SPECIAL FROM OUR VAULT: OFF-DUTY LESSONS OF SURVIVAL Starting on Page 21
Commander, Naval Safety Center RDML Christopher J. Murray

Deputy Commander Col Glen Butler, USMC

Command Master Chief CMDCM(AW/SW/IDW) Jim Stuart

Director, Shore Safety Programs Jonathan Wilson

Department Head, Media and Public Affairs Maggie Menzies

EDITORIAL STAFF

Head, Media Division/Editor Evelyn Odango

Art Director Allan Amen

Graphics and Design John W. Williams

Webmaster Darlene Savage

Social Media Manager Christopher Jones

EDITORIAL OFFICE

Commander, Naval Safety Center 

Attn: Decisions

375 A Street 

Norfolk, VA 23511-4399

Telephone: 757-444-3520, ext. 7220 (DSN 564-3520) / Fax: 757-444-6791

General email: safe-decisions@navy.mil

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

SHORE SAFETY PROGRAMS

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

the extension at anytime during the greeting.

Occupational Health andd Industrial Safety 7820

Training Safety 7841

Traffic and Recreation Off-Duty Safety 7842

ABOUT DECISIONS

Decisions (ISSN 2167-2431 / ISSN: 2167-244X) is published twice yearly. The 

editorial content of this magazine is edited and approved by the Naval Safety 

Center Public Affairs Office. Decisions is an authorized publication distributed 

to safety managers located at shore-based commands, deployed with aircraft 

squadrons and carrier groups, and DoD agencies. Contents and opinions expressed 

are not necessarily the official views of the U.S. Government, the Department 

of Defense or the U.S. Navy and do not imply endorsement thereof. Unless 

otherwise noted, photos and artwork are for illustrative purposes only. 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.

SUBMISSIONS 

Submit your stories or news items to safe-decisions@navy.mil. Email letters to: 

evelyn.odango@navy.mil or write to: Commander, Naval Safety Center, Attn: 

Decisions Magazine, 375 A Street, Norfolk, VA 23511-4399. We reserve the right to 

edit all submissions for clarity, applicability and length.

DISTRIBUTION

To get on our distribution list, email safe-decisions@navy.mil or download and 

fill out a form at http://www.public.navy.mil/navsafecen/pages/media/

subscription.aspx. Decisions 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: 

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

FLEET CONTRIBUTORS

CAPT Alywyn Young, Sr., US Southern Command

CDR Jason Garrett, USS NIMITZ (CVN 68)

CDR Thomas E. Sather, Bureau of Medicine and Surgery, Education and Training

LCDR Patrick Cole, VX-1

AM2 (AW) Zackeri Carnes, VAW-116 "Sun Kings"

AT1 (AW) Brian Austin, VPU-2 Marine Corps Base Hawaii

LT Eric "Jigglypuff" Valdez, VAW-115 "Liberty Bells"

AT2 (AW) Nathan Morrison, VAW-116 "Sun Kings"

Dr. Greg Lillie, Naval Branch Health Clinic, NATTC

DECISIONS

Resources and Information for the Safety Manager

2016, Vol. 5./No. 1

Join us on the web or your mobile device:

SOCIAL NETWORK

Quarterly Analysis Reports

The Naval Safety Center has published its analysis of Navy 

and Marine Corps mishaps. This report focuses on areas of 

elevated risk that require increased or renewed prevention 

efforts. The 93-page report contains two sections. Part One 

is for United States Fleet Forces Command and United States 

Pacific Fleet. Part Two is for the systems commands and 

shore infrastructure. 

	/Pages/media/HMA3_2015.aspx

Sleep/Fatigue Videos

This latest series of videos demonstrates how lack of sleep 

and fatigue reduce performance and increase the risk of 

mishaps. Collaborators include OPNAV, COMNAVSURFLANT, 

Naval Personnel Command, the Naval Postgraduate School. 

 /pages/video/sleep-fatigue.aspx

Safe Tips for Work and Off Duty

Download quick and easy summaries with topics ranging 

from automotive, driving/riding/traffic, electrical, fire, health 

and personal safety, summer and water activities, and much 

more. Share these PDFs as printed or digital training resource 

for your next safety standdown. 

 /pages/media/index-safetips.aspx

Seasonal Resouces

To help you prepare for your next safety briefing or 

standdown, we have stocked some materials including 

POD notes, ORM resources, seasonal statistics, safety tips, 

posters, videos, and more. 

 /pages/media/seasonal/index.aspx

NOW ON: www.public.navy.mil/navsafecen

QUARTERLY ANALYSIS REPORTS

In support of the Fleet Safety Campaign, 

NAVSAFECEN delivers a detailed analysis 

of safety data to the Fleet and TYCOMs on 

a quarterly basis. Each report includes a 

prioritized list of safety hazards and causal 

factors by community, as well as trending 

data with recommended course of actions. 

The quarterly reports are available on the 

Fleet Safety Campaign site via Intelink 

(https://intelshare.intelink.gov/sites/

navsafecen/SafetyCampaignPlan). 
FEATURES

COVER STORY

10 But I Was Wearing My PPE

A fun day on a California ATV trail goes wrong for this Sailor who suffers multiple 

injuries that could have been worse. By AM2(AW) Zackeri Carnes

BEST PRACTICE

12 Learn. Train. Live.

A seasoned motorcycle rider who thought that there was not a thing a basic rider 

course could teach him now aims to keep learning. By AT1(AW) Brian Austin

LESSONS LEARNED

14 Under Pressure

A car crash attributed to bad weather, complacency and procrastination proves to be 

a teaching moment for this aviator. By LT Eric "JigglyPuff" Valdez

SITUATIONAL AWARENESS

16 He Lives!

Making a well-informed decision when choosing bicycle gear pays off in more ways 

than a young petty officer could have imagined. By CDR Jason Garrett

TCRM AT HOME

18 Could've Been Worse

First-hand story of a novice woodworker's attempt to use a power tool that nearly 

chopped off a finger. By AT2(AW) Nathan Morrison

2 EDITOR’S NOTE

3 SAFETY BITS

DEPARTMENTS

SAFETY & OCCUPATIONAL HEALTH

5 Chronically Hurting

Know the dangers of a sedentary work 

lifestyle and practice good spinal hygiene.

By CDR Thomas Sather, MSC, Ed.D., 

and Dr. Greg Lillie

ORM PLAYBOOK

8 The Path to Owning a Gun

Buying a personal firearm is so easy these 

days. Know before you buy. 

By CDR Marty Ohme

CHECKLIST

32 Roadway Safety

A quick reference guide for highway and 

personal safety preparations. 

FROM OUR VAULT

HOME & PERSONAL SAFETY

21 Trapped Vapors

By AD1 Richard O'Connor 

RISK MANAGEMENT

22 Can You Possibly Avoid Getting 

Hurt? By Keith Denman

DISTRACTED DRIVING

24 Check Your Six

By LCDR Patrick Cole

OCCUPANT PROTECTION

27 Living Proof

By CAPT Aylwyn S. Young, Sr.

FATIGUE

28 Overtime Is Authorized

By AE1(AW) Anthony M. Vinson

DRUNK DRIVING

30 Two Deaths in a Day

By Ken Testorff

DECISIONS CONTENTS 2016, Vol. 5/No. 1

COVER: Illustration adapted from Wikimedia, Blausen.

com staff, "Blausen Gallery 2014." 

THIS PAGE: Photo via Creative Commons.

18 Could've Been Worse

Have a survival story, a news brief, or safety tips to share? Send us an email 

at safe-decisions@navy.mil or contact the editor at 757-444-3520, ext. 7220.

WE ARE TAKING SUBMISSIONS FOR THE NEXT ISSUE!

Resources and Information for the Safety Manager DECISIONS 1
lected more stories than we have room in our publications. 

But no matter how long ago they were written, these stories 

still matter. These can teach us about situational awereness, 

responsibility and accountability. They can also teach us 

about the desire to stay alive.

Beginning on Page 21, we've included articles about trip 

planning, fatigued driving, ATV riding, motorcycle riding, 

as well as home and personal safety. 

The summer season also brings on hurricanes. The 

Atlantic hurricane season lasts from June to November; the 

Eastern Pacific season starts in May. Be informed before, 

during, and after an incident. Many incidents can trigger 

emergency situations that escalate into disasters, some with 

little to no advance notice. The "Ready Navy" program 

offers preparedness guide and resources (see infographic 

below). Ready Navy is the Navy's Emergency Preparedness 

Program and is sponsored by Commander, Navy Installations Command.

As the weather gets warmer, more people will be heading outdoors. For every swim in the lake, ride in the park, 

cross-country trip, or burger on the grill, please think of 

how much life has to offer —everyday. If you find yourself 

unsure or doubtful, stop. Think of all the possible outcomes 

or the worst-case scenario. Think of your loved ones. 

We hope you enjoy this issue. Have a great summer! 

EDITOR'S NOTE

Did the cover make you pick up this magazine? It 

may be a far departure from spring leaves and 

green grass, considering it's summertime, but we 

want to drive a message: You have to take care of yourself, 

at work and off duty. We've prepared this off-duty issue to 

help you keep safety in mind when planning an enjoyable 

summer. We want to help you avoid unnecessary pain.

Our first feature, "But I Was Wearing My PPE," on page 

10, reminds everyone that it's okay to have fun. But complacency and lack of situational awareness can result in a 

painful experience for yourself and your loved ones. Our 

contributing writers also give us insightful stories about 

motorycle best practices, lessons learned from car and 

bicycle mishaps, and power-tool safety.

But before we go into the off-duty lessons learned section, let's take a look at some common work habits. Whether 

you spend a lot of time in the office sitting at your desk or 

work long hours to finish your job, the body can only take 

so much physical stress. The article, "Chronically Hurting," 

on page 5, will give you insight on how to avoid back pain 

and prevent spine injuries. The long-term effects of chronic 

pain can equate to debilitating health conditions, loss of 

work, and high medical costs. The authors even provided 

an accompanying poster as a quick exercise guide. 

