Crane Collision 

to SOP Revision

Procedures

Revisited

Complacency First Hand 12

Best Practice Open Your Ammo Cans 14 

Common Sense A Comedy of Errors 17

off-duty spotlight 1,000 Days DUI-Free 26
Page Left Intentionally Blank 
CONTENTS

COVER STORY

Crane Collision to SOP Revision 6

With 2012 shaping up to be the safest year in crane operations, the 

Navy continues to be vigilant in reducing mishaps. By Jeff Morelen

features

First Hand 12

A Riverine’s haste and complacency result in small hand burns and a 

bruised ego. By Jeff Lt. j.g. G. Graham Van Hook

A Comedy of Errors 17

Veteran readers of the Friday Funnies will find this script all too familiar. 

Travel into a dimension where logic is quite rare. By John Mapp

off duty

Preparing for a Good Hunt 20

Combating Safety Fatigue 22

1,000 Days DUI-Free 26

The Binder That Keeps Them in Check 27

Changed Forever 28

We Got an Earful and We Hear You! 29

For the Love of Riding 30

‘Tis the Season 32

depart ments

From Commander, Naval Safety Center 3

Editor’s Notes 4

ORM Playbook: Respiratory PPE & IH Surveys 10

Best Practice: Open Your Ammo Cans 14

in THIS issue

Bravo Zulu 4

Spotlight on Excellence 5

NAVAL SAFETY CENTER 

TECHNICAL ADVISORS

The Communications and Marketing Department and 

Decisions magazine staff wish to thank the advisors, 

photographers, correspondents, contributors, and reviewers 

from the Naval Safety Center and the fleet for their assistance 

in creating this issue.

ON THE COVER: Machinery Technician Chief Petty Officer 

Bruce Bryant, assigned to the U.S. Coast Guard Port Security 

Unit Three Zero Seven (PSU- 307), prepares the crane to lift 

one of the PSU’s transportable port security boats out of the water for routine maintenance. (U.S. Coast Guard photo by Public 

Affairs Specialist 2nd Class Zachary A. Crawford) 

THIS PAGE: Equipment Operator 3rd Class Jonathan Rust, 

assigned to Naval Mobile Construction Battalion (NMCB) 74, 

guides a 40-ton hydraulic crane operator during a training 

exercise at the crane yard aboard Naval Construction Battalion 

Center Gulfport, Miss. (MC2 John Hulle/USN)

Occupational Health & Industrial Safety Programs

Steven Geiger, CSP Safety and Occupational Health Manager

steven.geiger@navy.mil

Joseph Perfetto Safety and Occupational Health Manager

joseph.perfetto@navy.mil

Installations and Industrial Safety Group Ring Ext. 7845 

shore/ground Safety Programs

PUBl ications l iaison

CAPT Warren O’Connor Mishap Investigator

warren.o’connor@navy.mil

Training Saf ety div ision

LCDR Aubrey Hamlett Training Safety Division Head

aubrey.hamlett@navy.mil

Training Safety Division Group Ring Ext. 7841

traff ic and recreation , off- duty Saf ety (RODS) div ision

Michael Borkowski Traffic/RODS Specialist (AAA/EVOC)

michael.borkowski@navy.mil

Lisa Johnson Traffic/RODS Specialist (Motorcycle)

lisa.l.johnson3@navy.mil

Traffic and RODS Division Group Ring Ext. 7842

w eapons sy stems saf ety div ision

Boyzie Hayes W eapons Analyst (Shore)

boyzie.hayes@navy.mil 

GYSGT Amber Allison Explosives and Weapons Analyst (Ground/USMC)

amber.allison@navy.mil

Weapons Systems Safety Division Group Ring Ext. 7843 

tactical sy stems saf ety div ision

GYSGT Joshua Holcomb Motor Transport OPS Chief

joshua.j.holcomb@navy.mil 

Tactical Systems Safety Investigations Group Ring Ext. 7844

DJRS/Jump Group Ring Ext. 7744

To contact a safety analyst by phone, call the main number, 757-444-3520 and dial the 

extension at any time during the greeting. 
DECISIONS

Commander, Naval Saf ety Center

RADM Brian C. Prindle

Deputy Commander

COL Michael Young, USMC

Director , Shore and Ground Saf ety Programs

CAPT Richard Jones, USN

Director , Communications and Mark eting department

John Mahoney

Director , Occupationa l Heal th & Industrial Saf ety Programs

James Culpepper

Editorial Staff

Media Div ision Head Derek Nelson

Editor Evelyn Odango 

Design and Graphics Allan Amen

John W. Williams

Web Design and Management Darlene Savage

INTERN/contributor Jeff Morelen

CONTRIBUTING W RITERS GYSGT Amber Allison

 LCDR Dave Williams 

John Mapp

editorial office

Commander, Naval Safety Center 

Attn: Decisions

375 A Street

Norfolk, VA 23511-4399

757-444-3520, ext. 7220 (DSN 564-3520) 

F ax: 757-444-6791

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

General email: safe-decisions@navy.mil

Shore and Ground Safety Programs Directorate 

Commander, Naval Safety Center 

Attn: Code 40 

375 A Street

Norfolk, VA 23511-4399

Shore Mishap Line: 444-3520, ext. 7840/7145

F ax: DSN 564-6044

Shore safety email (USN): safe-code40@navy.mil 

Shore safety email (USMC): safe-ground@navy.mil

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

Safety Center, Attn: Decisions, 375 A Street, Norfolk, VA 23511-4399. Please 

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navy.mil/navsafecen/documents/media/magazines/writer-photo_guidelines.pdf.

Contents and opinions expressed 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 

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clarity and applicability.

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Decisions magazine is published twice a year: Spring/Summer and Fall/Winter, 

and distributed to target audiences located at shore-based commands, deployed 

with aircraft squadrons and carrier groups, and DoD agencies. Decisions is 

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

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

Attn: Decisions, 375 A Street, Norfolk, VA 23511-4399. 

The Naval Safety Center Magazine for Shore, Ground and Industrial Operations

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Fall-Winter 2012 DECISIONS 1
We make split-second decisions every day. 

These may dictate the outcome of the 

day; maybe even our future. The level of 

risk we undertake depends on what we 

do in our profession. Some perform tasks pier side, on 

the front line, or in metal shops. Others operate heavy 

equipment to repair our ships. Many work in office 

spaces. But no matter what color of uniform we wear, 

we face the same challenge: preventing unnecessary 

injuries, fatalities and destruction of government 

property, what we call “mishaps” here at the Naval 

Safety Center.

Over the years, we have improved the way we 

handle mishaps. Setting up a safety “program” with 

rules and requirements, SOPs and references is not 

that difficult. While that’s a good starting point, we 

still must build the foundation for a culture of safety. 

“Commitment” from all levels is critical to support this 

endeavor. A healthy command environment engages its 

people and shares these three traits:

First, individuals must be Capable, meaning they 

must know the procedures and rules, and follow them. 

Second, they must understand that they have been 

Empowered to help enforce them. Third, leadership 

Expects everyone to be “active participants” in 

the command’s Safety Program by being involved. 

Ultimately, when the entire command is involved and 

looking out for each other, everyone benefits from the 

collective commitment made to the idea that “mishaps 

have no place in our command, among our Sailors, 

FROM COMMANDER, NAVAL SAFETY CENTER

Assess the Situation

What is going on?

What is different today?

What will happen next?

Balance Resources

What are the priorities?

How much time do you have?

What are the options?

Time-Critical Risk Management

Communicate to Others

Who has more information?

Who needs to know?

Who can help?

Do and Debrief the Event

Carry out the plan.

Were expectations met?

Debrief to improve future performance.

 2 DECISIONS Fall-Winter 2012
either on duty or off duty.” Leaders empower even the 

most junior person with the least experience, because 

they may well be the one in the right place to prevent a 

potential mishap. 

As a result of these three traits being instilled 

in all hands, the command culture benefits from 

an understanding that “safety” means “ongoing risk 

management” both on-duty and off-duty instead of just 

safety program management. Our mantra goes from 

“be safe” to “perform professionally.” We all understand 

this means to think about what we’re about to do before 

we do it.

Deliberate risk management is evident in every 

page of this issue. A recent incident brought to light a 

procedure that was followed; however it was written 35 

years ago! The situation discussed is a good example 

of never taking anything for granted, even a procedure 

that has been around for a very long time. A concerted 

effort between leaders, civilian employees and 

contractors is now underway to review crane operating 

procedures. Identifying hazards and making resources 

available to prevent mishaps works great when we have 

plenty of time. 

However, many times we face complex situations 

that put us under pressure, that’s when we use timecritical risk management (TCRM). We have to be 

prepared to react to unplanned (but not unforeseen) 

circumstances that change the risk. This level of ORM 

uses the ABCD model: assess, balance resources, 

communicate, and do and debrief. This simple 

mnemonic can help remind us how to evaluate risks 

and create plans “on-the-run.” No command is immune 

to on-duty or off-duty and recreation mishaps. Once 

again the Expectation is that everyone will use Rear Adm. Brian “BC” Prindle

deliberate and time critical tools when appropriate. 

They are not just for the work-place, but also tools to 

make part of our take-home way of thinking!

The best TCRM starts with knowing all procedures 

and precautions. With the holiday season near, talk 

about liberty and leave plans with everyone. Evaluate 

the workload and its impact on personal plans (Assess). 

Use TRIPS before traveling (Balance Resources). Let 

someone know that you will be the designated driver 

(Communicate). Put yourself in a position to have 

an exit strategy from any situation by thinking about 

what could go wrong. Carry out your plan and expect 

the unlikely to occur so you are prepared. Be ready 

to act promptly whether in a group or on your own. 

Afterward, engage in a dialogue to share the experience 

and what happened so we improve the process (Do and 

Debrief). 

The next time you “Do and Debrief ” an event 

in your command, please consider whether your 

experience is something that would benefit hundreds of 

commands and thousands of Sailors by submitting an 

article to the next Decisions magazine! Although we all 

have the means to positively influence risk management 

in our commands, your article will have a significantly 

greater impact across our great Navy. Decisions

magazine is anxious to publish your lessons learned 

and best practices that will help all of us continue to 

improve our professional performance! 

