DECISIONS

RDML Kenneth Norton, Commander, Naval Safety Center

Col Glen Butler, USMC, Deputy Commander

CDR Roger Brouillet, USN, Director, Shore and Ground Safety Programs

James Culpepper, Director, Occupational Health and Industrial Safety Programs

Margret Menzies, Dept. Head, Media and Public Affairs Department

EDITORIAL STAFF

HEAD, MEDIA DIVISION Derek Nelson

EDITOR Evelyn Odango 

DESIGN AND GRAPHICS Allan Amen

John W. Williams

WEB CONTENT Darlene Savage

EDITORIAL OFFICE

Commander, Naval Safety Center 

Attn: Decisions

375 A Street

Norfolk, VA 23511-4399

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

Fax: 757-444-6791

Editor’s e-mail: evelyn.odango@navy.mil 

General e-mail: safe-decisions@navy.mil

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

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

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

OSH safety e-mail: safe-oshfdbk@navy.mil

SUBMISSIONS 

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

odango@navy.mil or write to: Commander, Naval Safety Center, Attn: Decisions, 375 A 

Street, Norfolk, VA 23511-4399. 

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 stated, material in this publication may be reprinted 

without permission; please credit the magazine and author. We reserve the right to edit 

all submissions for clarity and applicability.

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aspx#subscribe.

Decisions magazine (ISSN: 2167-2431 / ISSN: 2167-244X) 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 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.

DECISIONS ON THE WEB

Keep up with every issue of Decisions magazine online. Read the 

current issue or browse archived articles at http://www.public.

navy.mil/navsafecen/pages/media/decisions/index.aspx. You 

can also visit the Decisions home page by scanning the quick 

reference code with your smartphone (data rates may apply). You 

must have the PDF reader app (go to http://www.adobe.com/

products/reader-mobile.html.).

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

Vol. 3, Issue 2 2014

MAGAZINE ADVISORY BOARD

OCCUPATIONAL HEALTH & INDUSTRIAL SAFETY PROGRAMS

Installations and Industrial Safety Ext. 7845

Steven Geiger, MS, CSP steven.geiger@navy.mil

Safety and Occupational Health Manager

SHORE/GROUND SAFETY PROGRAMS 

Training Safety Division Ext. 7841

MMC (SW/AW) George Arici george.arici@navy.mil

Training Safety/USN

Traffic and RODS Division Ext. 7842

Michael Borkowski michael.borkowski@navy.mil 

Traffic/RODS Specialist (AAA/EVOC) 

Bonnie Revell bonnie.revell@navy.mil

Traffic/RODS Specialist (PMV) 

Don Borkoski don.borkoski@navy.mil

Traffic/RODS Specialist (Motorcycle) 

Weapons Systems Safety Division Ext. 7843

Boyzie Hayes boyzie.hayes@navy.mil

Weapons Analyst Shore 

Tactical Systems Safety Investigations Ext. 7844

DJRS/Jump Ext. 7744

LCDR William Best william.a.best@navy.mil

Mishap Investigator 

David Schroy david.schroy@navy.mil 

Tactical Parachute Specialist

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

and dial the extension at any time during the greeting. 

The Anymouse program provides an 

outlet for safety concerns that have been 

submitted to the chain of command but 

remain unresolved. You can find the 

Anymouse icon on the main page of the 

Naval Safety Center web site.

Need material for your next safety standdown 

or holiday safety brief? Browse our collection of 

resources to complement your activities.

• Posters for download

• Presentations to customize

• Brochures to hand out

• Videos to educate and entertain

• SafeTips to post

Multimedia

Resources Holiday

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

U.S. Navy photo
COVER PHOTO ILLUSTRATION BY ALLAN AMEN

THIS PAGE: Contractor Randal Olano applies an acoustic treatment system aboard the aircraft carrier USS Dwight D. 

Eisenhower (CVN 69) as part of the Office of Naval Research (ONR) Noise-Induced Hearing Loss (NIHL) program. U.S. 