As a reminder that we have a lot of work to do when it 

comes to off-duty risk management, we've dusted off our 

archives of unpublished articles. Over the years, we've colWhat's Your Off-Duty Care Plan?

Decisions magazine invites letters from readers. Send your letters via email to evelyn.odango@navy.mil; fax to 757-444-4791; or mail 

to Commander, Naval Safety Center, ATTN: Decisions Editor, 375 A St., Norfolk, VA 23511-4399. Please include your contact information. We reserve the right to edit letters.

LETTERS TO THE EDITOR

Ready Navy is designed for you, the Navy community, to 

provide information, tools, and resources that empower the 

Navy family to more aptly prepare for, react, and recover when 

faced with any emergency, with or without advanced warning. 

Ready Navy covers an array of hazards individuals may 

encounter, ranging from hurricanes and earthquakes to terrorist 

attacks. The material, tips, and recommendations provided by 

Ready Navy are closely aligned with those offered to the public 

by Ready.gov and other authoritative government resources to 

include the Federal Emergency Management Agency (FEMA), 

the National Oceanic and Atmospheric Administration (NOAA), 

and the Centers for Disease Control and Prevention (CDC). You 

are an essential partner in emergency preparedness!

Visit www.ready.navy.mil to make a care plan.

2 DECISIONS 2016, Vol. 5/No. 1
USFFCOM, Norfolk, Va. — 

U.S. Fleet Forces Command 

(USFFCOM) is promoting an 

initiative that provides gun locks 

to the fleet. For a limited time, 

USFFCOM is giving away 5,000 

gun locks to those who work 

or live in the Tidewater area of 

Southeastern Virginia.

Anyone working with the 

Navy as a Sailor, civilian, or 

contractor owning personal 

firearms or individuals who 

plan on purchasing a gun may 

request a gun lock through 

their command safety officer or 

suicide prevention coordinator 

(SPC). USFF will provide the 

gunlocks to already designated 

TYCOM/Direct Report (Echelon 

3) level safety officers. The free 

cable-style gun lock can be 

used on auto-loading pistols, 

auto-loading and pump-action 

shotguns, revolvers, and bolt 

action rifles. 

For more information, 

contact your command safety 

officer or your TYCOM safety 

office.

SAFETY BITS news and information from the fleet 

Let us help you spread the word about 

your safety-related events and tidbits of 

information. Send your press release or 

inquiry to safe-mediafdbk@navy.mil

GOT NEWS? SHARE IT!

Free Gun Locks

Hazard Communication Compliance

OSHA-GHS Hazard Communication Pictograms

NAVSAFECEN, Norfolk, Va. — 

The Globally Harmonized System 

(GHS) of classification and labeling of 

chemicals is now the new standard. 

OSHA has implemented this change to 

improve safety and health protections 

for our workers.

The new standard still requires 

chemical manufacturers and importers 

to evaluate the chemicals they produce or import, and provide hazard 

information to employers and workers 

by putting labels on containers and 

preparing safety data sheets (SDSs). 

However, the old standard 

allowed chemical manufacturers and 

importers to convey hazard information on labels 

and material safety 

data sheets 

(MSDSs) 

in whatever format 

they chose. 

The modified 

standard provides a single set 

of harmonized criteria for classifying 

chemicals according to their health and 

physical hazards and specifies hazard 

communication elements for labeling 

and safety data sheets.

By June 1, 2016, all Navy organizations will be required to have integrated GHS into their existing hazard 

communication program and must 

have:

– completed transition to new 

workplace labeling, 

– made sure SDSs are available on 

every chemical and have replaced all 

existing MSDSs, and

– provided additional employee 

training for newly identified physical 

or health hazards.

During the transition period, 

all chemical manufacturers, importers, distributors and employers must 

comply with either 29 CFR 1910.1200 

final standard), or the current standard, or both. 

Visit the "GHS Toolbox" on the 

Naval Safety Center OSH page. The 

toolbox explains the major changes to 

the Hazard Communication Standard. 

It also offers resources including training materials, videos, and guides.

 http://www.public.navy.mil/navsafecen/pages/OSH/GHS.aspx

PROMOTION 

AND AWARENESS

Resources and Information for the Safety Manager DECISIONS 3
4 DECISIONS 2016, Vol. 5/No. 1
Back pain is the second most common cause of 

missed work and contributes to about 93 million 

lost workdays and $5 billion in health care costs 

every year! Eighty percent of the population will 

have back pain at some point in their lives and 25 percent 

Americans currently experience back pain. 

Normal spine function underpins successful performance of normal activities of daily living. Back and neck 

pain may arise from any of the structures in the spine such 

as the discs, muscles, ligaments, or joints. In the majority of 

cases, the actual mechanisms causing back and neck pain 

are unclear. Such "non-specific" problems are costly in terms 

of disability and work loss. 

Pain that lasts more than three months is considered 

chronic, which may actually alter brain function and may 

have effects on attention, short-term memory, judgment 

and social skills. Chronic pain may also contribute to mood 

disorders, depression and anxiety. Chronic pain can cause 

difficulties falling asleep, staying asleep, and overall quality 

of rest.

Office workers are more likely to suffer from chronic 

back and neck pain than people who do physically demanding jobs because of how the body is positioned throughout the work day. The three most common causes of back 

pain are slouching forward in a chair, holding a telephone 

between your ear and shoulder, and finally a lack of movement during the work day. Researchers found that slouching for long periods of sitting still, repeated day after day, 

creates stress on the back, neck, shoulders, arms, and legs; 

while putting pressure on the back muscles, spinal disk, and 

ligaments. 

With these three causes identified, you would think that 

we could easily resolve the problem of back pain. Industries 

have found that changing postural habits can help. One 

study found that adjustable desks that allow workers to 

regularly change their work position from sitting to standing reduce upper back and neck pain by 54 percent. Another 

found that those individuals who reported being in “high 

discomfort” kept their necks more forward by 8 degrees 

while typing compared to those who reported “low discomfort”. While the above research findings sounds simple, the 

biggest issue is actually having people change their habits to 

actually address these. 

Here is what you can do in the office to help alleviate 

some of the causes. You can sit in ergonomically designed 

office chairs that support the natural curve of your spine 

(exercise balls are not a good choice for most people). If one 

is not available, a pillow or rolled up towel behind your low 

to mid-back may suffice. You can adjust your chair so that 

your feet are flat on the floor and with the thighs parallel 

to the floor. This will keep your low back in a spine neutral 

position. You can adjust the arm rests so that your shoulders 

remain low, which helps the upper back. A final helpful hint 

is to keep your monitor at arm’s length away and kept at a 

slightly below eye level height. This will encourage you to 

sit up instead of leaning forward which in turn reduce neck 

Chronically Hurting

OCCUPATIONAL SAFETY & HEALTH

Researchers have found that staying slouched for long periods of 

sitting still, repeated day after day, creates stress on the back, neck, 

shoulders, arms, and legs while putting pressure on the back muscles, 

spinal disk, and ligaments.

BY CDR THOMAS E. SATHER, MSC, USN, Ed.D., CAsP AND DR. GREG LILLIE

4-Designer.com image.

Resources and Information for the Safety Manager DECISIONS 5
strain. In order to help with phone calls, try these helpful 

hints. If your phone call conversations last longer than five 

minutes, consider using a speaker phone or use a headset. 

There is a trend today to use standing work stations. 

While standing places less load on the spine than sitting, it 

can cause other physical stressors leading to pain. To avoid 

dysfunction and pain if you have a standing work station, it 

should be adjusted to fit your build. The top of the monitor 

should be just below eye level. The keyboard should be at a 

level where your elbows are bent at 90 degrees, with your 

shoulders (trap muscles) being totally relaxed. Standing on 

a shock absorbing mat will help reduce leg fatigue. Some 

people, especially those with circulatory issues, may need to 

wear support hose or socks (men included!). 

Research is lagging on what is best —standing or sitting. It appears that the right balance will be a combination 

of the two. There are convertible work stations available 

which will allow one to raise and lower the desk, allowing 

for alternating between standing and sitting. A good rule of 

thumb with this type of system is to stand for 15-20 minutes, 

then sit for 8-10 minutes.

No matter whether you have a stationary sit-down or 

standing work station, or one of the new adjustable desks, 

in order to encourage good spinal hygiene, you need to 

move it! Take a break every 30 

minutes. Do a few stretches, 

get a drink of water (stay 

hydrated), and activate some 

of the muscles being neglected 

by poor posture. 

A good way to remind 

yourself to take a break is: 

Open the calendar function 

in Outlook. Type in the word 

“stretch” and set it to come 

up every 30 minutes. When it 

dings at you, step back from 

your work station and do 

some of the activities from the 

poster "MOVE IT: Surviving 

the Stress of Sitting." Once 

done, hit “snooze” and go back to work. 

Remember, just 30-60 seconds of stretching and engaging neglected muscles every half hour will reap big rewards 

by the end of the day.

CDR Sather is with the Bureau of Medicine and Surgery, Education 

and Training in Falls Church, Va. Dr. Lillie is a chiropractic physi-

cian with the Naval Branch Health Clinic, Naval Air Technical 

Training Center (NBHC NATTC) in Pensacola, Fla. Poster models 

(right) in order of appearance from top: AO3 James M. Sather, Han-

nah R. Failor, CDR Thomas E. Sather, MSC, USN.

ERGONOMIC CHECKLIST FOR 

SITTING AT A COMPUTER

	Keep shoulders relaxed.

	Keep forearms and hands in a straight 

line (90 degrees).

	Level thighs horizontally to floor.