Fall-Winter 2012 DECISIONS 3
To submit a Bravo Zulu, send a brief narrative to 

safe-decisions@navy.mil. 

Please include a photograph and a command 

logo (if available). For more information, 

contact the editor at 757-444-3520, ext. 7220. 

While driving to work during inclement 

weather, IT2 (AW) Andre S. Pham of 

Patrol Squadron Nine saw a motor vehicle 

spin out of control on the freeway and hit a 

median. He immediately stopped to render 

assistance and realized that the driver was 

a fellow member of the command. Acting 

without hesitation, he administered first 

aid, contacted authorities, and notified the 

driver’s chain of command. He remained 

on-scene until emergency response 

personnel arrived. His quick action ensured 

that the driver did not sustain serious injury 

and prevented additional accidents from 

occurring on the freeway.

Submitted by 

AM1 (AW) Carl Michael Lesaca, 

VP-9 Safety Officer

A recent airport experience reminded me that 

policies and procedures can impact everything 

– and everyone around us. Sitting inside 

the plane at a terminal gate, I patiently waited as the 

captain repeatedly asked for volunteers to disembark. 

Apparently, the plane could not leave the gate unless 

it was up to code with weight and temperature 

requirements. 

Forty-five minutes later, the plane took off 

after nearly two dozen passengers didn’t make it 

onboard. The rest of us who stayed on had to make 

arrangements, while we could, for connecting flights 

and transportation due to delays. Although I felt bad for 

the people who got bumped, I was glad those preflight 

checklists exist to keep us safe.

This issue is about SOPs (standard operating 

procedures) and how they help keep our workplaces 

hazard-free, our lives worry-free and our conscience 

doubt-free. We begin with the cover story on revising 

crane SOPs – part or a process of standardization 

and preventive maintenance over the years that have 

contributed to reduction of crane mishap rates. 

Also in the spotlight is a Riverine who writes about 

how his complacency violated the basic safety rules in 

weapon handling (First Hand, page 12). The stage is set 

for our main characters who defy logic in this mayheminfused “play” (A Comedy of Errors, page 17) by our 

regular contributor, John Mapp.

We also provide personal protective equipment 

guidance (ORM Playbook: Respiratory PPE & Industrial 

Hygiene Surveys, page 10) and ammunition safety 

handling tips (Best Practice: Open Your Ammo Cans,

page 14) to keep you up to date with your operational 

know-how. In this issue, we also recognize the men and 

women who saved lives, protected assets, and prevented 

accidents (Bravo Zulu and Spotlight on Excellence, pages 

4-5). Lastly, our contributing writers serve up some offduty articles for hunting, combating DUI and “safety 

fatigue,” motorcycle riding, off-duty and recreational 

activities, seat belt use, and liberty (holiday) tips. 

Visit us online (“On the Web Now,” page 1) to 

download individual articles or the PDF version 

of this magazine. As always, we thank you for your 

contributions. 

Just like every magazine out there, this issue has 

gone through a considerable amount of chop, red-ink, 

and more chop. We, too, have a pre-publishing checklist 

to do before we can deliver this to your hands. We hope 

this issue helps you get through your day-to-day tasks at 

work, home or at play, intact. 

Evelyn Odango

evelyn.odango@navy.mil

EDITOR’S NOTES: Policies & Procedures

 4 DECISIONS Fall-Winter 2012
Industrial, Category A - Naval Facilities Engineering Command Northwest

Industrial, Category B - Ship Repair Facility and Japan Regional Maintenance Center

Industrial, Category C - Marine Corps Logistics Base Barstow

Non-Industrial, Category A - Naval Submarine Base Kings Bay

Non-Industrial, Category B - Naval Air Station Lemoore

Non-Industrial, Category C - Naval Base Ventura County

Fleet Operational/Fleet Support - Marine Corps Support Facility Blount Island

Large Deck Combatant - USS Ronald Reagan (CVN 76)

Surface Combatant - USS Lake Champlain (CG 57)

Amphibious - USS Green Bay (LPD 20)

Submarine - USS Tennessee (SSBN 734)

Auxiliary - USNS Grasp (T-ARS 51)

Marine Corps Active Duty Aviation - Marine Attack Squadron 223

Navy Active Duty Aviation - Helicopter Maritime Strike Squadron 77 "Saberhawks"

Marine Corps Reserve Aviation - Marine Light Attack Helicopter Squadron 773

Navy Reserve Aviation - Fleet Logistics Support Squadron 57 "Conquistadors"

Training Aviation - Training Squadron 10 "Wildcats"

Safety Integration in Acquisition - Naval Sea Systems Command Shallow Water Combat Submersible Team

Emerging Center of Excellence - U.S. Forces Afghanistan (USFOR-A), Naval Sea Systems Command, Naval 

Ordnance Safety and Security Activity, and USFOR-A Systems Safety

“You saved lives and property and prevented accidents. On behalf of the Secretary of the Navy, 

I thank you and offer congratulations for your accomplishments.” 

– Under Secretary of the Navy Robert Work

Established in 2002 by former SECNAV Gordon R. England, the Safety Excellence Awards are designed to promote 

safe practices throughout the Department of the Navy and personally recognize those commands that have integrated 

an awareness of safety in everyday operations, reducing loss in man-hours, material damage, among other factors 

that may decrease Navy assets.

Fall-Winter 2012 DECISIONS 5
A Puget Sound Naval 

Shipyard crane 

operator moves an 

emergency heavy lift 

crane from the flight 

deck of USS Abraham 

Lincoln (CV N 72) to 

the Naval Station 

Everett pier. (U.S. 

Navy photo by MCSN 

Brandon Wilson)

Thirty-four percent of the crane mishaps in 2012 

involved collisions. Even with a five-percent reduction 

in mishap rates this year, there’s still work to be done.

Other mishap cause factors:

•	 The crane operator and his team being unaware 

of load weights.

•	 Cranes not equipped with requisite safety 

devices.

•	 Safety devices not working properly.

•	 Booms with bent or damaged lacing (steel 

joints).

•	 Booms with defective welds.

•	 Booms that are heavily corroded.

These types of problems should be spotted during the 

pre-inspection by anyone on the crane team. When the 

team misses or ignores these problems, the results can 

be catastrophic.

Crane operations are challenging. If the lift zone 

is on a pier, power lines hang all around the docks. 

Ships pull in and out. Bystanders and pedestrians 

abound. There are lots of fences and other structures to 

maneuver around. Add to that the 4,000-pound load is 

suspended in the air. When winds increase or the angle 

of the lift changes, the difficulty is magnified. 

Since a number of difficulties can crop up during 

a lift, crane operators depend on a number of checks 

Crane collisions account for 34 percent of 2012 mishaps; but 

improvement is on the rise, making this year safer than 2010.

I

n 2010 crane accidents were at a 

new low making it the safest year 

in more than a decade. This year 

has had a low accident occurrence, 

and is shaping up to be safer than 

2010 if this trend continues. Part of 

this success can be attributed to 

standardization of crane operating 

procedures and preventive 

maintenance.

 6 DECISIONS Fall-Winter 2012
Boatswain’s Mate 2nd Class Donte Tidwell signals to the crane 

operator while unloading a rigid-hull inflatable boat aboard the 

San Antonio-class amphibious transport dock ship USS New 

Orleans (L PD 18). (U.S. Navy photo by MC3 Dominique Pineiro)

cover story

and balances, which in turn rely on operational risk 

management (ORM) and preventive maintenance.

The crane team’s main tool for preventing mishaps 

is planning. Before starting a job, the crane operator 

creates a plan — known as the lift plan — on how to 

accomplish his lifting task as safely as possible. It is 

provided in the NAVFAC P-307, Management of Weight 

Handling Equipment manual published by the Naval 

Facilities (NAVFAC) Engineering Command Navy 

Crane Center. He submits the lift plan for a secondlevel review. This group of qualified personnel will have 

to declare it as a “safe lifting plan” before operation 

can begin. The entire team working on the job then 

discusses the plan, ensuring all team members are aware 

of their responsibilities. Once the plan is set, the crane 

operator has to watch out for unexpected obstacles and 

anything else that might interfere with the plan.

“Being able to identify potential hazards in the work 

area or on the crane itself is vital. The rigger in charge 

has to be able to communicate 

changes to team members,” 

said Steve Geiger, safety and 

occupational health manager at 

the Naval Safety Center. “This can 

change the work plan, but it also 

can save lives.” 

A crane operator must also do 

a self-examination, verifying that 

he or she is physically, mentally, 

and emotionally fit to operate the 

machine.

The last step before the actual 

lift is the crane operator’s daily 

checklist, which has a number of 

items that need to be checked for 

working readiness. An important 

part of this checklist is the block 

of items that are mission essential. 

If any of these are unsatisfactory, 

an immediate order to stop 

work is issued. For example, 

the hydraulic hoses could be 

deteriorated, the outriggers and 

By Jeff Morelen, Naval Safety Center

stabilizers are not fully extended, or the wire rope is 

spooled incorrectly or frayed.

In spite of the checks and inspections, human 

factors continue contributing to mishaps: stress, 

overconfidence, poor judgment, excessive speed while 

moving the load, and inattention. 

A recent mishap that didn’t involve human error 

was during an ordnance lift. The issue was the SOP. 

The lift had exact specifications for the angle needed 

to lift the load. The crane team attached the assembly 

that would let the crane lift the ordnance at the correct 

angle. After the first two attempts, the ordnance would 

not move. But after minor adjustments to the lifting 

assembly, the ordnance suddenly jerked up. This made 

the load sway. The ordnance hit part of the ship, causing 

minor damage.

The investigating crew initially determined that all 

procedures had been followed, and that the crane team 

hadn’t made any errors. Investigators wondered if faulty 

Fall-Winter 2012 DECISIONS 7
Above: F ire Controlman 2nd Class K enneth Nwaezeapu keeps 

his eyes on the signalman while raising a NATO Sea Sparrow 

Missile System (NSSMS) casing with a crane aboard USS

Ronald Reagan (CV N 76). L eft: Construction Mechanic 3rd 

Class Jason Young and Construction Mechanic 2nd Class 

Robert Brien assigned to Naval Mobile Construction Battalion 

F orty (NMCB-40) position the hoist on new 50-ton linkbelt 

crane during calibration operations. 