Navy photo by John F. Williams

FEATURES

4 Written in Blood

If you think you’ve heard enough safety clichés, keep 

listening. The next one might keep you alive. 

By Derek Nelson

8 Five Steps to Protect Workers from Falling

Setting up a fall protection program not only is required, 

but also holds every employee accountable. 

By Steve Geiger, MS, CSP

10 PWD Naples: Contractors Focus on Job site 

Safety

Safety forum opens discussion on safety management, 

best practices and lessons learned. 

By MC2 Eva-Marie Ramsaran

14 The Drive to a Cookout that Cost $850

Believing a routine trip would be just that – routine – 

lands Army reservist in a budget-crunching dilemma. 

By Christopher Jones

18 Poker Riders Rev Motors for Safety

2nd Marine Division makes motorcycle event about 

having fun and promoting responsible riding. 

By Cpl Joshua W. Grant

IN THIS ISSUE

3 Viewpoint: ORM’ing Your Finances

By GySgt John Ayo

24 Cold Weather Suvival

Take Action Before a Winter Storm Strikes

COVER STORY

6 Cutting Noise Aboard Carriers

Ceramic-based noise abatement material important to 

DoD’s hearing-loss prevention program. 

By LCDR Scott Porter 

DEPARTMENTS

2 Editor’s Note: Branding Safety

It takes more than just designing a product or promoting 

a service to be noticed. It’s about building relationships. 

12 Best Practice 

Fitness Check Up: Keeping a Journal

PT journaling helps Marine captain maintain a healthy 

routine and consistent workout. 

By LCDR William Best

16 ORM Playbook

Find Safe Thrills in Autocross 

Managed riding event offers adrenaline rush without the 

dangers of a high-risk environment. 

By LTJG Jim Webb

20 Decision Making

Diary of a Drunk Driver: An Officer’s Perspective 

Author talks about the event that ended his Navy career 

and shattered his hope for a promotion. 

Anonymous

22 Lesson Learned

Clavicle-Schmavicle

Don’t get carried away with a cool-looking ski suit. 

Learn, even just the basics, before hitting the slopes. 

By LT Juan Oquendo III

DECISIONS CONTENTS
his business of branding safety – be it 

a product, service or program – is very 

elaborate. There are many components to 

consider: designing, marketing, testing, and 

evaluating. Take this magazine, for example. 

If we repackaged the content in a full-color 

newsletter or a two-page bulletin, would you 

still read it? Would it work the same way as a glossy 

magazine?

In my 24 years of working in the communications 

industry – government and commercial - I’ve learned 

a thing or two about branding: it has to be flexible, 

simple and it must stand out from the crowd. It has to 

communicate to the end user.

So what is a brand? American author and marketer 

Seth Godin says that design is essential, but it is not 

the brand. If you think of a logo, a color scheme, or 

packaging, you’re right, too. The brand is the set of 

expectations, memories and relationships that makes a 

consumer decide which product or service to choose. 

When you use a product or service, you look for the 

familiar logo or design, consider the maker’s credibility, 

and assess the product’s functionality. These are all part 

of the brand. 

How does this apply to safety? Our media products 

have ranged from magazines to pocket guides, videos 

to posters. If you’re in charge of collecting materials 

and resources for your command’s safety program, 

standdown or briefings, chances are you’ve visited our 

website or called upon us for support. 

As we do our part to develop multimedia products 

for the fleet, we call on safety officers and program 

managers to help us understand your needs. We want 

our products to connect with your Sailors and Marines 

and help them identify the resources they need to 

manage risks at work and off duty. Consider your 

working environment and let us know what you need to 

make everyone’s job safer, easier and more motivating. 

Would you use a resource guide to manage your tasks, 

people and program? Would you post a safety and health 

bulletin for everyone to see? And as we move further 

into the digital age, we want your input on how you 

want to receive our products – email, print or mobile. 