	Chair should provide lower back 

support.

	Keep feet flat on the floor.

	Top of computer screen shoul dbe at 

or slightly below eye level (15 to 30 

degrees below line of sight).

	Monitor should be an arm's length away 

from face (18" to 24" distance).

	Position screen to avoid reflected glare.

This page: Creative Commons, Wikimedia; opposite: CDR Thomas Sather

6 DECISIONS 2016, Vol. 5/No. 1

MANAGE RISK. ENSURE SUCCESS. COMPLETE THE MISSION.

The Path to 

Owning a 

Gun

The decision to own a firearm is very personal, 

especially if you intend to use it to protect your 

family or yourself. Making the right decision 

requires solid information. Seldom do I get into 

something new — and never anything expensive 

— without first doing extensive research. 

On my third visit to the local Marine Corps 

Exchange gun counter, I apologized for asking 

so many questions. I was taken aback when the 

store associate replied, “You’re doing this right. 

Some people walk in here for a haircut and walk 

out with a gun.” I seriously doubt he was joking. 

An impulse buy would be easy since only a few 

steps separate the grooming chairs and gun 

cases.

Transitioning from the limited exposure 

and experience the Navy has given me to gun 

ownership has been quite a journey. If you are 

considering a firearm purchase, allow me to 

offer some advice based on my own purchasing 

experience.

Photo: Evelyn Odango

8 DECISIONS 2016, Vol. 5/No. 1
If you don’t have previous firearms training or are not 

comfortable firing on your own, ask for help. A negligent 

discharge is far more embarrassing (and potentially dangerous) than admitting you need help. When you test the 

firearm, remember this should be about what works for you, 

not what P.O. Pistol told you is best. 

Now go home. That’s right, go home. Don’t buy as 

soon as you are done shooting. Think about your options. 

You may want to shoot again before making your decision. 

Then, do what’s best for you. If you choose to buy that gun, 

get professional training and practice. It’s not merely about 

marksmanship. You own every round that leaves your firearm's barrel. Make sure it hits your intended target. 

As you train, evaluate your choices of firearm and other 

equipment. Even after all the effort, you may find you need 

or want something different. It could simply be a different 

holster or sights. You may even want a different gun in the 

future.

Consider the following convenient memory aid so you 

don’t have to carry this article with you on your search for 

a gun: Go back and put an “A” by the questions near the 

beginning of the article. Put a “B” by the next paragraph, 

which begins with “Although you should expect...” Put a 

“C” by the paragraph beginning “Before you go too far...” 

Put a “D” by the paragraph beginning “Ready to buy?” 

Look at what’s in each section. Do you see it? 

Part A is about Assessing your situation. Part B Balances your resources. Part C is about Communicating.

Part D is Do and Debrief. (Now you’re thinking “This guy 

duped us into a TCRM lesson with an article about guns!”) 

That’s right, time-critical risk management, or TCRM, works 

in both the time critical* and Navy/Marine Corps environment and at the gun counter. We all make decisions in our 

lives that could have been better. Sometimes the consequences of those decisions are small and sometimes they 

are not. How many of your bad decisions would have been 

different if you had put a little bit more thought into them? 

*Author's Note: This article follows the structure of the 

ABCD Model because of those who make an impulse decision to 

purchase a firearm. However, it describes the kind of very deliberate planning for which the five-step process is designed. ABCD

maps neatly onto the five steps. Whichever structure you choose 

for making a decision on a gun purchase, use it well. For more 

information on ORM, visit the Naval Safety Center website.

CDR Ohme is an analyst in the Naval Safety Center’s Aircraft 

Operations Division. 

PERSONAL FIREARMS RESOURCES

http://www.public.navy.mil/navsafecen/pages/aviation/

weapons/personalfirearms.aspx

Like many things, you have to ask yourself these questions up front:

 Why do I want to buy a gun?

 Is it a need or a want? 

 How will I safely store it? (Consider who else lives 

in your home, how quickly you might want to access it, 

and protection from theft.)

 What will my budget be? (Do you really need holographic sights, a match grade barrel, or a supressor?)

 Do I have the money? Do I need to save up?

 Can I afford ammunition and accessories; range 

time and training; and secure storage?

Although you should expect to come back to these 

questions multiple times, don’t move forward until you 

have solid answers for them. Now, where can we find the 

foundation for the good decision we want to make? What 

about Petty Officer Pistol; he seems to know exactly what 

you need. Maybe your neighbor’s cousin can help; he 

always shows off his concealed carry pistol when he comes 

over. The Internet is all knowing and everything you read 

there is true, right? 

Whoa, Cowboy! Anyone, including a gun store clerk, 

who presumes to know exactly what you need, doesn’t. Ask 

elsewhere. People who want you to know they’re carrying are probably dangerous. Stay away. While the Internet 

is a vast store of information, look for multiple reputable 

sources. Look for agreement on big things like safety and 

the need for training. Also, be open to differing points of 

view “experts” offer on other matters relevant to your decision. Find out who the respected gun shops are in your area. 

If any one of them has a range and offers instruction, all the 

better.

Before you go too far down the path of acquiring a 

firearm, you should have a talk with your spouse and/or 

other members of your household. That conversation could 

go many different directions. Be prepared to talk about why 

you want a gun and the safety steps you will take. Make 

sure you are open to other opinions and be ready to listen. 

When you ask for advice or shop for a gun, explain to 

the seller your goals up front. This will frame the discussion 

so it is less likely you end up hearing about custom triggers 

for AR platform rifles chambered in 7.62 when you really 

want to learn and teach handgun safety to your tween. 

Ready to buy? Hold on! Would you buy a car you 

haven’t driven? Take some time to shoot. Your research to 

this point, including what feels comfortable in your hand at 

the gun counter, should have narrowed your search down 

to a group to choose from. This is where having a range at 

the gun shop is a bonus. Guns can often be rented so potential customers like you can try them out. 

Resources and Information for the Safety Manager DECISIONS 9
BUT I WAS

WEARING MY PPE

"I decided to have 

a little fun and 

throttled the gas ... "

BY AM2(AW) ZACKERI CARNES

Although we learn early 

in our Navy careers that 

wearing our personal 

protective equipment (PPE) 

will help prevent serious 

bodily injury or harm, 

certain activities can still 

be dangerous even 

with the correct 

safeguards in 

place.

10 DECISIONS 2016, Vol. 5/No. 1
Our command had recently returned home from a 

10-month combat deployment. While half the squadron was 

on pre-overseas movement leave, the remaining Sailors had 

Fridays off. On one of those Fridays, Sailors from my shop 

and I decided to ride our four wheel all-terrain vehicles 

(ATV). Early that morning, our group packed up our equipment and went to nearby Malibu Hills. After arriving, we 

unloaded our gear and started the ATVs to warm them up. 

While we waited for the ATVs to warm up, my friends and I 

donned our safety gear: heavy jackets, helmets and gloves. 

I decided to take the lead since I had a greater experience and comfort level with this particular trail than my 

friends. I knew there was a turn about 30 seconds into the 

trail and briefed this to the group before we began. As I 

approached the turn, I slowed down slightly to navigate 

safely. When I was halfway through the turn I decided to 

have a little fun and throttled the gas. This allowed the ATV 

to snatch and whip the remainder of the curve in a drift. 

That turned out to be a foolhardy decision. Instead of drifting out the remainder of the turn, the ATV redirected itself 

toward the edge of a cliff.

In an instant, I imagined what the 150-foot drop would 

do to me and I quickly attempted to steer myself out of 

danger. I overcorrected and found myself careening toward 

the dirt wall of the trail, which at this point, was the lesser of 

the two evils. The ATV collided with the solid dirt and rock 

wall. My body launched into the air. The force of the impact 

knocked me unconscious.

The entire crash happened incredibly fast. I remember 

coming to and feeling like I had forgotten how to breathe. I 

was concerned that my injuries were worse than what I was 

ready to deal with. I kept telling myself, “Just breathe in and 

you’ll be good.” When I finally took in some air for the first 

time, all I noticed was the feeling and sound of bubbling in 

my chest. I managed to call out for help with all the energy I 

could muster; I knew something was seriously wrong. Then, 

for the second time, everything went black.

When I regained consciousness, I found myself faceto-face with one my friends. The rest of the group huddled 

around in what seemed like organized chaos. I heard 

someone say, “Go get the truck,” and remember telling my 

friend about the bubbling in my chest before they lifted me 

into the back of a truck. At the hospital, the medical staff 

performed a battery of tests and poked me with needles 

several times. When the doctor arrived to share the results, 

I was astonished at the extent of my injuries. I suffered a 

partially collapsed and punctured lung, a bruised heart, and 

numerous lacerations to the left side of my body due to my 

collision with the wall.

After hearing my results and replaying the events 

that led up to my incident, two things became evident. 

First, always wear your PPE; mine certainly saved my life. 

However, even with full PPE, the force of the impact alone 

knocked me unconscious. Had I not been wearing a helmet, 

it would have been much worse. Second, even though you 

feel comfortable in a dangerous situation or activity, you 

should always be cautious so that you’ll be ready for the 

unexpected. 

AM2 Carnes is with VAW-116 “Sun Kings.”

Photo courtesy of ATV SxS Illustrated Magazine, by permission. 

"I was astonished at the extent of my 

injuries. I suffered a partially collapsed 

and punctured lung, a bruised heart, and 

numerous lacerations to the left side of my 

body due to my collision with the wall."

Resources and Information for the Safety Manager DECISIONS 11
LESSONS LEARNED

During the first year of my enlistment, I had the 

opportunity to take the Motorcycle Safety Foundation’s (MSF) Basic Rider Course. I already 

had been riding for nearly 10 years and by all 

rights thought that there was not a thing the course could 

teach me. I could not have been more wrong despite it being 

a novice instruction. 