U.S. Navy photo by PHAN Kathleen Gorby

U.S. Navy photo by PHAN Kaitlyn Rae Vargo

preventive maintenance on the ship had made it hard to 

move the ordnance at first. Perhaps the SOP would have 

to be updated to prevent recurrence.

Changing an SOP is common while working under 

dynamic circumstance, according to the Navy Crane 

Center. However, this SOP hadn’t been changed in 35 

years. This investigation is still in progress to determine 

exactly what caused this mishap, but one investigator 

confirmed, “There will be an SOP change due to this 

incident.”

This mishap has already led to improved procedures 

for lifting this particular ordnance. Leaders, safety 

managers and operators are paying attention, working 

together to prevent crane mishaps. 

Jeff Morelen, an intern in the Communications and Marketing 

Department, is an occupational safety and health graduate 

student at Old Dominion University, Norfolk, Va.

 8 DECISIONS Fall-Winter 2012

ORM PLAYBOOK: RESPIRATORY PPE & INDUSTRIAL HYGIENE SURVEYS

All too often, employees don’t wear their PPE for 

some of the obvious reasons described above. In some 

cases, lack of understanding of the requirements is the 

culprit. And somewhere along the way, the supervisor 

may fail to enforce the requirement.

What’s the Issue?

Many occupational activities expose personnel 

to air contaminants that are dangerous when inhaled. 

Respiratory protection saves lives when used properly. 

When workers make mistakes or misuse equipment, 

severe consequences can result. Long-term effects of 

prolonged exposure without PPE include cancer, lung 

impairment and death. 

It is important that Sailors and civilians ashore 

fully understand the type of equipment needed for a 

specific job, how to use it and how to inspect it. Sailors 

and civilians who are not wearing respiratory PPE in 

By Joseph Perfetto, B.Sc.

Base law enforcement personnel test full-face mask respirators at the Sewells Point Safety Office, Naval Station Norfolk.

their work areas when required should be called out and 

reminded. 

How Does PPE Relate to IH Surveys?

Every Navy command is required to have a baseline 

industrial hygiene (IH) survey. During the survey, an 

industrial hygienist evaluates the processes used on the 

task or in the work center. The hygienist asks questions 

about the task and documents the potential hazards to 

which employees are exposed. 

After the survey, the supervisor and the CO get a 

comprehensive report on all the processes within each 

work center. The supervisor is responsible for reviewing 

the survey. He then tells employees of all exposures that 

require the use of respiratory protection. 

An IH survey requiring employees to wear PPE is 

just the beginning of the protection process. Everyone 

wearing a respirator must be enrolled in a respiratory 

Somewhere in a workshop at some naval facility, an employee was using a machine that required the use 

of eye protection. But when asked why he wasn’t wearing any, the employee said he did not know where it was. 

In fact, the supervisor had purchased the personal protective equipment (PPE); however it was across the room 

hanging on a rusty nail and was dirty. Why was the PPE across the room and not near the machine that required 

its use? Was the machine used by one person or was it for common use (such as an MWR wood shop)? Perhaps 

it had multiple users, and hence all that “gunk” on the goggles? How long did this go on before it was noticed?

Naval Safety Center photo by John W. Williams

 10 DECISIONS Fall-Winter 2012
protection program as mandated in the Navy Safety and 

Occupational Health Program Manual [OPNAVINST 

5100.23 (Series)]. 

Requiring personnel to wear a respirator in an 

industrial setting is usually the last option in the hazard 

control hierarchy. Preferred options are engineering 

(replace the equipment or the process) or substitution 

(change the process by using a less hazardous material). 

The IH survey identifies the need for use of a respirator 

and identifies the type of respirator if hazards associated 

with the process cannot be removed or reduced. (See 

box, “What Is an IH Survey?”)

What Should You Do Next?

•	 People required to use respirators must be enrolled 

in a medical surveillance program, which monitors 

their occupational health. The command’s respiratory 

protection program manager (RPPM) or an assistant 

RPPM fits each employee with a respirator, using the 

make and model of respirator the employee will use. 

•	 Supervisors must ensure personnel are enrolled 

in both the respiratory protection program and a 

medical surveillance program. 

•	 Everyone enrolled in the respiratory protection 

program must use the respiratory protection when 

required, change the cartridges as necessary, and keep 

the respirator clean and in usable condition. 

•	 Individuals and RPPMs can use OPNAVINST 

5100.23 (series) or go to the Navy and Marine Corps 

Public Health Center at www-nmcphc.med.navy.mil 

for more information on respiratory protection and 

medical surveillance programs.

Mr. Perfetto is a certified safety and occupational health specialist 

with the Naval Safety Center.

What Is an IHSurvey?

By Cmdr. David S. Horn, as first appeared in Ships’ 

Safety Bulletin, “Industrial Hygiene Surveys,” JanuaryMarch 2011

Industrial hygiene (IH) surveys are comprehensive 

assessments of exposures in a workplace. The goal 

is to recognize and evaluate potential health risks and 

make recommendations to control those risks. The IH 

survey does several things:

•	 Establishes and documents exposure levels

•	 Specifies safety and health requirements for those 

exposure limits

•	 Provides an assessment of the effectiveness of 

general and local exhaust ventilation systems used 

for the control of contaminants

•	 Provides a basis for medical surveillance examinations.

The IH survey identifies operations that require 

personal protective equipment including respiratory 

protection, noise and sight hazardous equipment 

and locations, and personnel for inclusion in medical 

surveillance programs such as hearing conservation, 

asbestos, and sight conservation. All-in all, it is an 

essential tool for developing your safety and occupational health programs. Over time, controls deteriorate. Processes are modified, and new equipment 

is added. Perhaps a new hazardous chemical is put 

into use. Maybe the ventilation system degrades. An 

update of the industrial hygiene survey is required according to established schedules to address all such 

changes. L ocal medical treatment facilities (MTF ) 

(either a naval hospital or a branch medical clinic) or 

Navy Environmental Preventive Medicine Units (NEPMUs) can conduct IH surveys for afloat and ashore 

commands.

IH Survey Requirements:

F or a complete list, refer to OPNAV INST 5100.23

I – High Hazard: Annual 

Shipyards, aviation depots, public work centers, weapons/

ordnance stations, test centers or laboratories, medical/

dental activities.

II – Moderate Hazard: Every two years 

Naval stations, air stations, SEAL teams, aviation 

squadrons, submarine training facilities, fleet imaging, 

explosive ordnance units, all ships and submarines.

III – L ow Hazard: Every four years 

All other activities with primarily office or classroom work, 

such as administrative staffs and support commands.

F ull-face mask

respirator

Fall-Winter 2012 DECISIONS 11
The horizon line is flat along the eastern ridge, 

contorted only by the silent silhouette of a troop 

transport. The transport then erupts with light as it 

absorbs a mass of 7.62mm rounds. In my night vision 

goggles (NVGs), it looks like I just lit a sparkler. Under 

the loud whine, I hear an encouraging, “There you go, 

sir!”

In the Riverine Force, a Riverine is expected to 

become extremely proficient in more than six weapons, 

including the M2, M4, M9, M240B, M203, Mk19, and 

Mk44. Each weapon is a complex system that takes 

extended training to understand, let alone master. 

The Riverine Force goes through several category gun 

shoots: CAT II, III and IV. Each category builds and 

expands on the shooting skill set. 

One Riverine shoots more ammunition in a 

year than the entire crew of a DDG combined. With 

this training comes great risk. The Force constantly 

evaluates and mitigates risk at every opportunity in 

order to maintain the training process. Despite the 

rigorous training procedure and attention to operational 

risk management, its effectiveness is solely dependent 

upon an individual’s willingness to absorb and act upon 

the information.

Peering into two grainy green 

circles, my eyes try to focus as 

my tracer rounds zip across 

the black hilly grass of the Virginia 

Piedmont. My line coach screams into 

my left ear, “Get some, sir! Walk your 

tracers up!” But his words are muffled 

by the moaning of my Mk44 minigun. 

Its retorts echo deep into the night air. 

With the surge of adrenaline, my body 

reacts. My heart beats harder, sweat 

streams from under my helmet, and my 

palate becomes dry. “Walk it up!”

By Lt. j.g. G. Graham Van Hook

 12 DECISIONS Fall-Winter 2012
before I realized what I had done. My hand was gripping 

barrels that were several hundred degrees. What 

resulted was a glove with several holes accompanied by 

several small burns on my right hand. The barrels of the 

gun had a rubber hand print melted into the side. 

I was embarrassed at this brainless stunt but grateful 

to not have injured myself further. The correct way to 

rotate the barrels after firing is to use a large industrial 

screw driver between the barrels and torque the screw 

driver counterclockwise, keeping your hands well clear 

of the barrels. But in my haste, I ignored basic safety 

procedures. 

The number one factor in this safety violation was 

complacency. I totally missed steps in the proper way to 

clear and secure a weapon, which resulted in breaking 

clearly defined safety rules. Weapons are dangerous and 

it is important that we understand the precautions. 

This personal incident provided several teaching 

points that I shared with my Detachment at the 

conclusion of the gun shoot:

► Slow down. Training cannot be rushed. Take time 

to complete the task and develop proficiency, not speed. 

► Be safe at all times. I injured myself when the 

firing line was “cold.” I let my guard down when the 

most dangerous part of the evolution was complete. 

Stay vigilant and don’t take situations for granted.

► Fight complacency. At times, we can be our own 

worst enemy. Complacency needs to be addressed and 

stomped out. You might have performed a task 1,000 

times without incident. The 1,001 might prove to be the 

most dangerous. 

Lt. j.g. Van Hook is the assistant officer in charge of RIVRON 1 

DET 2. (Photos courtesy of the author)

The Riverine Force is an exciting place to serve 

in the Navy; however, it presents the same 

risks that can be found throughout the fleet. It 

is important that we learn from each other in 

order to prevent future incidents. 