We’ve expanded our Facebook page to include 

our magazines; visit and leave your comments for our 

editors. Follow us on Instagram, Pinterest, and Twitter 

and share your updates. Engage us on these networking 

sites and let us know how our products and services 

are working for you. Most importantly, we want to hear 

about your survival stories, lessons learned and best 

practices. There can never be enough of these to teach 

the next guy and save a life. 

Wherever your military duty takes you and whatever 

you do off duty, take us with you. Our brand is part of 

your roadmap to safety.

Evelyn Odango

evelyn.odango@navy.mil

EDITOR’S NOTE

CONNECT WITH US

Branding

Join us on the web or your mobile device through these social networks:

View more safety magazines and special issues online.

http://www.public.navy.mil/comnavsafecen/Pages/media/mag_index.aspx

2 VOL. 3, ISSUE 2 I 2014 I DECISIONS
ORM’ing Your Finances

Many times, operational risk management 

(ORM) is applied during the safety brief 

before a liberty period, or after someone loses 

a finger. While our business can be dangerous, facets of 

our jobs are greatly affected by our state of mind. Not 

having focus and concentration increases the risks. 

People tend to seek help after they get into a 

financial predicament, instead of being proactive. This 

way of thinking has to change. Various resources, when 

used to their full potential, offer significant relief to 

those needing help.

One of these resources is the command financial 

specialist (CFS). These specialists are trained to 

establish, organize and administer the command’s 

personal financial management program. The CFS 

should be the first stop for the military member who has 

questions or issues about financial readiness.

Where does ORM come into play? Here’s a scenario. 

A newly married E-3 checks into a command and is 

assigned to the flight deck. With no obvious indicators 

of any issues, the leading petty officer (LPO) starts 

getting the E-3 trained and ready to handle business. 

The night before his first day as a qualified plane captain 

(PC), the Sailor receives an email from home stating the 

account is empty and there is no money available to buy 

diapers and groceries. Minutes later, the ship goes into 

River City. With no communication to home, the stress 

on the E-3 becomes more complex. 

His mind begins to wander. He does not tell anyone 

about the problem and wants to handle it on his own. 

Flight quarters come early the next morning, and he 

is assigned to be the PC for a specific aircraft. As he 

engages in the high-risk task of ensuring an aircraft is 

safe and ready to launch, he is still thinking of the issues 

back home and not the safety of the aircraft, equipment 

and personnel. 

Knowing this is the Sailor’s first day as a PC, the 

LPO oversees his actions. Noticing that he is not using 

the checklist and missing steps, the LPO quickly stops 

the evolution to find out what is wrong. After learning 

of what is on his Sailor’s mind, the LPO takes over. 

Afterward, the LPO connects with the leading chief 

petty officer to discuss ways to help the Sailor.

Let’s look at time critical risk management (TCRM) 

and the ABCD model as they apply to this scenario.

Assess the Situation: Where am I? What is going 

on? What will happen next? The E-3’s mind was clearly 

elsewhere; he needed help.

Balance Resources: What are my options? How 

do I use them? Use the chain of command (COC) and 

CFS. Communicate and gather in-depth information 

about the situation.

Communicate to Others: Who needs to know? 

Who can help? Who can provide back-up? The 

immediate COC needs to be aware. The COC will guide 

the situation to the appropriate level.

Do and Debrief the Event: Carry out the plan. 

Was the mission successful? Did actions reduce the risk?

In the scenario above, yes.

You can see how using ORM can have a dramatic 

impact. The same principle applies to managing 

personal finances. Seeking the help of a CFS as a 

proactive measure to prevent shortcomings will mitigate 

financial risks. CFSs can assist with budget planning and 

setting financial goals.

If you’re a leader on the deckplate, ensure your 

Sailors and Marines are aware of the resources and they 

know how to use them. Take the time to guide them in 

the right direction and be aware of things that could veer 

off. My advice to junior Sailors and Marines who are in 

financial trouble is to not be afraid to ask for help and 

guidance. 