This particular course was for people that may have 

never even sat on a motorcycle. Yet, I found myself learning 

better braking and control techniques. The experience was 

extremely humbling and valuable; I could not wait to get 

more. I am now an advanced rider coach for MSF and have 

never been a better rider. 

As a student, I learned ways to sharpen my riding skills 

to become a safer rider. As an instructor, I have had the 

opportunity to share all of my 325,000 miles on two wheels 

with others. I am proud to say that all of my students have 

remained vigilant in avoiding a motorcycle accident. 

BY AT1(AW) BRIAN AUSTIN

Learn.

Train.

Live.

“As a student, 

I learned ways 

to sharpen my 

riding skills to 

become a safer 

rider."

AT1(AW) Brian Austin performs proper 

riding position demonstrations for 

advanced riders at the Marine Corps 

Base Hawaii motorcycle range.

12 DECISIONS 2016, Vol. 5/No. 1
Often when I am driving or riding, I notice and analyze 

others as they ride their motorcycles. I see common mistakes 

that could easily initiate a chain of events that may result in 

a crash. 

 OVERRIDING ONE’S OWN SKILL SET. Sure, the 

new-liter bike you bought can do 185 miles per hour. It can 

even pop a wheelie at 80 mph, but the last bike you rode 

was a 10-speed. Imagine buying a 16-year-old a Ferrari for 

his or her first car.

 NOT TURNING YOUR HEAD. I have seen many 

people end up on the side of the road or the side of their 

bike maybe because they did not look where they wanted 

to go. If you focus only on what is in front of your bike and 

not look on either side, then you are going toward only 

that direction. The technical term for this mistake is target 

fixation. That may be a good thing behind a scope, but not 

behind a set of handlebars. 

 NOT ASSUMING A PROPER RIDING POSITION. 

Not long ago, another rider coach witnessed a motorcyclemounted police officer crossed up in a high-speed turn. That 

means counterweighting for those of you that do not ride or 

understand the lingo yet. Just as the coach said to himself, 

“that’s going to hurt,” the officer went down. 

Before you find yourself making any of these mistakes, 

I encourage you to get proper training from the professionals. Your command has 30 days to provide a motorcycle 

class after you request it, so take advantage of this valuable 

opportunity. 

Motorcycle riding remains one of the top causes of 

death for the Navy and Marine Corps. Let us mitigate 

that risk together. If you ride, don’t ride in secret. Inform 

your command so they can assist you in acquiring proper 

training. If you are a leader in your command, ensure your 

personnel are comfortable approaching you and ensure 

they are receiving the appropriate training provided by the 

Navy. 

Recently, a vehicle that veered out of its lane hit one of 

our Sailors. The service member was forced into the wall 

that separates opposing lanes. He was able to slow down 

and safely stop his bike, but the impact destroyed both 

sides of the motorcycle. The Sailor later told me that he felt 

the only thing that saved his life was the training he had 

received at our Military Sportbike Rider Course just two 

days before. 

AT1 Austin is with VPU-2, Marine Corps Base Hawaii.

ONLINE RESOURCES 

OPNAVINST 5100.12J & MCO 5100.29B: “Navy Traffic Safety Program” and "Marine Corps Safety Program"

Navy Motorcycle Rider: www.navymotorcyclerider.com

ESAMS: https://esams.cnic.navy.mil/esams_gen_2/loginesams.aspx

YOUR COMMAND HAS 30 DAYS TO PROVIDE A 

MOTORCYCLE CLASS AFTER YOU REQUEST IT.

From top left: AWV1 Brandon Potter, USN; this page: Creative Commons, Wikimedia.

Resources and Information for the Safety Manager DECISIONS 13
A friend and I had just wrapped up a relaxing 

weekend in New Orleans and prepared to make 

the easy three-hour drive back to Pensacola. 

Around noon of the overcast Sunday, we 

packed the back of my 2008 Honda. The gray four-door had 

gotten me through thousands of miles of traveling up and 

down the Atlantic coastline with only the regular minor 

maintenance issues. I also ensured the car received the 

required check-ups and fluid replacements. 

After saying our farewells, my friend got in the passenger seat while I did a quick walk-around check of the car. 

Everything looked normal except for the front tires, which 

appeared to be a little low. I gave each a solid kick with my 

toe and planned to top the tire pressure off once I got back 

to Pensacola. The car started like normal, and I set up the 

GPS and queued up some jams to sustain us for the next few 

hours of our journey.

About two hours into the drive, going east along 

Interstate 10, we hit a wall of rain. The late summer heavy 

showers are a normal occurrence along the Gulf, and can 

BY LT ERIC “JIGGLYPUFF” VALDEZ

last anywhere from 10 minutes up to over an hour. As we 

pushed through the heavy downpour, the flow of traffic 

slowed a little but still hovered around the speed limit. 

Being these showers are a normal occurrence, the majority of people from the area are used to driving in these 

conditions. Slowing to an absolute crawl in the hazardous 

weather was far from their minds.

I was cruising in the left lane when all at once time 

seemed to speed up while the world around me came to 

a complete stop. My first inclination that something was 

wrong was when my car started to veer into the right lane 

without any turn of the steering wheel. I immediately 

knew the problem and hoped that my tires would catch, 

but before I knew it, my car was spinning across multiple 

lanes of the highway. After a couple of spins, I was off the 

highway and down the embankment. The car slid down the 

slick grassy hill until the tree line caught us in her almostsafe embrace. 

Hydroplaning is one of those things you hear about 

through driving school, and hope it never happens to you. 

The only sound I could hear once the 

car came to an abrupt stop was the 

constant drumming of the rain ...

14 DECISIONS 2016, Vol. 5/No. 1
Even though I had driven that route dozens of times, I 

failed to anticipate unforeseen circumstances. I should have 

inflated my tires prior to starting the road trip, especially 

before getting on the highway and up to high speeds. The 

low tire pressure could have led to losing control in the rain. 

It could also have caused a blowout of one or even both the 

underinflated tires. 

Lesson: Do not let complacency or procrastination 

become the possible catalyst to a traumatic event.

As aircrew personnel, we plan for weather every time 

we go flying. That same planning is also applicable to 

everyday journeys. Since my trip that day crossed numerous miles and a few states, a quick scan of the weather 

outlook could have prepared me for what was to come. If 

the predictions were severe enough, I could have decided to 

delay my departure until a more favorable weather was in 

the forecast. Once on the drive and as the rain got stronger, 

I should have adjusted my speed accordingly. Although the 

flow of traffic was at the speed limit, the safer choice would 

have been to get in the slower lane. 

Lesson: Sometimes the safest choice is not to follow the 

majority but rather to take caution.

My car ended up as a total loss but the awareness and 

experience from the event, as well as the overall gratitude 

that no one was hurt, overshadowed the mere material 

forfeiture. 

LT Valdez is with VAW-115 “Liberty Bells.”

ONLINE RESOURCES 

Naval Safety Center Motor Vehicle Safety 

http://www.public.navy.mil/comnavsafecen/pages/shore/motor_vehicle/motorvehicle.aspx 

Travel Risk Planning System (TRiPS) 

https://trips.safety.army.mil/

The water between the pavement and your tire creates an 

almost frictionless surface, much like sliding on ice.

The movement of time returned to normal as my friend 

and I sat there stunned. Small wisps of smoke started into 

the air around us but we were not sure if it came from the 

steam of the rain off the hot motor or maybe the airbags 

being set off. The front end and driver side took the brunt 

of the damage. Neither one of us was hurt. What was even 

more incredible is that during our “dancing” across the 

highway, we did not hit any other vehicles. Concerned drivers stopped to check on us but we sent them on their way 

since the cops were on their way. Once a highway patrol 

officer arrived at the scene, we grabbed our bags out of the 

trunk of my wrecked car and climbed the wet embankment 

toward the patrol car.

My friend and I, still shaken and a bit sore, waited at 

the police station for our ride. The rest of the drive back 

to Pensacola was almost surreal. With remnants of the 

shock wearing off, we alternated through nervous bouts of 

non-stop talking and complete silence. Eventually I leaned 

my head against the window and tried to break down the 

miracle that just transpired.

I had been in flight school for about a year when I did 

my spiral across the highway. Operational risk management 

(ORM) is one of those terms that is almost pounded into our 

heads. Now here I sit, over two years into my first fleet tour, 

looking back on that wild ride and see where using ORM 

outside of work could have prevented the crash.

Factors that contribute to hydroplaning: speed, road 

conditions, tire wear, water depth, and vehicle weight.

Speed: the faster you drive the harder it is for water to get out 

of your tire’s way.

Road Conditions: roads that puddle, smooth roads without 

texture, and roads with ruts all increase the chances of 

hydroplaning.

Tires: smaller tire width, worn tire tread, or tires without tread 

(racing slicks) are most prone to hydroplaning. Skinny tires 

have less surface area to make contact with the road and tires 

with less tread provide less space for road water to escape 

your tires.

Weight: heavier cars are tougher to lift above the water, and 

are safer in hydroplaning scenarios.

Left: Creative Commons, Wikimedia; illustration: tred.com.

Resources and Information for the Safety Manager DECISIONS 15
Bicyclists know to be careful as they transit to 

work through a naval shipyard. These places are 

notoriously dangerous. New construction or the 

placement of heavy equipment often requires 

bikers to take difficult detours. The ever-present train and 

crane tracks that crisscross the piers also can cause wipeouts. During a recent maintenance period on USS NIMITZ 

(CVN 68), it was common to see bicycle riders coming to 

work sporting new bumps, bruises, scrapes or even limping 

from their latest crash. 

Last summer, a NIMITZ Sailor was riding his bike 

through the shipyard as he headed to work. It was a route 

he had traveled numerous times before; yet despite knowing all the hazards, he crashed his bike, just like so many 

others. What makes his story different is that his crash 

should have killed him, but amazingly did not. The reason 

he survived came down to a simple decision he had made 

months earlier. 