One cool January night, my detachment and I were 

doing our CAT III gun shoot. This was an advanced 

level of shooting needed before shooting CAT IV. We 

each had a course of fire to shoot both during the day 

and night. I decided to save my favorite weapon system 

— the Mk44 minigun — for the last course of fire. 

The Mk44 is both dramatic and dynamic. It got the 

nickname “Puff the Magic Dragon” during the Vietnam 

War due to the flames that appeared to be flowing from 

the rotating barrels. It is a weapon that is mostly used by 

helicopters and special warfare combat crew (SWCC) 

units. The Riverines adopted it to increase their fire 

power on the river. It shoots an amazing 3,000 rounds 

(7.62mm) a minute with a muzzle velocity of 3,050 feet 

per second.

With the last of my rounds expended, I powered 

off the Mk44 and pivoted my weapon to high port and 

practiced scanning. I then flipped up my NVGs and 

began to come down from the high of shooting. The 

barrels of the minigun glowed a smooth orange against 

the inky sky. The barrels seemed brighter as my eyes 

adjusted off the NVGs, then the orange faded against 

the cool air. 

I then began to rush through my safety steps in 

order to turn over the weapon to the next anxious 

shooter in line. The last step — a movement of clearing 

and making the weapon safe — was one I’ve done a 

number of times. It has given me the confidence to 

complete the task in the dark of night. To “show clear,” 

one must rotate each barrel and slide the bolt to the 

rear on the track showing the line coach. I gripped 

tightly around the barrels and began to twist the barrels 

counterclockwise. 

This action was soon punished by a sharp pain in 

my right palm through my glove. It took several seconds 

Fall-Winter 2012 DECISIONS 13
BEST PRACTICE

Rehearsal went fine and the camera began to roll. 

Massee fired. Lee pulled a trigger hidden behind the 

grocery bag to set off a "squib," to simulate being hit 

by a bullet. Then he collapsed, blood pouring from the 

right side of his abdomen. The scene played on; some 

thought Lee’s acting was extraordinary.

The director yelled, "Cut!" Lee did not get up. At 

first the crew thought he was joking because he was 

well-known for his practical jokes, but then panic 

erupted. Lee died about 12 hours later. Investigators 

found that the prop specialist had accidently loaded a 

live round in with the dummy rounds (dummy rounds 

look a lot like live rounds, but they don’t contain gun 

powder).

The world lost a rising star that day in March 1993. 

The Marine Corps loses personnel in similar ways.

In February 2000, an E-4 aimed his M240 SAW 

at the windshield of an approaching high-mobility, 

multipurpose wheeled vehicle (HMMWV) and fired. 

L eft: 9mm dummy round often used in movies when the camera shot is looking down the barrel. Armorers also use them 

for functional checks on weapons. Right: 9mm live ammunition.

The “blank” round didn’t sound normal. He aimed and 

fired again. The BFA flew off. A projectile went through 

the windshield of the HMMWV, striking a 20-year-old 

E-3 in the thigh. The E-3 underwent several surgeries 

and walks with a permanent limp. The E-4 had been 

issued his ammo and had loaded his weapon in low 

light. A package of live ammunition had been issued in a 

can that was marked as blanks.

A 19-year-old E-3 military policeman who was 

portraying an enemy combatant during a training 

exercise in August 2002 was fatally shot by an E-5. After 

rappelling from a helicopter and entering a room during 

a mock urban assault, the E-5 raised his rifle, lined up 

his sights at a faux enemy and pulled the trigger. Four 

bullets slammed into the E-2’s neck and torso. The E-5 

thought he'd slipped blanks into his rifle, but he had 

actually grabbed live ammo.

In October, 2006, another E-5 pointed his weapon 

at an E-4 (who was also playing the part of an enemy 

F

ilming began just after midnight 

on March 31, 1993. The scene 

was a flashback to show how 

the main character had been 

killed. Actor Brandon Lee was carrying 

a grocery bag that contained a small 

explosive charge, used to simulate gunfire. 

Another actor, Michael Massee, was to 

fire a pistol full of dummy rounds at Lee, 

from a distance of about 12 feet.

By Gunnery Sgt. Amber Allison, Naval Safety Center

 14 DECISIONS Fall-Winter 2012
insurgent) and pulled the trigger. The ammunition 

was supposed to be blanks, not live rounds. At first, 

just as with Brandon Lee, no one realized the E-4 was 

dying. Even a nearby corpsman was convinced that the 

22-year-old E-4 was a good actor. When the corpsman 

rolled the body over he discovered the Marine had been 

shot in the face and probably died very quickly. 

In 2008 and 2009, two different armorers loaded 

pistols for functional checks but mistakenly loaded 

them with live ammunition instead of dummy 

ammunition. One shot himself in the palm, requiring 

stitches. The other shot off the tip of his finger. 

Also in 2009, a unit was firing on an indoor 

range. Marines in the unit had been mistakenly issued 

ammunition containing tracers. No one opened the 

can to verify that the ammunition didn’t contain tracers 

(which are prohibited on indoor ranges). Shortly after 

shooting began, a fire broke out in the rubber impact 

area and continued to burn for more than 12 hours, 

destroying a brand-new, multi-million dollar facility.

These are just a few of countless mishaps that could 

have been prevented had someone closely inspected the 

contents of their ammunition can instead of trusting 

the markings on the outside. A box of 5.56 mm ball 

and a box of 5.56 mm blank look nearly identical when 

looking at the markings and wording. 

Ammunition Information Notices 013-2003 

and 002-2009 state: “Visual inspection for positive 

identification of inner pack of 5.56MM, Blank M200 

for 5.56MM, Ball M855 (1305-A075, A080) (1305-

A059). It is imperative that all personnel are aware of 

the possibility that live rounds may be packaged within 

properly marked blank wire-bound wooden containers. 

“At a recent training evolution, two M2A1 cans of 

5.56MM Ball M855 were discovered inside a wooden 

wire-bound container marked as A080 M200 Blank. 

Prior to firing, users should inspect the packaging and 

contents of all M200 Blank ammunition (13050-A075, 

A080) with a lot number after LC-02E or manufactured 

after May of 2002).”

---

Gunnery Sgt. Allison is an explosives and weapons analyst in the 

Shore/Ground Safety Programs Directorate.

The untrained eye can easily miss the words “ball” 

and “blank” when in a hurry or in low light.

Box of live 

5.56mm ball 

(DODIC A059)

Box of 5.56mm 

blank (DODIC 

A080). L ive 

ammunition has 

been found in 

properly marked and 

sealed wire bound 

5.56 blank boxes. 

Fall-Winter 2012 DECISIONS 15
► Compare markings of ammunition cans to the DD FORM 

1348 when receipting for ammunition. In well-lit areas, 

open all non-factory sealed or unsealed ammunition 

cans and inspect ammunition to ensure it is the correct 

ammunition to be used on the range.

► Ask for and read all Ammunition Information Notices or 

Notification of Ammunition Reclassifications that pertain

to the ammunition you are about to use to ensure you 

are using it correctly and have all the required personal 

protective equipment.

► Range regulations prohibit excessive break-out prior 

to firing. Open all unsealed ammo cans to inspect and

inventory whatever is in the can. Ensure it is exactly 

what you are supposed to receive. Do not open sealed 

ammunition until it is ready to be fired. Inspect that

ammunition prior to issuing it for use. 

► Never issue or inventory live ammunition in the same place 

that blank ammunition is to be issued or inventoried.

Ammunition Handling Do’s and Don’ts:

► When switching between live fire and blank fire, “shake

down” all participants and ensure all unused ammunition 

is turned in to the Range Safety Officer (RSO) to prevent

mixing ammunition from different training events.

► Repack all unused ammunition in the correct packing 

material and repackage it in the correct ammunition can 

for turn-in to the ammunition supply point. Don’t bury 

ammunition to circumvent the turn-in process.

► Intervene if you see any suspicious or dangerous actions 

during ammunition and weapons handling. 

RESOURCES

Naval Ordnance Safety and Security Activity

 https://nossa.nmci.navy.mil/nrws3/

Defense Ammunition Center

 http://ammo.okstate.edu/

Explosives Safety Support Office Atlantic at Naval Station Norfolk

 757-445-0812

Explosives Safety Support Office Pacific at Naval Base Coronado

 619-545-9560 or 800-XXP-SAF T or 800-997-7238

 16 DECISIONS Fall-Winter 2012
Fall-Winter 2012 DECISIONS 17

Scene 1: An average day at an average 

Navy shore facility.

Dawn was breaking, and the men and 

women assigned to the metal shops broke 

from Quarters and got to work. Our 

“hero” (whom we will call petty officer 

second class Pyro) emerged from his work 

center to start the day’s task. He and 

his trusty sidekick (aka petty officer 

third class Maniac) had been tasked with 

removing large chunks of surplus and 

By John Mapp

damaged metal from the yard and disposing 

of it in a waste dumpster. 

At this point, veteran readers of the 

Friday Funnies automatically begin predialing 9-1-1 and breaking out the firstaid kits in anticipation of the mayhem 

which often accompanies moving large 

amounts of metal. You can stand down — no 

one got hurt. No lacerations, no broken 

bones, not even any bruises (except, of 

course, to our Hero’s tender ego).

Cue “Twilight Zone” music.

You’re traveling through another dimension. A dimension where common 

sense is quite rare. The sights and sounds are all too often screaming 

panic, flames, and smoke. The signpost ahead reads, “Next stop: the 

Logic-Free Zone.”

Illustrations by John W. Williams
 18 DECISIONS Fall-Winter 2012

PO2 Pyro arranged for Maniac to get a 

forklift, the better to transport those 

long and heavy pieces of metal. They 

moved the metal to the dumpster without 

incident. 

Scene 2: The next actor, PO1 Toughguy, 

appears. 

PO1 Toughguy is the Leading Petty 

Officer of PO2 Pyro’s work center, and the 

man who tasked our hero with the job. He 

sauntered out to the work area to check 

on our hero’s progress and immediately 

noticed something was amiss. He bellowed 

a few choice phrases which cannot be 

repeated here. After calming down, PO1 

patiently pointed out to our hero and his 

trusty sidekick that some of the metal 

was too long to fit inside the dumpster. 

