails luffing due to mishandling, 

no steerageway, and being rapidly set down onto the 

beach by seas and wind broadside to the boat.

22 SPRING-SUMMER 2014 SEA COMPASS 

OFF DUTY I RECREATION AND BOATING
Three survive a sailing mishap and live 

to admit they were scared to death.

As they neared the beach, the seas became higher 

than the available freeboard and washed our partowner Sailor over the side. He had been stationed in 

the cockpit manning the tiller, but as there was no 

steerageway, his loss probably only improved the boat’s 

handling as it would have naturally come around. He 

splashed around for a while, but soon realized all he had 

to do was stand up and wade ashore as he was in four 

feet of water. I say fortunately because none of the boat 

occupants were wearing life vests (even though they 

were available in the boat cabin).

The other male boat occupant, seeing his shipmate 

go over the side, jumped in after him to save him. Good 

thing he didn’t dive as he would have probably hit his 

head on the sand and rocks below. They waded ashore, 

just beating the boat to dry ground. Once they realized 

the boat was going to go hard aground, they waded back 

out to try and keep the boat from incurring any damage. 

The one female Sailor jumped over, waded ashore, and 

went to fetch the authorities to get assistance. 

After getting permission from the Naval 

Postgraduate School Police Department, a salvage 

company towed the boat up onto the NPS beach in 

order to keep it stable for the night. The next day, 

another salvage company towed the boat back to the 

marina and its slip. The only apparent damage to the 

boat was its rudder. On further questioning, it was 

determined that sailboat co-owner did not know what 

type of boat he had purchased a share in, what make, 

model or year it is, what equipment it came with, how 

to use any of it or anything else that would have been 

useful knowledge in the prevention of this mishap. It 

seems his shipmates were just as hapless in allowing 

themselves to be party to this misadventure. They each 

admitted to being scared to death after they got out on 

the seas and the wind and waves picked up. 

Dr. Humiston, department head for the Center for Information Dominance Unit-Monterey, Calif., was the safety officer who investigated 

the incident.

U.S. Navy photo by Visual Info Spec John W. Williams/Naval Safety Center

SEA COMPASS SPRING-SUMMER 2014 23
Alcohol and drugs are contributing 

factors in most sexual assaults 

reported in the military.

s the drug and alcohol program advisor 

at Naval Forces Central Command 

(NAVCENT) Bahrain, Chief Yeoman 

Christopher Dixon takes his role to 

heart. For the last two years, he has helped Sailors deal 

with alcohol- or drug-related issues. He also advises the 

commanding officer on drug and alcohol use and abuse 

within the command.

“We try to maintain a proactive position, with 

continual training and counseling,” Dixon said. “If 

people are having problems, [I prefer] that they see me 

before anything bad has taken place.”

An alcohol incident in the military can be defined 

as “any alcohol-related offense punishable under the 

UCMJ or civilian authority committed by a member 

where, in the judgment of the member’s commanding 

officer, the consumption of alcohol was a contributing 

factor.” In 2012, the U.S. Navy’s combined drug and 

alcohol-related incidents decreased. However, alcohol 

and drugs are a contributing factor in most sexual 

assaults reported in the military.

Key to running a successful program is Dixon’s 

approach: provide Sailors with strong leadership and 

advice.

“I really want Sailors to understand that there is 

absolutely no need for excessive drinking,” said Dixon. 

“We are in the military, and we need to maintain 

self-pride in reference to serving. Sailors should also 

remember that serving in the military is one of those 

rare professions where one mistake of having an alcohol 

or drug-related incident could negatively affect your life 

for years to come.”

In most cases, Sailors who are convicted of an 

alcohol-related incident suffer a reduction in rank 

and pay, as well as have to pay legal fees. Some are 

dishonorably discharged from the armed forces, and as a 

result have to forfeit retirement pay and benefits.

“Losing your career over a bottle isn’t worth it,” 

said Dixon. “I try to tell people that my objective as 

DAPA isn’t to hurt their career, it’s to help them. My 

main purpose is to solve the problem. The Sailor could 

be suffering from depression, or an emotional problem 

such as being homesick. I will always try to be there for 

that person.”

The Navy’s policy regarding alcoholism states that 

military members are responsible for their own drinking 

habits; if they believe they have an alcohol problem, 

they are responsible for seeking treatment.

MC2 Wright is with Naval Forces Central Command Public Affairs.

Free Advice, Served Daily

By MC2 Mike Wright

24 SPRING-SUMMER 2014 SEA COMPASS 

OFF DUTY I SUBSTANCE ABUSE PREVENTION
Ready to 

Drive?

Owning and operating a car is a big responsibility. Whether you’re 20 or 60, 

driving laws are the same. The Department of the Navy wants you to heed its 

traffic safety regulations. OPNAV Instruction 5100.12J and Marine Corps Order 

5100.19F both serve one purpose: to establish policy and guidance for motor 

vehicle/motorcycle operators, passengers, bicyclists and pedestrians. 

Sailors face and overcome many hazards as they go about their daily lives. 

One that proves fatal far too often: the roadway. We’ve lost too many Sailors 

as a result of preventable crashes. When you travel, think of where you want 

to be and where your family will want you to be when it is over. Practice risk 

management. Do your part - fill out a risk assessment via TRiPS and have your 

supervisor review it. Once you are aware of driving risks, you can more easily 

manage them. Get started today at https://trips.safety.army.mil/navy/login.aspx.

We’ve listened to your feedback and you will see a whole new TRiPS soon! 

Visit the Naval Safety Center website for updates and look for notices and 

ALSAFE messages.

 

Before you get behind the wheel and head out for the long and winding 

road, remember your driver responsibilities: be a safe driver, and protect your 

passengers and other motorists.

SEA COMPASS SPRING-SUMMER 2014 25

MARINE CORPS ORDER 5100.19F

MARINE CORPS TRAFFIC SAFETY 

PROGRAM (DRIVESAFE)

OPNAV INSTRUCTION 5100.12J

NAVY TRAFFIC SAFETY PROGRAM

OFF DUTY I TRAFFIC SAFETY