ET3 Roberto Tamez was pedaling through the shipyard, on pace, to make duty section turnover at 1600. He 

navigated through traffic until he came upon a bus stopped 

along the right side of the road, where it was dropping off 

and picking up passengers. Without slowing, Tamez moved 

to pass the bus on its left side. As he did so, the bus doors 

closed and it began to pull forward, the driver intent on 

merging into the traffic lane. Tamez had plenty of speed 

to get past the slowly accelerating bus, so he continued. 

He passed the bus’s back tires – a dual pair of black radials nearly three feet tall – and was rapidly approaching the 

front tires. That’s when he hit the crane tracks. 

CDR JASON GARRETT

16 DECISIONS 2016, Vol. 5/No. 1
Before he could react, the narrow front tire of his street 

bike got caught in the groove between two parallel rails. His 

handlebars were wrenched from his hands, causing the bike 

to flip, and throwing him directly under the bus. As soon as 

he hit the ground he was knocked unconscious. 

Based on eyewitness accounts and the physical evidence, when he hit the ground, momentum carried his body 

completely under the bus. His head came to rest directly 

in front of the inside back tire. When the tire impacted his 

head, his bicycle helmet took the brunt of the impact, compressing down on his head and squeezing it clear of the tire. 

(This is the same principle as squeezing a watermelon seed 

between your forefinger and thumb and shooting it across 

the table.) 

The next thing Tamez knew, he was in an ambulance 

and on his way to the hospital. There he was examined by 

medical personnel and diagnosed with a mild concussion. 

He was released from the hospital later that same night. A 

few days later he was aboard NIMITZ, telling the Safety 

Department his amazing tale. 

What we learned from the story proves the old adage 

that ‘luck favors the prepared’. When Tamez decided to 

start biking to work, he went to purchase a new bicycle 

helmet. He had originally decided on a low-quality and 

inexpensive, but otherwise ANSI-approved helmet. 

While shopping he noticed a high-end, better-quality 

sport helmet on display nearby. It was very expensive, but 

he weighed the risks. Knowing how dangerous it was to 

bike through the shipyard, he decided that his safety and 

A Sailor crashed his bike on his way to 

work at a naval shipyard. What makes 

his story different is that the crash 

should have killed him.

well-being was worth the extra expense. He bought the 

better helmet despite the high price tag. 

During the investigation, bike experts who looked at 

the evidence later believed that if Tamez had been wearing 

a lower-quality helmet, his head would have been crushed 

by the wheels of the bus on that fateful day and he would 

have been killed. He is alive all because of a decision he had 

made months earlier. 

When shopping for personal protective equipment 

(PPE), for any kind of sport or activity, it helps to understand the nature of the activity you will be engaging in. 

Manage the risks to yourself by carefully evaluating the 

equipment you need for the environment that you’re operating in. The right equipment can prevent injury and save 

your life, as it certainly did in this case. Educate yourself 

about the quality of gear material, craftmanship, as well as 

the industry safety rating. The high price may not always 

equate to quality, but if you do research and product comparison, you can't go wrong. Always wear the appropriate 

PPE when engaging in high-risk activities. 

As an end note, Tamez is riding his bike again. Before 

he went "back on the saddle," he went shopping for a new 

bike helmet. As you can imagine, there was only one real 

choice: He bought the exact same helmet for what now 

seemed like a bargain price of $100. 

ET3 Tamez later said, “I bought the same helmet again 

and don't think I'll ever own a different one.”

CDR Garrett is the safety officer for USS NIMITZ (CVN 68).

Images by 4-designer.com

Resources and Information for the Safety Manager DECISIONS 17
While doing small household improvements, I 

recently found new use for what once served 

as a fish tank stand. After some brief thought, 

I decided that I would convert this stand to function as a 

computer desk and entertainment center. 

A few days later, my youngest daughter ran into the 

corner of the desk while playing with her two older sisters, 

receiving a small cut above her eye. To prevent any future 

injuries, I immediately – conceivably in haste – drove to 

the hardware store and purchased a router so that I could 

round the desk corners and edges. 

I would like to make it clear that I am no handyman 

Bob Vila. I only have rudimentary woodworking knowledge from observing my father and grandfather use various 

power tools, and from what I have taught myself over the 

years. Perhaps it would have been helpful to remind myself 

of that fact prior to using a router for the first time.

The desk was too large to easily move outside, so I 

made space for a work area in my living room by moving 

furniture, opening doors and windows, and laying down 

a plastic tarp that would contain the saw dust and wood 

splinters. I made sure to thoroughly read the user manual 

for the router to make certain I had it set up properly and 

that I was fairly familiarized with it since, again, I had never 

used one before. 

Once my working space and tools were prepared, I 

began to cut the edges of the desk, making sure to move 

slowly to get acquainted with the router. Initially, I had a 

few issues getting a round edge. However, as more time 

passed, I began to feel comfortable; as it turns out, too comfortable.

Nearing completion of the first side of the desk, I 

decided to check the progress of my work. I lifted the router 

up and away with my right hand while placing my left 

hand on the edge of the desk. I proceeded to check my work 

while the router blade was still spinning. As I was examining the smoothness of the edge, I felt a sudden rush of pain 

envelop my entire left hand. Quickly stopping the router 

and setting it down on my living room floor, I looked at 

my hand and realized that I had severely cut my left index 

finger. The bleeding and pain were severe. 

Realizing the injury would require more than I could 

handle, and with a pregnant wife and three young children 

at home, I called 9-1-1 to get a ride to the local emergency 

room. After getting my wound cleaned up and having a few 

X-rays taken, the emergency room doctor told me that I had 

cut a large portion of my index finger down to the bone. 

Parts of the bone were fractured and even shattered from 

being nicked by the blade. I also had parallel and shallow 

cuts along the top of my finger, and the fingernail was completely missing.

A few days later I was referred to an orthopedic surgeon who told me that I was extremely lucky that I did not 

do more damage to my finger. The doctors initially told me 

that the tip of my finger would need to be amputated at the 

first knuckle. After further assessment, I was so relieved that 

it did not turn out that way.

Working with power tools is dangerous, even if they 

are used properly and with extreme caution. Amplifying 

that danger even more is when the user is a novice and fails 

to properly manage the risks associated with the use of 

power tools. So where did it all go wrong?

First, I failed to properly identify the hazards and assess 

the risks associated with using a router. 

Second, I failed to implement proper controls prior to 

using the router. In hindsight, not only reading the user 

manual, but watching a couple YouTube videos on proper 

router use could have potentially prevented my mishap. 

STORY AND PHOTO BY AT2(AW) NATHAN MORRISON

Could've Been Worse

This particular Friday began as any other normal day for me. The day started out exciting, 

but ended with a trip to the emergency room, while teaching me a valuable lesson that 

was written in my own blood.

18 DECISIONS 2016, Vol. 5/No. 1
"I only have 

rudimentary 

woodworking 

knowledge 

from observing 

my father and 

grandfather 

use various 

power tools."

Third, I did not have on proper PPE. A good pair of 

leather carpenter’s gloves could have prevented my finger 

from being cut – at least less severely.

Lastyly, had I executed time-critical risk management 

(TCRM), I would have made the proper decision to turn 

the router off and set it on the ground prior to checking the 

smoothness of the desk edge. 

At the end of the day, this mishap could have been a lot 

worse. I ended up only losing a small portion of my index 

finger above my last knuckle, a few days of work, and a 

little bit of pride. But, as unfortunate as it was, it has helped 

me realize that risk management is not just a safety tool that 

is used at work. Performing appropriate risk assessment, 

implementing the proper controls, and applying TCRM 

can make a difference when making big decisions while 

off duty. By applying these principles, in all facets of life, 

the potential for injuries like mine may be reduced or even 

prevented.

AT2 Morrison is with VAW-116.

Resources and Information for the Safety Manager DECISIONS 19
Home & Personal Safety

Risk Management

Distracted Driving

Occupant Protection

Fatigue

Drunk Driving

Page 21

Page 22

Page 24

Page 27

Page 28

Page 30

LESSONS

SURVIVAL

OFF-DUTY

of

We've dusted off our archives of 

off-duty articles. The contributors 

of these stories had encountered 

the good (lifesaving seatbelt), the 

bad (missed days from work) and 

the ugly (severe injury or fatality) 

of mishaps. Their stories mattered 

then, they matter now, and they 

will mean so much to those who 

want to live a fulfilled life.

20 DECISIONS 2016, Vol. 5/No. 1
I had gotten comfortable at my 

new command, and my family 

had settled into our new home. 

It was time to concentrate on the 

yard-work part off my “honey-do” 

list. One day I had gotten off work at a 

decent time, so there was no reason to 

put it off any longer.

First on the list was to burn a 

pile of brush that the previous owner 

had left. I thought this task would be 

simple; after all, as a volunteer firefighter, I’ve set and watched many 

controlled burns.

I looked over the pile and rearranged a couple of branches. I then 

poured gasoline on the pile, taking 

care not to get any gas on the dead 

grass next to the brush pile. I would 

light that grass, which would move 

toward the brush pile and get it going. 

Everything seemed good to go.

When I bent down to light the 

grass, though, a fireball erupted and 

engulfed my upper body. I ran as 

though my feet were on fire; however, 

in reality, it was my face. After about 

30 yards, I stopped and lifted my 

T-shirt over my face and head, which 

put out the fire. The damage had been 

done, and I had to get to the hospital.

I won’t get into how bad the pain 

was, because the reality is that things 

could have been much worse. A week 

after the fire, I had no lasting scars on 

my face and was told I could return 

firebreaks Establish wide 

firebreaks around the piles. 