The PO2 and PO3 scratched their heads and 

conceded that some pieces of metal were 

protruding far beyond the edges of the 

container.

Being possessed of the patience of 

a saint — or at least someone from New 

Orleans — PO1 Toughguy further explained 

that the company which emptied the 

dumpster was forbidden from taking it 

when anything extended more than 12 

inches past the edge. He told them to 

remove the long bits of metal from the 

dumpster and take them back into the 

shop, where they could be safely and 

quickly cut into more manageable pieces.

Shaking his head, PO1 Toughguy exited 

stage left.

Scene 3: Our stalwarts jump the tracks 

and pass into ... The Logic-Free Zone.

PO2 Pyro and PO3 Maniac huddled. It 

was almost lunchtime, and the job they 

had thought was almost done now appeared 

to go into extra innings. Profanity most 

likely ensued. 

No doubt you’re nodding your heads 

sagely at this point. You have the 

classic foreshadowing of an impending 

mishap: an artificial sense of urgency, 

rework, and intermittent supervision.

Our stalwart petty officers came to a 

decision. That whole thing about removing 

the long bits from the dumpster and 

carrying them back into the shop would 

take too long. Some of the metal was 

trapped by more metal piled atop it, 

which would require emptying the whole 

dumpster. In their minds, it was also 

completely unnecessary. PO1 Toughguy’s 

concerns about doing the job correctly 

and safely rapidly lost their value in 

comparison with a rapidly-approaching 

lunchtime. All they had to do was cut the 

metal in place! That would save lots of 

time. 

Scene 4: Our hero obtains a portable 

plasma-arc cutting unit (PAC) to 

accomplish his task. 

Apparently, anyone assigned to that 

particular work center could check out 

a PAC, without any questions. Blithely 

ignoring the signs posted on the dumpster 

forbidding anyone from climbing into or 

on the dumpster for any reason at any 

time, PO3 Maniac began cutting while PO2 

Pyro stood fire watch (with a fire bottle 

taken from its station in the metal 

yard). Incidentally, our hero was working 

on his qualifications as work center 

safety representative at the time.

Metal dumpsters are not safe work 

areas, not for hot work, not for any kind 

of work — even when they aren’t half-full 

of hundreds of pounds of loose metal.

None of these issues loomed large 

in our hero’s mind as he watched his 

sidekick cut merrily away at the metal. 

But then they noticed the smoke. Despite 

the fact that the dumpster was clearly 

labeled “Metal Only,” someone had dropped 

half a ream of paper in there. The slag 

from the cutting had managed to find its 

way through the piled metal scraps onto 

this paper.

Our hero immediately commenced to 

spraying with his ABC bottle, to no 

avail. PO2 Pyro expended the entire 

contents of the extinguisher, and the 

flames finally went out (as far as he could 

tell).

After this close call, you’d think 

that PO2 Pyro and PO3 Maniac would 

rethink their work procedure, or at 

least do a more in-depth assessment of 

the risks. You’d be wrong. This is not 

to say that PO2 Pyro did not take some 

risks into account. He was very worried 

that the fire extinguisher was expended. 

Leaving PO3 Maniac to continue piling 

metal into the dumpster, our hero carried 

the empty bottle to the safety office to 

get it recharged.

Scene 5: Peeling the onion.

A member of the safety staff asked, 

“How did it get empty?” The answer 

The company which emptied the dumpster was forbiden from taking it when 

anything extended more than 12 inches past the edge.
Fall-Winter 2012 DECISIONS 19

brought an onslaught of new questions 

until, finally, the truth came out. At 

this point, PO2 Pyro began to realize 

that his dream of “saving lots of time” 

had gone up in smoke with the paper in 

the metal dumpster.

When the safety crew arrived at the 

work site (PO2 Pyro in tow), they found 

PO3 Maniac still hard at work. He was 

somewhat miffed when told to stop while 

the staff investigated. So he went to 

complain to PO1 Toughguy. Once aware of 

the circumstances, PO1 Toughguy took PO2 

Pyro and PO3 Maniac back to his office for 

“the talk.”

Base firefighters arrived at just about 

the time the still-smoldering embers 

re-ignited. True to the nature of their 

calling, they put the wet stuff on 

the red stuff with great enthusiasm, 

essentially turning the metal dumpster 

into a swimming pool. By the time the 

firefighters had finished the job, our hero 

and his trusty sidekick were getting some 

serious DIVO counseling.

Scene 6: The end. 

This incident, like most mishaps, had 

plenty of contributing factors. Our hero 

did not follow his LPO’s instructions in 

the vain hope of speeding up the job. PO2 

Pyro blatantly ignored his tasking orders 

by taking a series of shortcuts around 

safety instructions and common sense. A 

task briefing would have outlined the task 

requirements much more clearly. Better 

supervision would have kept our stalwart 

heroes’ actions in check. 

Last, but not least, PO2 Pyro should 

have picked up a smattering of common 

sense from somewhere during his Navy 

career. PO2 Pyro would greatly benefit 

from extensive refresher training on 

operational risk management, especially 

that bit where one asks, “What’s the 

worst thing that can happen if I do 

this?”

The worst didn’t happen ... this 

time. But there will be more lapses of 

judgment. Somewhere, sometime, another 

Sailor will cross over into ... The LogicFree Zone.

Cue theme music. Music and picture 

fade out. 

Mr. Mapp is a safety specialist at the Norfolk Naval Shipyard 

and a regular contributor to Naval Safety Center publications. 

His “Viewpoints” appear in Sea Compass magazine.
Hunting season has always 

been a popular American 

event, whether for sport or 

for food. The transition time from 

summer to fall activities is often 

abrupt, leaving little time to prepare 

for a safe and enjoyable hunting trip.

Whether you are an experienced hunter or new 

to the sport, it is always a good idea to take a hunter’s 

safety course or a refresher course. It is also a good 

idea to go to an indoor range or a skeet range for the 

dual purposes of function checking the firearms and 

to regain familiarity of shooting with your rifles or 

shotguns.

If you plan to hunt on Naval installations, there will 

be a new requirement to show proof of completion of 

the personal firearms safety course available on NKO 

By Gunnery Sgt. Amber Allison

(Catalog number/Course ID: CSF-PFS-010). Training 

is still optional but recommended for firearm owners. 

Mandated training will be directed in the next revision 

to the Navy Recreation and Off-Duty Safety Program 

(OPNAVINST 5100.25B). 

Everyone in your hunting party, especially 

beginners, should review the following precautions. 

Post these where they are readily accessible to hunters.

•	Avoid alcohol or other mood-altering drugs before 

and especially during active hunting.

•	 Never climb a fence or a tree, jump over a ditch or 

log with a loaded firearm.

•	 Never point a firearm at anything you don’t intend 

to shoot.

•	Control the direction of your firearms muzzle.

•	Identify your target and what is beyond it.

•	 Be sure there are no obstructions in front of or 

inside of the muzzle.

•	 Never shoot at a flat or hard surface.

•	 Ensure you have the proper size ammunition for 

your firearms.

•	 Unload all firearms when not in use.

•	Treat every firearm as if it were loaded.

•	 Store firearms and ammunition separately in locked 

compartments.

Gunnery Sgt. Allison is an explosives and weapons analyst in the 

Shore/Ground Safety Programs Directorate.

Hunting Facts: W hy wear orange clothing? Deer 

don’t have the red cone cells in their eyes to see orange 

and red. Therefore, a deer’s eyes see oranges and reds 

as shades of greens and browns. However, you will be 

very visible to other hunters if you chose to the wear 

“hunter’s orange” clothing.

RESOURCES

International Hunter Education Association  www.ihea.com

Army Web Fire Arms Safety  https://safety.army.mil/firearm-safety

Hunter Safety Course with Online Exam. Get Your Hunting License or Certification. 

 www.hunter-ed.com

Oakland County Michigan Sheriff’s Department. Click on “Staying Safe While Hunting” podcast link. 

 www.oakgov.com/sheriff/safety_tips/hunting.html

Bass Pro Shops Video Library. Go to the OutdoorSite Library Section on the bottom section of the home 

page. Click on “Video Library.” It will take you to their OutdoorSite Library, which includes a robust collection 

of hunting categories.

 www.basspro.com

Hunting season checklists

 20 DECISIONS OFF DUTY Fall-Winter 2012
PRESEASON CHECKLIST

 Buy hunting licenses

 Get permission from landowners 

 Take hunter-safety courses

 Preseason scouting

 Get physically fit

 Sight-in rifle

 Schedule vacation time

 Vehicle maintenance

 Camp repair

 Purchase/reload ammunition

CLOTHING CHECKLIST

 Check weather report for proper attire

 Hat (fluorescent orange)

 Coat

 Jacket

 Vest

 Pants

 Shirts

 Sweater

 Boots

 Extra socks

 Rain gear

 F ace Mask

FIELD GEAR AND ACCESSORIES

 K nife sharpened

 F lashlight and batteries

 Drag rope

 L icense and holder

 Pencil string or plastic tie down for tagging

 F ield-dressing kit

 Compass

 Topography map

 Masking scents

 Deer/turkey calls

 W ater bottle

 Thermos

 Survival kit (see separate listing)

 F irst-aid kit

 W histle

 Hunter’s seat cushion

 Tree stand (with safety belt)

 Hand warmers

 Daypack with lunch and snacks

PERSONAL CHECKPOINTS

 Prescription medicine

 W allet with ID money and credit cards

 K eys to camp, gun cabinet, and extra vehicle 

keys

 L eave details of your hunting itinerary with your 

family

 Cellular phone if possible

AFTER THE HUNT

 Mail in harvest report card (if you got lucky!).

 Process the game you shot.

 Make Taxidermy arrangements.

 Clean and store all your gear.

 If you hunted on private property, share your 

harvest with the landowner and send the landowner 

a thank-you note.