These firebreaks should be free 

of vegetation and wide enough to 

contain burning embers that may 

fall or roll from the pile. The larger 

the pile to be burned, the wider 

the firebreak should be.

small pile Keep debris piles 

small, gradually adding more as 

the piles burn down. Adding fuel 

gradually will keep fire intensity 

lower and lessen the chances 

that material will roll or be lofted 

over firebreaks into flammable 

vegetation. Large piles of burning 

debris generate intense heat 

capable of carrying relatively 

heavy burning embers up and 

away from the fire, perhaps far 

from the original fire.

distance Select burn 

locations away from overhanging 

branches and utility lines. Intense 

heat rising from a fire could ignite 

Trapped Vapors

BY AD1 RICHARD O'CONNOR

to sunlight and work after two more 

weeks.

I’ve spent a lot of time thinking 

about what happened. A slight breezing was blowing in my face when I lit 

the dry grass that day. Fumes from the 

gasoline evidently had migrated to the 

grass, and my being bent over must 

have helped trap the fumes against my 

body. I immediately became a human 

torch once an ignition source was 

added as I stood up.

From our 2009 archives. AD1 O’Connor 

was with VQ-3 at the time of this writing.

leaves and branches of trees 

or damage overhead lines and 

disrupt utility services.

containment Have an 

available supply of water on hand 

to use, in case your fire should 

get away. A fire extinguisher may 

be necessary to contain fires 

arising from brush-pile burning, 

as embers may be blown farther 

from the fire and have more time 

to grow into an uncontrollable 

wildfire before you can get to the 

spot fire.

weather Stay informed about 

possible weather changes. 

Gusty winds and changes in 

wind direction often accompany 

the passage of weather fronts. 

Thunderstorms also may generate 

strong gusts and downdrafts. 

Postpone outdoor burning when 

gusty winds are present or are 

expected to occur during the time 

that burning would be in progress.

Besides following local fire and 

county or city regulations, use these 

precautions when burning leaves:

File photos

Resources and Information for the Safety Manager DECISIONS 21
BY KEITH DENMAN

OFF-DUTY LESSONS OF SURVIVAL

Can You Possibly Avoid Getting Hurt?

Managing Risks 

Stop and ask yourself 

these questions:

What are the steps 

involved? 

What are the risks 

for each step? 

How can I control 

the risks? 

Am I willing to accept the 

consequences of risks 

I cannot (or choose not to) 

control?

I

f I told you an activity you were 

planning had a 100 percent 

chance of seriously injuring 

you or someone in your family, 

would you still do it? Probably not. If 

I told you I knew the steps you could 

take to reduce the risk of an injury in 

your favorite activity to nearly zero, 

would you do what I said? Probably.

Most of us can recognize dangers, 

and we tend to avoid those activities that have a high probability of 

serious injury. On the other hand, 

to say an activity has zero risk isn’t 

realistic, either. The media are full of 

stories about people killed or injured 

while doing what should be risk-free 

activities. Based on our experience and 

knowledge (or lack of both), we daily 

make decisions to accept or not to 

accept risks.

All activities have some level of 

inherent risk. Whether it’s driving to 

work in the morning, playing basketball at a gym, or shopping at a commissary, there is a potential for injury. 

The challenge is to identify the risks 

ahead of time, implement controls to 

reduce them, and make an informed 

decision about whether you should do 

the activity despite the risks.

For the past several years, the 

military services have been using this 

technique to reduce risk in flight and 

field operations, as well as in deployments and high-tempo operations. We 

call it operational risk management, 

or ORM. We could call our off-duty 

application personal risk management 

or family risk management. Whatever 

we call it, the purpose is to help us 

avoid getting hurt.

Using the previous examples, I’m 

sure you can identify the risks in driving to work or playing basketball. How 

about shopping at the commissary, 

though? Are things going to fall from 

the shelves and land on my feet? The 

risk of injury while in the commissary 

may be low, but don’t forget you first 

have to get to the commissary.

If the roads are slippery [from a 

recent snow or rainstorm], there is 

a high risk of a traffic accident. Can 

I reduce the risk by walking? Do I 

really need to go right now? Should I 

Photo: Defense Imagery

22 DECISIONS 2016, Vol. 5/No. 1
consumption of alcohol also can affect 

successful risk management. Even in 

small quantities, alcohol clouds your 

ability to make a good decision.

Everyone at a command is valuable, and even one injury can affect 

overall mission effectiveness, so take 

the time to apply risk management to 

all your daily activities – at home and 

at work. 

Since retiring from active duty 

in 2005, I have taught high school 

NJROTC at Greenville Senior High 

School in Ohio. We (NJROTC program) use ORM in our daily planning 

and discuss with our very high-risk 

teenage population the value of good 

decision-making.

Mr. Denman, a retired U.S. Navy captain, is a senior Navy science instructor at 

Greenville Senior High School. This article 

first appeared in the Feb. 12, 1999 issue of 

“The Northern Light,” base newspaper for 

Naval Air Facility, Misawa, Japan. The 

author was CO there at the time.

wait until the roads are better, or can I 

manage the risk by reducing my speed 

and increasing my following distance? 

Examine all the options and make your 

decision based on the lowest acceptable risk. You determine what risk to 

accept; but make sure it’s an informed 

decision – not one based on ignorance 

of the injury potential.

Here’s another example to consider. What are the risks involved with 

cooking dinner? Fire is at the top of 

the list, but you can reduce that risk 

to an acceptable level if you stay in 

the kitchen. That way, you can react 

quickly if something goes wrong. 

What happens, though, if your favorite 

TV program is on, you need to make 

some phone calls, or the kids require 

your attention in another room? You 

can control the TV and the phone, but 

you can’t always control the needs 

of the kids. If they need your attention, you should cook dinner later or 

prepare something that doesn’t require 

cooking. The risk-management process 

took very little time but may have 

prevented a serious mishap.

The key to effective risk management is simple. Stop and ask yourself 

these questions before you start a task: 

What are the steps involved? What are 

the risks for each step? How can I control the risks? Am I willing to accept 

the consequences of risks I cannot (or 

choose not to) control?

Only after you have followed all 

of these steps should you proceed with 

the task. It doesn’t take much time, 

there are no forms to fill out, and no 

reports to prepare. Just be honest in 

your assessment.

A few things can get in the way 

of successful risk management. For 

example, you’re probably an active 

person who sometimes gets so busy 

you “don’t have time” to stop and ask 

the right questions. You sometimes 

base your risk decisions on experiences only, then justify your actions by 

saying, “I’ve done it this way a million 

times before without an injury.” The 

Resources and Information for the Safety Manager 23
Check 

I

t was the summer after high 

school graduation. My friend 

Mark had bought his first motorcycle: an old Kawasaki KZ1000 

that didn’t run. It was the same model 

I had been riding for about two years. 

We spent the summer disassembling, 

painting, buying new parts, and reassembling the bike. Three months later, 

we started it for the first time.

Like anyone with a new toy, Mark 

was eager to take his bike to the road. 

We agreed that I would take the bike 

for the first spin to make final adjustments to the brakes, clutch and carburetor. I dutifully donned all my safety 

gear, grabbed a small collection of 

tools, and took off. I rode up and down 

the access roads of Mark’s family farm 

while he followed in an old truck. It 

took about an hour of tinkering to get 

everything adjusted enough for the 

bike to be roadworthy.

We then switched spots. Mark 

rode for about 20 minutes before he 

stopped and said something on the 

bike didn’t seem right. I again put on 

my gear and climbed on the Kawasaki. 

Meanwhile, he jumped on my bike, 

and we headed into town. We stopped 

once or twice along the way and made 

more carburetor adjustments. At the 

next light, Mark pulled off to get some 

fuel. We agreed to meet again at a 

supermarket a mile up the road.

Once alone, I noticed the car 

behind me was following a little too 

closely. The woman behind the wheel 

appeared to be putting on make-up 

every time we stopped at a traffic light. 

About two more lights down the road, 

I knew there was a sharp downgrade 

to a stoplight. As I approached the 

slope, I noticed the car wasn’t following as closely, so I figured she must be 

familiar with the area and knew about 

the next light.

I WAS COMPLACENT

My concern eased, and I got lax 

about checking the mirrors. I went 

over the hill and stopped behind the 

car ahead of me at the light. I then 

pulled out a screwdriver to make a 

quick adjustment to the bike.

I held the rear brake with my 

right foot so the bike wouldn’t roll. I 

OFF-DUTY LESSONS OF SURVIVAL

How often do you “check your six”? In other words, how often do you use the rear 

and side mirrors of your car? Is it only when you back up or change lanes? Maybe 

you never use mirrors, or perhaps you always use them. Do you notice how often 

drivers are following too closely or making reckless decisions behind you? How do 

the actions of someone behind you affect your driving decisions? 

Kyrill Poole/Wikimedia Commons; Opposite Page: MM3 Juan Pinalez/U.S. Navy

24 DECISIONS 2016, Vol. 5/No. 1
 Your Six BY LCDR PATRICK COLE 

» Many accidents occur from people rear-ending someone stopped or operating a car in slow 

traffic. More than 60 percent of these incidents result in serious injury to the people in the stopped 

vehicle. National Transportation Safety Board

» May is motorcycle safety awareness month. All motorists are reminded to safely "share the road" 

with motorcycles and to be extra alert to help keep motorcyclists safe. Motorcyclists are reminded 

to make themselves visible to other motorists. National Highway traffic Safety Administration

Resources and Information for the Safety Manager DECISIONS 25
leaned over the side from the seat with 

the screwdriver in my hand. At that 

instant, I heard the sound every motorcyclist dreads: screeching tires. 