18 THINGS TO PUT IN SURVIVAL KIT

 2 band-aids

 Peroxide swabs

 Iodine swabs

 1 triangular band-aid

 Small bag with 10 bouillon cubes

 W ater-purifying tablets

 Matches in a water tight bag (Ziploc bags work 

great)

 5 feet of aluminum foil folded tightly

 Small knife

 Hot Sparks kit in case you run out matches

 1 fire-starter stick

 Small strip of marking tape

 Salt

 2 survival candles (emergency candles)

 Assorted hooks

 20 feet of fishing line

 Assorted split shot

 2 or 3 spinners or small lures

You should be able to fit all these items in a small, watertight container 

– 3” x 6” long – made of plastic or light metal. It should be able to hold 

water and also keep supplies dry, such as a small coffee can.

HUNTING SEASON CHECKLISTS

Fall-Winter 2012 DECISIONS OFF DUTY 21
 22 DECISIONS OFF DUTY Fall-Winter 2012

U.S. Navy Photo
By Lt. Cmdr. Michael Witt

A widely known statistic states that we injure 

and lose more shipmates from self-inflicted 

actions than from enemy actions. This is 

a statistic we can certainly work toward 

improving upon. 

Military personnel who drive under the influence 

of alcohol unnecessarily increase risk within our 

organizations and commands. By making poor 

decisions, we unnecessarily increase aggregate risk 

across the Navy and Marine Corps. Since the goal 

of risk management is to eliminate unnecessary risk, 

leaders should strive to influence their people to make 

smart decisions, which will ultimately contribute to this 

elimination. 

One problem is that commands within the Navy 

can be subject to “safety fatigue.” By this, I am not 

referring to incidents caused by fatigued individuals, but 

rather a “watering down” of our overall safety training 

effort. During periods of high operational tempo, we 

increase the number of safety meetings, standdowns 

and anything else related to safety, to place emphasis on 

risk reduction. Just as an adolescent teen can tire from 

overbearing parents, young Sailors and Marines can tire 

from the unimaginative and repetitive safety message. 

This causes the message we send to become watered 

down and useless. 

We can do something to combat this. What leaders 

and safety professionals could do is present safety 

information in new and creative ways. Essentially, we 

need to make safety training fun and interesting. This 

article describes a seminar I held for our personnel. The 

seminar presented a different way of looking at DUI 

convictions, by combining personal stories, economic 

theory, games, and financial lessons. This combination 

was effective, and feedback was highly positive.

Economic theory suggests that rational people 

make rational decisions. A rational decision is one a 

person makes when the expected benefits outweigh the 

expected costs of that decision. DUIs are expensive, 

everyone knows that. An E-4 in my command was 

charged with a DUI offense and the total cost to him 

was $17,300. This is a bit higher than the cost to a 

civilian, because military members receive punishments 

under both the Uniform Code of Military Justice 

(UCMJ) and the civilian court systems. 

So if people are rational and a DUI conviction is 

extraordinarily expensive and dangerous, why would 

one choose to make what seems to be an irrational 

decision? My theory is that they are making a rational 

decision, but it is based on incomplete information and 

a misunderstanding of potential consequences. 

According to the National Highway Traffic Safety 

Administration, the average person charged with a DUI 

offense drives legally drunk 87 times before getting 

caught. At first glance, that number appears to favor 

those who choose to beat the odds, as statistically, 

one could drive drunk every weekend for over a year 

before getting caught. Of course this information 

does not present a complete picture of the hazards of 

During periods of high operational 

tempo, we increase the number of safety 

meetings, standdowns and anything else 

related to safety, to place emphasis on risk 

reduction. Just as an adolescent teen can tire 

from overbearing parents, young Sailors and 

Marines can tire from the unimaginative and 

repetitive safety message. This causes the 

message we send to become watered down 

and useless.

Fall-Winter 2012 DECISIONS OFF DUTY 23

COMBATING

Safety Fatigue
driving under the influence, but some of our Sailors 

and Marines continue to make poor decisions based on 

incomplete facts such as this one. 

We do a fine job spreading the message that DUIs 

are dangerous, expensive, and detrimental to careers. 

The question is whether the message we spread 

encompasses all the information that will help create a 

complete picture of the consequences involved. If the 

result of being convicted of a DUI is a total $17,300 

fine and the odds of getting caught are 1:87, then each 

time that driver drives impaired, he or she is paying a 

fine of $198.85 ($17,300 divided by 87). Some will be 

caught driving impaired the first time, so the cost of that 

drive was the full $17,300. Some may be caught after 

the 200th drive, so the cost of each of those drives was 

$86.50. 

Ultimately if someone chooses to drive while under 

the influence of alcohol, he or she will eventually be 

caught. Some will be caught the first time, some on 

the 200th, but on average, each offender will be caught 

on the 87th drive. By comparing these per-drive costs 

to the cost of a cab ride, it can be clearly shown that 

drinking and driving is not just potentially extremely 

dangerous, but is also always a poor financial decision. 

To help explain this, I developed two games as part of a 

“Making Smart Decisions” seminar. 

The first was modeled after the television game 

show “The Price is Right.” I listed five items commonly 

purchased by Sailors: A pack of cigarettes, an XBOX 

video game, a Monster Energy drink, a dinner and 

movie tickets for two, and “Driving after a few beers, 

getting home safely, and not getting caught.” 

The group correctly priced four of the typically 

purchased items, but the average response for the drive 

was about $20, which is the cost of the drinks and the 

gas to get home. The group was then to sort these items 

from least to most expensive. All participants voted 

to put the drive toward the cheaper side of the list. I 

then showed the cost and odds of getting caught for 

committing a DUI offense, and showed that the perdrive cost is $198.85 (again, $17,300 divided by 87), 

making it the most expensive item on the list. 

The second was a casino game, similar to roulette. 

At “my” casino, the wheel had 87 slots. Eighty-six 

of these slots had positive (I pay you) $20 written 

on them, while one slot had negative (you pay me) 

$17,300 written on it. I asked the crowd if they would 

play this game if it was in a casino they visited. No one 

raised their hands. The $20 is the cost of a cab ride, the 

$17,300, is the cost of a DUI conviction. These odds 

Indirect Costs

Beyond your wallet, the long-term effects of DUI may include 

loss of freedom, property damage, potential job loss, broken 

relationships, serious injury, lives lost, criminal record.

The Law

L egal drinking age: 21 years

L evel of blood alcohol content or BAC: .08 (DUI)

Driver’s License Penalties for DUI

BAC of .08 or greater: automatic 6-month suspension.

Refusal to submit to any chemical testing (breath, blood and/or 

urine testing): 1 year automatic suspension for the first refusal 

and 18 months suspension for the second or subsequent 

refusal.

Lives at Stake

In 2010, 10,228 people died in drunk driving crashes — one 

every 52 minutes — and 345,000 were injured in drunk driving 

crashes. 

National Highway Traffic Safety Administration FARS data, 2011.

Driving Under the Influence

*These costs are for general illustration only. Actual charges may vary by state.

Costs Associated With a First DUI*

Towing F ee $100 - 1,200

Impound (per day) $75 - 150

Court Cost $75 - 200

Defense Attorney $1,000 - 5,000

Bail F ee $150 - 2,500

F irst Conviction F ine $250 - 1,200

Jail F ee $10 - 50

DUI Treament Program $150 - 2,000

Ignition Interlock Rental $700 - 1,700

Auto Insurance Increase $500 - 1,500

L icense Reinstatement $100 - 200

TOTAL $15,700

 24 DECISIONS OFF DUTY Fall-Winter 2012
In preparation for each mission 

crewmembers of Boat Division 56, a 

detachment of Maritime Expeditionary 

Security Squadron (MESRON) 1 conduct 

safety briefs using toy boats and maps. 

(U.S. Navy photo by MC1 R. Jason Brunson)

are terrible and are the same odds one accepts when 

choosing to drive under the influence of alcohol. I 

also showed the value of the cash at 20 and 40 years, 

had it been placed instead in say, a Thrift Savings Plan 

account. The value amounted to $80,635 and $375,834, 

respectively. This was added to put the long-term 

financial implications into perspective. 

The “Making Smart Decisions” seminar also 

included a story shared by the E-4 mentioned 

previously who was convicted of a DUI offense a few 

months prior. His career was off to a very promising 

start, but was stopped short after his arrest. He is lucky 

his life was not shortened as well. He described to 

the attendees that he knew right away on the evening 

he was pulled over that he had made a poor decision 

to drive. He also explained that in the aftermath, the 

fallout that proved most detrimental to his life was the 

loss of trust and respect from his subordinates, peers, 

and leadership. This Sailor chose to share his story to 

help prevent someone else from making the same poor 

decision. 

Now that we have established that with complete 

information, driving after drinking alcohol is not a 

rational decision and that the benefits do not outweigh 

the costs, it is absolutely clear that using a designated 

driver or taking a cab is the correct decision to make. 

We, as leaders, must do a better job informing 

our Sailors and Marines of this fact. Everyone already 

knows DUIs can kill or cause great damage to property 

and people. Everyone also knows that the chance of 

this happening is actually fairly small. What is not small 

and not typically understood is that your chance of a 

conviction is 1:87 and the per-drive cost you pay to 

drive home drunk is $198.85. 

Our Sailors and Marines are bright and, for the 

most part, much more responsible than their civilian 

peers. We just need to teach them that driving impaired 

is not a smart decision, as odds are not in their favor. 

If we can spread these types of creative messages and 

continue to find ways to clearly explain them, we will 

see fewer DUI convictions in the Navy and Marine 

Corps. 

Finding fresh ways to present decision making, 

safety, and risk management subjects as described above 

is a start. I challenge you to put your own spin on the 

examples provided and share your lessons learned. We 

owe it to our Sailors, shipmates and loved ones as it may 

save a career or someone’s life. 

Lt. Cmdr. Witt is the VFA-22 safety officer.

This is the first in a series of articles covering Lt. Cmdr. 

Witt’s “Making Smart Decisions” seminar. — Editor

An E-4 in my command was charged with 

a DUI offense and the total cost to him was 

$17,300. This is a bit higher than the cost 

to a civilian, because military members 

receive punishments under both the 

Uniform Code of Military Justice (UCMJ) 

and the civilian court systems.

Fall-Winter 2012 DECISIONS OFF DUTY 25
1,000 Days DUI-Free

It Could Happen Any Friday Night

Petty Officer Brown goes out to a sports bar to watch a Friday night fight. He and his buddies hang out, knock back a couple beers and eat some wings.