I quickly turned my head to look 

behind me just as the woman who had 

been putting on her make-up struck 

my bike from the rear. It flew out from 

under me and hit the stopped car 

ahead of me. The front bumper and 

grille of the woman’s car hit the backs 

of my legs. The rest of me slipped up 

the hood of the car. The back of my 

helmet and my shoulders rammed 

the windshield hard enough to break 

it. The whole episode — from the 

screeching tires to all motion stopped 

— couldn’t have taken more than 10 

seconds.

The woman whose car had hit me 

and the couple from the car ahead of 

me had no injuries. I didn’t have any 

broken bones, but my calves, ankles 

and shoulders were sore and bruised 

for about three weeks. Remember that 

screwdriver in my hand? I punctured 

about an inch of flesh on the outer part 

of my left calf (my only scar from the 

accident). The tip painfully stuck out 

of the front side of my leg. 

For about a week after the accident, it was painful to walk and, unless 

a car had an automatic transmission, 

I couldn’t drive. My neck also was 

sprained very badly; I wore a neck 

brace for nearly seven weeks.

WHAT WENT WRONG?

First, neither the woman who hit 

me nor I was paying attention to what 

was going on around us. I was focusing too much on the bike's condition 

rather than keeping good situational 

awareness of what was happening 

behind me. As any good motorcyclist 

knows, you always must have an exit 

route (and be ready to use it) in case 

something unexpected occurs — even 

when sitting still in traffic. The exit 

route may not always prevent injuries or damage, but it most likely will 

reduce their extent. 

Second, we both were doing something that didn’t belong on the road: 

I should have made the bike adjustments before hitting the open roads. 

The woman should have done her 

make-up at home. 

Drivers today think nothing about 

tailgating, talking on a phone, or 

failing to look before changing lanes. 

These hazards increase for those of us 

on two wheels — being smaller and 

harder to see. Anyone who has had an 

accident similar to mine knows exactly 

what I’m talking about. As a lesson, 

DISTRACTED DRIVING: 

3,154 were killed in distracted 

driving crashes in 2013.

TEXTING WHILE DRIVING: 

Five seconds is the average 

time your eyes are off the 

road while texting. At 55 mph, 

that’s enough time to cover the 

length of a football field.

Distraction.gov

you probably now monitor the rear 

and side mirrors more closely. 

Other than listening to the radio 

or maybe occasionally sipping a soda 

(if driving a car), I don’t mess around 

with anything else that can distract me 

while I’m operating a vehicle. I pay 

close attention to everything going 

on ahead of and behind me. I check 

my mirrors regularly. I make sure 

my break lights work and are visible. 

When folks tailgate me on my motorcycle, I make an escape route at stoplights by offsetting slightly left or right 

of the car in front of me. If they don’t 

get the idea, I let them pass me.

If you’re one of those folks with 

four wheels, I urge you to adjust 

your mirrors, put down the cheeseburger, turn off the cell phone, and 

stop tailgating. When changing lanes, 

quickly glance over your shoulder 

to avoid blindspots. Big-rig drivers 

went to driving school to learn how to 

drive with only their mirrors — you 

didn’t! Besides, mirrors sometimes 

are deceptive about what they show is 

happening beside or behind you. Keep 

your situational awareness high when 

operating any type of motor vehicle.

From our 2003 archives. LCDR Cole is the 

executive officer of VX-1, Patuxent River, 

Md.

26 DECISIONS 2016, Vol. 5/No. 1
One summer night in Louisville, Ky., U.S. Coast Guard Petty 

Officer Christopher Henry was traveling southbound on 

Interstate 71, cruising along about 55 mph. 

Kyrill Poole/Wikimedia Commons

A short distance from his 

destination, near downtown 

Louisville, the unthinkable 

happened. Someone had abandoned a 

trailer filled with scrap building materials in the roadway, partly blocking 

his lane of travel. Not only the trailer 

was unlighted, it didn’t have reflective 

markings to warn motorists.

When Petty Officer Henry saw 

the trailer, it was too late; he had no 

time left to avoid it. He clipped the 

trailer at full speed, and his vehicle 

went airborne. When it landed, it slid 

along the pavement, driver-side down. 

The vehicle finally came to rest in the 

middle of the road, facing oncoming 

traffic. 

Although dazed, Petty Officer 

Henry regained his composure. He 

noticed that the airbag had deployed, 

Living Proof

BY CAPT AYLWYN S. YOUNG, SR.

but he could not remember how his 

vehicle came to rest on its side. He 

released his seatbelt, turned on the 

severely damaged vehicle’s emergency flashers, and opened and exited 

through the sunroof. It’s doubtful he 

could have helped himself had he not 

been restrained properly. 

His ability to get clear of the 

vehicle was critical to his survival. 

Shortly after he escaped the damaged 

heap, another vehicle struck it at high 

rate of speed.

Petty Officer Henry had alerted 

key members of my staff to the mishap 

location. Upon learning of the crash 

and being that I was only a short distance away, I quickly traveled to the 

accident scene. 

The medical responders and 

police already were on the scene when 

I arrived, and, as I later learned, were 

surprised to find a survivor. 

Petty Officer Henry had given 

himself his best chance of survival by 

making a conscious decision to wear 

his seatbelt. He is quick to point out, “I 

wear it without exception.”

Petty Officer Henry did not 

sustain life-threatening injuries. He 

administered first aid to himself and 

used his cell phone to alert authorities. 

Although he looked as though he had 

fought a 15-round bout with two prizefighters, he fared much better than his 

vehicle. The bruises, cuts, abrasions, 

and soreness he endured are testimony 

that seatbelts do work. As he says 

enthusiastically, “I’m living proof.”

From our 2004 archives. CAPT Aylwyn S. 

Young, Sr. currently serves as the liaison 

officer for U.S. Southern Command.

OFF-DUTY LESSONS OF SURVIVAL

Resources and Information for the Safety Manager DECISIONS 27
BY AE1(AW) ANTHONY M. VINSON

An AE1 was 

standing the 

2400 to 0800 

watch as assistant staff 

duty officer, when, right 

on cue, the 5-o’clockfatigue factor set in. He 

stretched, then grabbed 

a soda and some cookies for a quick burst of 

energy. Everything was 

uneventful for the rest 

of the watch. He was 

relieved at 0730.

He knew he had to stay in the 

squadron spaces for a couple more 

hours – just in case the oncoming 

watch had any questions and to see 

what was happening in the shop. With 

only one major discrepancy in work 

at the time, though, he thought he’d 

be home in bed by 0930. As it turned 

out, that discrepancy required a hover 

check to verify if the mid-check had 

successfully repaired the gripe. The 

aircraft went airborne and, being a 

consummate technician, the Sailor 

remained on the flight line to watch 

the hover check. After reviewing the 

flight, he saw it was a lost cause. He 

and his team would have to go back to 

the drawing board.

Because he had been awake 12 

hours, fatigue was becoming his 

enemy. The signs already were showing: blurred vision, elevated heart 

and pulse rates, mild headache, and 

sensitivity to sunlight. Nevertheless, 

the maintenance task was a priority. To make matters worse, a second 

priority had come in from maintenance 

control. Another squadron aircraft had 

After being awake for 14 hours, except 

for two 20-minute naps, a Sailor drives 

home, with fatigue riding shotgun. 

OFF-DUTY LESSONS OF SURVIVAL

Overtime Is

AUTHORIZED

“Overtime is 

authorized.” 

Sailors hear 

this a lot. 

Sadly, the 

result is 

not always 

desirable.

28 DECISIONS 2016, Vol. 5/No. 1
experienced an improper visual-information-and-display-system indication 

in flight. The aircraft had to land at an 

outlying field 10 miles away.

This situation quickly added a 

twist of fate to the AE1’s dilemma. 

Repairing the second priority involved 

two significant factors: traveling to 

the site and more overtime. A maintenance detachment assembled and 

headed to the site. It was a short ride, 

but the Sailor got 20 minutes of shuteye. Repairs took 25 minutes. When 

they finished and headed back to the 

squadron, he took another short nap.

By the time the team arrived at 

the squadron, the AE1 was in his 14th 

hour of being awake – and still had to 

drive home. The sun was bright, the 

temperature inside the car was about 

75 degrees, and traffic conditions were 

moderate. He turned on the radio and 

rolled down the windows, knowing it 

Short-term 

Interventions 

Are Not Enough

Drinking coffee or energy drinks alone 

is not always enough. They might 

help you feel more alert. However, 

the effects last only a short time, and 

you might not be as alert as you think 

you are. If you drink coffee and are 

seriously sleep-deprived, you still may 

have “micro sleeps” or brief losses of 

consciousness that can last for four 

or five seconds. This means that at 55 

miles per hour, you’ve traveled more 

than 100 yards down the road while 

asleep. That’s plenty of time to cause 

a crash. 

INTERVENTION: If you start to get 

sleepy while you’re driving, drink 

1-2 cups of coffee and pull over 

for a short 20-minute nap in a safe 

place, such as a lighted designated 

rest stop. This has been shown to 

increase alertness in scientific studies 

but only for short time periods.

would take 20 minutes to get home. He 

felt motivated and kept a positive attitude, but fatigue was riding shotgun 

with him.

While driving on an interstate, he 

became relaxed and realized sleep was 

creeping into the picture. He was driving on automatic at 60 mph! It wasn’t 

until he dozed off and his hand hit 

the horn that he awoke to find himself 

headed into the back of a tractor-trailer 

carrying bags of cement.

What lessons did he learn? Supervisors, leaders and managers need to 

apply the principles of operational risk 

management and consider the possible 

consequences before they authorize 

overtime. 

All hands should also know how 

far they can push themselves. 

From our 2002 archives. AE1 Vinson was 

with HSL-41 at the time of this writing. National Highway Traffic Safety Administration

Infographics courtesy of Centers for Disease Control

Resources and Information for the Safety Manager DECISIONS 29
BY KEN TESTORFF

What’s more dangerous 

than a drunk behind the 

wheel of a car? In this case, 

the answer is two drunks behind the 

wheels of two cars – and both headed 

toward the same intersection. As you 

might have guessed, this situation 

ended in tragedy.

It happened after a day of partying at a friend’s house. A seaman and 

a seaman apprentice decided to go 

see a PO3. While at the latter’s house, 

they drank a couple of beers from a 

six-pack they had bought, then the 

three of them went to another friend’s 

house. There, the three finished off 

the six-pack and possibly had a few 

more beers from the host’s refrigerator. 

They also met a couple of girls whom 

they arranged to rejoin after they had 

dropped off the PO3.

Based on the PO3’s statement, 

though, the girls didn’t seem like they 

really wanted to meet the seaman 

and seaman apprentice. As they all 

Two Deaths 

in a Day

were leaving the friend’s house, the 

girls sped off, with the Sailors in hot 

pursuit. The seaman spun his wheels 

out of the driveway and, seeing he 

didn’t have good control of his car, the 

seaman apprentice asked his buddy to 

slow down.

They soon lost the girls and ended 

up on a local roadway, where the 

seaman made a U-turn and sped up 

to 65 mph, trying to find the girls. As 

they approached an intersection with 

a stop sign, the seaman ignored the 

sign and T-boned a car containing two 

civilians. The seaman apprentice died 

from internal injuries. The seaman, 

meanwhile, suffered ankle injuries and 

a partly torn trachea, and the PO3 had 

a broken left femur and a partly lacerated ear. The two civilians had minor 

injuries.

Afterward, the seaman didn’t 

remember the stop sign or anything 

about the mishap. He did remember 

meeting the girls, though — even with 

his 0.08 BAC. The civilian driver had a 

BAC of 0.15.

Contributing causes to this mishap 

were heavy rain, slick roads, low visibility, excessive speeds, and a failure 

of shipmates to take away the seaman’s keys. The command involved 

had held two safety standdowns in the 

six months preceding this tragedy.

Some of the same causes were 

involved in a fatal single-car crash 

several states away a little less than 24 

hours later. This time, the Navy lost 

a 33-year-old woman who had been 

frocked to PO3.

According to the mishap report, 

this Sailor was traveling a state road at 

a high rate of speed when she encountered a small left-to-right bend. Her 

problems started when she tried to 

recover from the curve throwing her 

into the opposing lane of traffic. She 

over compensated and lost all control, 

first hitting and traveling over a flexible plastic pipe. The left-center part of 

Two incidents, happening in two 

different states slightly less than 24 hours 

apart, end tragically for two Sailors.

OFF-DUTY LESSONS OF SURVIVAL

30 DECISIONS 2016, Vol. 5/No. 1
her car then smacked a pine tree with 

an 11-inch diameter. The force of this 

collision was so strong it uprooted the 

tree and snapped it into two pieces. 

The victim’s car then rolled onto its left 

side and became entangled with the 

tree and its branches. Part of the car 

wrapped around the tree trunk, and 

the driver was lodged between her 

seat and the dashboard.

Investigating officials found 371 

feet of yaw marks before the point 

where the victim’s car hit the tree. 

About 5 vertical feet of the flexible 

plastic pipe (a marker used to warn 

of gas lines below the earth’s surface) 

was damaged, and wires were exposed 

from its top. The pine tree was 

snapped off about 4 feet from its base.

The car was an even bigger mess. 

The rear axle had bent, moving the left 

rear tire noticeably closer to the left 

front tire. The entire left side had been 

pushed into the driver’s side compartment, which caused the driver’s seat to 

turn clockwise and face the passenger 

side. Officials noted the driver was 

wearing her seatbelt.

As part of her military training as 

a police officer, this victim had completed the Emergency Vehicle Operator’s Course, so her driving experience 

wasn’t called into question. However, 

fatigue was. More importantly, she 

had a BAC of 0.24.

Mr. Testorff, former editor of Naval Safety 

Center's Sea&Shore magazine, wrote this 

unpublished article in 2003.

In 2012, more than 10,000 

people died in alcoholimpaired driving crashes — 

one every 51 minutes.

Drunk driving is often a 

symptom of a larger problem: alcohol misuse and 

abuse. 

Alcohol-impaired motor 

vehicle crashes cost more 

than an estimated $37 billion annually.

Even kids aren't safe from 

drunk drivers. In 2013 

alone, 200 children 14 or 

younger were killed in 

crashes involving impaired 

drivers.

Top left: Flickr; this page: 4-designer.com

Want days like this? Plan ahead. Survive the drive. Stay alive.

NADAP provides a variety of campaigns intended to promote substance abuse awareness. To make it 

easy, the majority of campaign materials are now available through the Navy Logistics Library (NLL) 

at no cost to all Navy commands. Engage your command, inform your Sailors and Marines, and stay 

in the game of life. Visit the Navy Personnel Command website and click on "21st Century Sailor."

Navy Alcohol and Drug Abuse Prevention (NADAP)

Resources and Information for the Safety Manager DECISIONS 31
BEFORE YOU GO

To prevent emergencies on a trip, 

regularly check these essentials:

• Look at your tires to check tread 

depth. See if they are bulging or low 

on air. Bulging tires may mean you 

are about to have a flat.

• Start your engine and check the 

dashboard lights to see if trouble is 

indicated.

• Test your brakes to make sure they 

are working properly.

• Check your headlights and turn 

signals.

• Check the oil, radiator coolant, and 

windshield-washer fluid.

READY TO GO

Before you get in your car and take 

off on your next trip, there are things 

you can do to make the trip safer and 

enjoyable. Start by cleaning out the 

trunk or rear-storage area and putting 

away unnecessary cargo. Replace 

those items with an emergency kit 

containg everything you may need to 

deal with common problems on the 

road:

• spare fuses

• fire extinguisher

• rags

• pliers

• jumper cables

• electrical tape

• flashlight

• pocket knife

• first-aid kit

• extra can of oil

• adjustable wrench

• flares or reflectors

• duct tape

• flat-head and Phillips-head 

screwdrivers

• spare tire in good condition

• jack and lug wrench for changing tires

• empty, approved gasoline container

• sandpaper (to clean battery terminals)

• a sign or white flag to signal for help

• a few plastic trash can liners (these 

can be used as emergency rain 

ponchos or tarps)

SAFETY AND SECURITY

Here are some simple precautions to 

take before and during a trip that will 

help you feel safer and more secure 

while traveling:

• Become familiar with your route. Get 

a map and look at it before you leave. 

Don't rely on a GPS solely.

• Park in a well-lighted area at night. 

Always lock your car when you park. 

Keep your valuables out of sight, 

preferably locked in the trunk.

• Don't leave maps and guidebooks on 

the seats. They advertise that you are 

a traveler.

• Have your car keys ready as you go 

to your parked car. Check the back 

seat and floor before you get in. 

• Stick to well-lighted areas and streets 

where there is lots of activity. Don't 

take shortcuts through areas you 

don't know.

• If traveling with friends or family, stay 

together and carefully watch your 

children. Make sure everyone knows 

where you are staying, and agree on 

a meeting place in case anyone gets 

separated.

• If another car bumps yours, make 

sure you are in a safe, well-lighted 

place before you stop and get out. 

Drive to a police station if you're 

suspicious.

ON THE ROAD

How many times do you see someone 

making fast and unsafe lane changes, 

weaving between lanes, or following too 

closely? As if those bad habits aren't 

enough, you also have to contend with 

people who get on your tail and start 

honking their horns, flashing their lights, 

or making obscene gestures.

Some states have a number you can 

call to report aggressive or dangerous 

driving to the state police. Learn and 

remember the number. If you have to 

make that call, do it safely by pulling 

over or making sure it doesn't affect 

your driving. 

To avoid being a reckless driver 

yourself, always leave early enough to 

reach your destination on time. Don't 

take traffic problems personally. 

How do you deal with such reckless 

and aggressive driving? Never 

underestimate the other driver's 

capacity for mayhem. Practice these 

basic traffic courtesies:

• Stay away from the vehicle(s).

• Do not make obscene gestures.

• Avoid eye contact.

• Be patient and stay cool. Don't react 

to their actions.

• Do not block traffic lanes or 

intersections.

• Do not tailgate.

• Avoid unnecessary use of your highbeam headlights.

• If you drive slow, pull to the right when 

safe and let traffic pass.

CHECKLIST: ROADWAY SAFETY

32 DECISIONS 2016, Vol. 5/No. 1
Shallow water blackout is an underwater "faint" due to a lack of oxygen to the brain brought on by holding your 

breath for long periods of time. Without immediate rescue, the swimmer quickly drowns. Shallow water blackout 

can affect anyone who is breath-holding, even the physically fit swimmer. It is especially seen in competitive 

swimmers, Navy Special Forces combat divers, Marine Raiders, snorkelers, spearfishermen or anyone who freedives. 

Blackouts cut across the spectrum of free-diver training affecting all levels. No one is protected from 

succumbing to an underwater blackout. Shallow water blackout can occur in any body of water (pool, lake, river, 

ocean or bath tub) when breath-holding under water, regardless of water depth. Even if lifeguards are on duty, 

there is still a great risk because it is hard to detect from above the water.

RELATED ARTICLE: "Shallow Water Blackout," Sea Compass, spring-summer 2015
Darrick McVay, center, Naval Surface Warfare 

Center, Corona Division Force Training 

Assessment Scoring Systems Engineering 

support contractor, watches as Erika Garcia, 

right, Range Sustainment and Geomatic 

Engineering engineer, and Manuel Vasquez, 

Product Engineering Assessment Navy 

Gage and Standards Laboratory technician, 

maneuver on a practice tower during the 

fall protection course conducted at Naval 

Weapons Station Seal Beach, Detachment 

Norco. Greg Vojtko/USN