Afterward, he decides to drive home. After a long week, he just wants to get some rest. Along the way he hears sirens and sees flashing lights in his rear

view mirror. He hadn’t intended on being out late or doing anything wrong, but nonetheless finds himself in the back of a police car after failing a field sobriety check. Despite of his innocent intentions, Petty Officer Brown had violated the Navy’s zero tolerance policy towards drinking and driving. In addition

to the civil repercussions of his mistake, his once-promising Navy career is in jeopardy. He could be facing Disciplinary Review Board, Executive Officer

Inquiry and Captain’s Mast. His shipmates in the work center would be forced to compensate for the work that he can no longer accomplish. His entire

command would suffer from the loss of his contributions.

By Lt. Jim Foss, VAW-112 

I

t is personal and commandwide hardships like 

the scenario above that the Navy is trying to 

prevent through its organizationwide support of 

responsible alcohol use. The “Golden Hawks” of VAW112, stationed at Naval Base Ventura County in Point 

Mugu, Calif., has embraced this culture effectively. On 

Aug. 6 the squadron marked its 1,000th consecutive 

day without an incident of drinking and driving. The 

command’s success can be attributed to its aggressive 

implementation of programs that the Navy currently 

endorses.

All Sailors that check in to the squadron receive 

either Alcohol and Drug Abuse Management Seminars 

(ADAMS) or Alcohol-Aware training depending on 

their pay grade. Therefore, every Sailor knows what 

is expected of them with regards to alcohol-related 

behavior. Furthermore, the training is periodically 

repeated when the squadron leadership feels it 

is appropriate, such as prior to major squadron 

movements. The classes are not treated as punishment 

or held as lectures, but rather used interactive sessions 

that foster a sense of mentorship and guidance. 

The command DAPA during this streak, ATC 

(AW/SW) Jayson Okamura discovered that in this 

setting “Sailors find themselves comfortable enough 

to speak freely concerning their personal experiences 

of alcohol abuse, and how this has negatively affected 

them personally and professionally.” The presentation 

emphasizes not only the disciplinary and financial 

effects of alcohol-related offenses but also emphasizes 

how a single poor decision can affect their division, 

squadron and family. 

Responsible drinking is routinely discussed in other 

venues, including divisional quarters, duty section 

musters and daily maintenance meetings. The squadron 

leadership does not preach abstinence from alcohol, 

but instead focuses on Sailors making good decisions, 

planning ahead and looking out for one another. 

“It is truly a momentous achievement, not just 

for VAW-112 Sailors, but also for every person and 

organization who have dedicated their lives to helping 

reduce the epidemic of drinking and driving,” said 

Cmdr. Aaron Brodsky, VAW-112 Commanding Officer.

The metric of days DUI free is one thing; the number of 

lives and careers saved is another metric entirely.” 

The momentum of 1,000 Days DUI further 

solidifies the squadron’s pledge to responsible drinking; 

nobody wants to be the one who breaks the streak.

During his remarks recognizing the squadron’s 

achievement, Capt. Dell Bull, Commander, Carrier 

Air Wing Nine, urged the Sailors to continue setting 

the example, “Continue to press upon those values 

and reflect on what 1,000 days DUI-free means to our 

nation’s readiness and the prevention of accidental 

death of those we’re sworn to protect.”

Lt. Foss is the public affairs officer for VAW-112.

Photo courtesy of VAW-112

 26 DECISIONS OFF DUTY Fall-Winter 2012

OFF-DUTY SPOTLIGHT: VA W-112 Golden Hawks
The customizable binder includes 

high-risk recreational assessment and 

acknowledgment forms that both member 

and supervisor must sign.

(OPNAVINST 5100.25B) but also holds NSW and 

its component commands accountable for controlling 

risks. 

The continuity binder currently covers the 

following high-risk activities; others may be added in 

the future:

•	ATV

•	Boating

•	Boxing

•	Bull Riding

•	Jet Skiing

•	 Motorcycling 

•	 Mountain Biking

•	 Scuba Diving

•	 Sky Diving

NSW has always practiced and stressed risk 

management for training and operations. Emphasis on 

the RODS program helps ensure Sailors incorporate 

risk management into their off-duty recreational 

activities as well. 

To obtain a copy of the RODS Program Continuity 

Binder, write to daniel.conrady@navsoc.socom.mil.

Reviewed by Daniel A. Conrady, CSS, Deputy Force Safety/

Explosives Safety Manager, Naval Special Warfare Command

T

o protect its personnel from harm when off duty, 

Naval Special Warfare (NSW) has developed 

a command-sponsored recreation and offduty safety (RODS) continuity binder that 

includes checklists for high-risk activities. Component 

commands can customize this binder with their 

logo, command name, designation letter, checklists, 

acknowledgment forms, and other documents. 

Component commands of NSW are responsible for 

designating RODS program managers/coordinators. 

In addition to implementing the command-sponsored 

program, they are responsible for investigating and 

reporting all RODS-related mishaps. They must 

also ensure supervisors incorporate the principles of 

operational risk management (ORM) into all Navysponsored recreation programs and activities. 

Managers must identify personnel who engage 

in high-risk recreational activities while off duty and 

ensure compliance with personal protective equipment 

requirements, where applicable. The ultimate objective 

for NSW and RODS program managers is to ensure 

individuals who participate in potentially high-risk 

activities use ORM and are aware of the hazards and are 

properly trained to identify and mitigate risks for those 

activities. The RODS continuity binder gives program 

managers a tool to assist in achieving goal.

This program not only complies with the Navy 

Recreation and Off-Duty Safety Program Instruction 

Naval Special Warfare has 

approximately 8,900 total 

personnel, including more 

than 2,400 active-duty special 

warfare operators, known as 

SEALs, 700 special warfare 

boat operators, also known as 

special warfare combatantcraft crewmen (SWCC), 700 

reserve personnel, 4,100 support 

personnel and more than 1,100 

civilians.

The Binder That Keeps Them in Check

Naval Safety Center photo

Fall-Winter 2012 DECISIONS OFF DUTY 27

high-risk activities checklistS
I

t happened to me at 6 p.m. on Oct. 25, 2007. Not 

only would I be different, but my entire family 

would be changed. Two very young children 

would never see their father again. A mother would be 

forced to assume the role of both mother and father. 

Grandparents, cousins, uncles, friends, and coworkers 

would live with memories of a brother, a Sailor, a friend 

who would never to return. 

My brother-in-law was a 29-year-old phenom. 

Star athlete growing up, tough as nails, and loved by 

all. He joined the Navy out of high school and quickly 

made his way up the ranks. He did well during multiple 

deployments, got married, had kids, bought a home, 

and became a well-respected instructor. He was setting 

himself up nicely for a shot at chief. Then everything 

changed when he decided not to wear his seatbelt.

It is difficult for me to understand why people 

don’t wear seatbelts. I’ve been wearing mine forever. 

It is so normal now that I feel uncomfortable in a car 

without one on. Not just vulnerable but perhaps a bit 

emotionally uneasy. I shake my head in disbelief when 

I hear of people being thrown from cars because they 

weren’t wearing a belt. My car doesn’t leave the curb 

until all riders don their safety belts. How hard is that?

I think people have to learn to not use them — from 

Dad or Mom or maybe Uncle Bob. You watch them 

hop in the car and drive off without wearing a seatbelt 

so you instinctively develop that trait. Sure, back in 

the day, cars were still only sporting lap belts but times 

have changed. Cars are safer, restraint technology has 

advanced, and as a result people are surviving more 

crashes. However, having a front, side, or curtain airbag 

is not a substitute for wearing a seat belt. 

I won’t preach to you about the laws. Most people 

know what they are. Then again most people know that 

seatbelts will protect them, maybe save them in a crash, 

yet some still choose otherwise. It’s not hard to do. It 

just takes a few seconds. Save your family, your friends, 

and your co-workers the grief of having to bury you. 

Lt. Cmdr. Williams, a student at the Army Command and 

General Staff College, Fort Leavenworth, Kansas, is a regular 

contributor to Naval Safety Center publications. His articles have 

also been published in Sea Compass magazine.

By Lt. Cmdr. Dave Williams

Naval Safety Center photo for illustration only. 

Have you ever had one of those instances that, in a split-second, changes everything? An 

event so turbulent, so terrible, and so sad, that it not only makes you angry but alters your life?

 28 DECISIONS OFF DUTY Fall-Winter 2012

 pMV AND SEAT BELTS
motorcycle

By Don Borkoski, Naval Safety Center 

During the past months, Naval Safety Center staff visited 

numerous fleet concentration areas, interacting with hundreds 

of leaders, motorcycle riders and Motorcycle Safety Representatives. This was both eye-opening and extremely informative. 

Many of the policy changes drafted in to the revised OPNAV INST 5100.12J were a result of symposium comments.

Here are the top 10 issues:

1. Shortage of trainer motorcycles 

2. Inadequate communication between riders and their 

command 

3. L ack of support for training by command middle 

management 

4. Need for more advanced-level training 

5. Desire for a classroom MSR course 

6. Improvements to ESAMS 

7. Need for dirt-bike and 3-wheeler training 

8. Rider groups, clubs and mentors need encouragement

9. Extreme rules from command leadership driving riders 

“underground” 

10.Inconsistent policies for base access

W e’re working to improve policy, training delivery, command involvement and funding. Some areas will take time to 

improve, but many were immediately corrected.

The visits shed light on the biggest hindrance to process 

improvement: Communication. This is a common area of 

weakness, and all stakeholders must make improvements.

 Region Commanders are encouraged to standardize base-access rules between installations.

 COs and OICs are required to train their riders, appoint 

an MSR and support mentorship.

 Safety managers must schedule quarterly motorcycle 

safety/MSR meetings.

 CMCs and MSRs must work together to identify and 

train all military riders.

 Contractors are working to adapt training hours to 

meet local needs.

 CNIC is funding improvements/increases to the pool of 

trainer motorcycles and motorcycle ranges where needed.

 Riders must help mentor fellow riders, take ownership 

of their own risk management, and get trained.

 Naval Safety Center will:

• Conduct regional quality-assessment visits to work 

with the enterprise in order to improve/adapt training, 

awareness, and policies.

• Improve the rider-related content on the NSC website.

• Communicate more effectively with stakeholders.

Senior Motorcycle Safety Foundation instructor 

Wendel Dunn gives instruction to riders during 

the hands-on range session of the Military Sport 

Bike Course at Fleet Activities Sasebo. (U.S.

Navy photo by MC2 Joshua J. Wahl)

We Got an Earful and We Hear You!

2012 Motorycycle Safety Symposium Wrap Up

• Work with other services to standardize installation 

access and training delivery.

• Publish statistical data to help identify areas needing 

improvement.

• Work with national agencies and businesses to improve the safety of motorcyclists.

Riding a motorcycle continues to be one of the most 

dangerous activities our personnel do in their lifetime. Riders 

must personally manage the risks and exercise self-control. 

F ailure in either area can be deadly. W hile riding is a personal 

choice, commands must be involved to make sure their riders 

are trained because training has proven to be the most effective method to reduce motorcycle mishaps. The injuries and 

losses of military personnel from motorcycle mishaps have a 

significant negative impact on readiness. The personal trauma 

and tragedy are paramount, of course, but there are also extremely high financial costs both to the military, to the victims 

and to their families.

Food for Thought

The safer automobiles become, the more dangerous 

the roads become for riders because of driver complacency. 

Motorcycles are often not seen by drivers of 4-wheel vehicles; 

riders must assume responsibility for staying out of harm’s way 

or positioning themselves to be seen. Most riders involved in 

mishaps had not completed the required training. Personal 

protective equipment always reduces injuries in survivable 

crashes. Trained riders are much more risk aware on the job 

and in other vehicles. Commands with the most untrained riders generally had not corrected training-availability issues. It’s 

not an accident that commands with leadership involvement 

have the least mishaps.

Mr. Borkoski is a motorcyle safety specialist in the Shore/Ground 

Safety Programs Directorate. 

Fall-Winter 2012 DECISIONS OFF DUTY 29
 30 DECISIONS OFF DUTY Fall-Winter 2012

What is it about motorcycles? You wake up early on 

Sunday morning to ride to a parking lot. You meet a 

dozen or so other riders who are all there because 

of the same impulse. For some of us, it’s a hobby —

defined as something that takes up all of your time, love and, most 

of all, your extra cash. For others, it’s a way of life.
By Mario R. Diprete

The author at Miller Motorsports Park, 

Utah, where he attended the California 

Superbike School two-day training 

camp. (Photo courtesy of the author)

Fall-Winter 2012 DECISIONS OFF DUTY 31

I love motorcycles. I’m one of those whose head turns in an instant upon 

discovering anything on two wheels with a motor larger than 50cc. Those 

who ride can relate. My friends say it’s a sickness. I say it makes me who I 

am. My bikes — yes, I have more than one — keep me grounded. Without 

them, I feel disconnected. Even though something basic links all riders 

together, as many different reasons exist for riding as there are riders.

For me, nothing compares to moving through the air on a well-made 

machine, taking in the passing scenery. The rush of the morning chill. 

The magnificent sight of the sun rising off the coast while riding down 

the eastbound lane of Hawaii’s Highway 3. The smell of freshly cut grass, 

fragrant tropical flowers and the salt air of the Pacific. No worries, just the 

wholesome pleasure of the ride. Most of the time, it doesn’t matter where, 

just as long as the road is open. 

People rarely are neutral in their opinions about motorcycles — they 

either love ’em or despise ’em. That’s where we, as motorcyclists, need 

to do our part as ambassadors of our sport, hobby, lifestyle, sickness, or 

whatever you want to call it. You don’t ride a motorcycle if you want to 

remain invisible. You also have to be willing to accept the many variables and 

consequences of riding. You have to learn the basics, make mistakes (not too 

serious, if you’re lucky), and then learn from them. You’ll go on lots of rides 

alone, with good friends, and, occasionally, with near-strangers. All these 

things will help you discover a very different world of riding.

I spend the week eagerly waiting for the early weekend mornings. 

Sometimes I don’t sleep well the night before. I guess it’s because of the 

anticipation of what the next morning’s ride will bring. When setting up 

rider courses at the Marine Corps Base Hawaii Safety Center, I try to display 

this enthusiasm. 

Keep in mind that my intentions are not to promote motorcycling but 

the positive attitude toward the responsibility we have. I remind those who 

ride to conduct themselves in a manner that leaves an acceptable impression, 

for we are all judged as a whole out on the roadway. It’s truly a pleasure to be 

with those who attend these sessions. 

A large percentage of riders are young and eager. Many immerse 

themselves in the concepts and principles of sound riding. With this 

cooperative relationship, mutual goals are shared, and only positive results 

can come from it. Life only can get better. It certainly has for me. 

Riding a motorcycle makes me feel many different things: power, 

elation, peace, happiness, and tranquility. Sometimes, it happens all within 

the same five miles.

Ride well. 

Mr. Diprete, a safety specialist in the Base Safety Directorate, Marine Corps Base 

Hawaii, has written for other Naval Safety Center publications.
Once we get past the month of October, the 

holidays will be approaching fast. Many 

have plans to drive long distance to be with 

family, decorate homes, cook elaborate 

meals, and celebrate with friends. Here are some tips for 

a safe and enjoyable holiday celebration.

Holida y Driving Misha ps

As soon as the liberty season begins, motorists pack 

the highways. That means increased risks to manage. 

Some common causes of holiday driving mishaps are:

Speeding: Is there a need for speed? Driving 10 

miles over the speed limit may get you there faster, but 

at what cost? Speeding mishaps frequently occur on 

local roads where variables such as curves, intersections, 

steep grades, and blind spots can impair situational 

awareness.

Distractions: Any activity that could divert a 

person’s attention away from the primary task of driving 

endangers driver, passenger, and bystander safety. These 

distractions are: texting, using a cell or smart phone, 

eating/drinking, talking to passengers, reading maps, 

adjusting a radio/CD player, or using a navigation 

By Stan Willingham, Naval Safety Center

system. According to the U.S. Government Website for 

Distracted Driving, text messaging is by far the most 

alarming distraction. 

Unbuckled Motorists: We all know that a seat 

belt is the single most effective means of protection in 

a crash. Don’t use the excuse that you’re only driving 

a short distance or that you’re wearing bulky winter 

clothes. Not only it is the law, but it prevents ejection 

during a crash, spreads out force of impact, and reduces 

injuries or fatalities by 40 percent.

Fatigue: Whether you find yourself driving at 2 

a.m. or 2 p.m., your situational awareness and reaction 

time will depend on your body clock. Know the signs of 

fatigue before it’s too late: burning eyes, heavy eyelids, 

inability to focus, and constant yawning. To avoid all 

of these, get regular sleep before hitting the road. Once 

you recognize the signs of fatigue, get off the road and 

rest. Avoid driving between midnight and 6 a.m. If you 

stay awake for 17 hours straight, you’re as impaired as if 

your BAC was 0.05.

Alcohol: “One more for the road” could put you on 

the road one last time. Unfortunately, with celebrations 

all around us, avoiding alcohol takes a lot of control. 

 32 DECISIONS OFF DUTY Fall-Winter 2012

liberty and holiday TIPS

U.S. Navy photo by MC3 Lawrence J. Davis
If you must drink, let someone else drive or drink in 

moderation and wait until you’re sober. 

Other Holida y Mayhems

It’s likely you will want to impress family and 

friends with your culinary abilities or home decorating 

savvy during the holiday season. Knowing what to do is 

as important as knowing what not to do.

Food-borne Illnesses: There’s nothing more 

inviting than a honey-glazed oven roasted turkey 

waiting for you at the buffet spread. Don’t spoil anyone’s 

enjoyment by making them sick. Yes, good ol’ germs are 

alive and well even if your turkey is all dressed up for 

serving. 

Some proven tips to keep in mind while preparing:

•	 Thaw turkey in refrigerator by weight (8-12 pounds, 1 

to 2 days; 12-16 pounds, 2 to 3 days; 16-20 pounds, 3 

to 4 days; 20-24 pounds, 4 to 5 days). 

•	 Use separate cutting boards and utensils; if using one 

cutting board, wash often in hot soapy water.

•	 Cook turkey and stuffing separately; 165 degrees (F) 

indicates doneness.

•	 Store leftovers quickly and properly.

•	 Ensure chilled foods are properly stored and handled.

Injuries and Fatalities: If you must decorate and 

use tools to get the job done, remember to take the right 

precautions so you can stay out of the emergency room 

and make sure your holiday season remains a happy 

celebration . 

The National Safety Council lists these as causes of 

injuries and fatalities during the holidays:

•	 Falls 

•	 Candle-ignited home fires 

•	 Unintentional poisoning

•	 Overexertion 

Mr. Willingham is a safety and occupational and health specialist 

in the Occupational Health and Industrial Safety Directorate.

RESOURCES

Travel Risk Planning System (TRiPS)  www.public.navy.mil/navsafecen/pages/ashore/motor_vehicle/trips.aspx

Centers for Disease Control and Prevention Holiday Safety Tips  www.cdc.gov/family/holiday/

National Safety Council  www.nsc.org/safety_home/SafetyObservances/Pages/HolidaySafety.aspx

U.S. Government Website for Distracted Driving  www.distraction.gov

Consumer Reports  http://news.consumerreports.org/cars/2011/09/how-to-minimize-distracted-driving.html 

Fall-Winter 2012 DECISIONS OFF DUTY 33 U.S. Navy photo by PHAN Thomas J. Holt U.S. Navy photo by PH2 Crystal Brooks

Culinary Specialist 1st Class Mila Thomas carves the 

roast beef for Thanksgiving dinner aboard the Nimitzclass aircraft carrier USS Ronald Reagan (CV N 76) Below: U.S. Navy Personnel Specialist 3rd Class Stephanie Burton, assigned to the guided missile destroyer 

USS Fitzgerald (DDG 62), decorates the command’s 

Christmas tree.
 34 DECISIONS OFF DUTY Fall-Winter 2012

U.S. Navy photo by MC1 Anastasia Puscian