GySgt Ayo is a safety analyst at the Naval Safety Center and a certified command financial analyst.

RESOURCES: 

Navy Personal Financial Management Education, Training and Counseling Program (OPNAV INSTRUCTION 1740.5B)

Navy Fleet and Family Readiness

http://www.cnic.navy.mil/ffr/family_readiness/fleet_and_family_support_program/personal_finances.html

By GySgt John Ayo 

VIEWPOINT

DECISIONS I 2014 I VOL. 3, ISSUE 2 3
By Derek Nelson

That phrase has such a dramatic, gruesome 

ring to it. I used to see it in Approach 

articles about what we now would call 

“willful violations,” except it was during 

the years before we recognized the complexity (and lethality) of human factors. Back then it 

was just guys being dumb, lazy or reckless.

 “Follow the checklist! It was written in blood!”

Alas, like everything else safety-related, the phrase 

eventually became just another cliché to lull people to 

sleep, which is a shame, because there’s a reason why 

such phrases become clichés — they’re true.

“Look before you leap.” “A stitch in time saves 

nine.” Good advice.

Alas, like everything else safety-related, 

the phrase eventually became just 

another cliché to lull people to sleep. 

4 VOL. 3, ISSUE 2 I 2014 I DECISIONS
I often saw the phrase in relation to aviation 

because that warfare community has had more than 

its share of flaming death and destruction. I remember 

thinking that it would be more effective in Naval Air 

Training and Operating Procedures Standardization 

(NATOPS) if the words were printed in blood-colored 

ink with little pretend drops coming off them, with a 

footnote citing the actual mishap. Today, in digital versions, you could hyperlink the new warning or procedure to a description of the mishap that triggered it.

Writing lessons learned in figurative blood isn’t a 

military thing. I used to ride around in rural Nebraska 

with my uncle. We’d come to an occasional intersection 

or a curve where a black-and-green skull-and-crossbones 

sign had been posted by a local insurance company, 

marking a fatal wreck. I remember one intersection 

where there must have been a dozen of these signs.

At the Atlantic Ocean end of Shore Drive in Virginia 

Beach, there used to be a huge billboard that specified 

how many people had died in wrecks during the past 

couple decades. I always find Shore Drive — a winding, 

tree-shrouded road between First Landing State Park 

and the boondocks of Joint Expeditionary Base to be a 

pleasant relief from strip malls and traffic lights. Drunks 

heading inland at 2 a.m. find it treacherous.

A few miles inland on Shore Drive, you arrive at 

Lesner Bridge, where the Chesapeake Bay meets the 

sprawling Lynnhaven River. In the permanent shade 

beneath the bridge, another billboard announced how 

many people had drowned in the powerful currents 

while fishing or crabbing. 

Writing this article, I was casting about for an actual 

example of “written in blood” when a watchstander on a 

submarine drowned. He had been complying with the 

rules for wearing a personal flotation device (PFD); as 

a direct result of this fatality, the rules were expanded 

to include what he’d been doing. In this case, PFDs are 

now mandatory all the time for topside watchstanders on 

submarines, not just after dark or in bad weather.

It would be nice if everyone understood and remembered why a new rule is in place, and if that awareness 

made them extra careful about complying. But people 

forget the original mishaps. A traumatic event becomes a 

mere statistic, lumped into a line chart.

It’s hard to keep people from rewriting lessons in 

their own blood.

Mr. Nelson has been writing the Friday Funnies since 2002. He also 

creates the Photo of the Week feature and writes the NSC blog 

“Beyond the Friday Funnies” for the Naval Safety Center website. 

He has authored more than 200 freelance magazine articles and 10 

books about Americana and military history.

NSC BLOG: Beyond the Friday Funnies 

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

DECISIONS I 2014 I VOL. 3, ISSUE 2 5
By LCDR Scott Porter

For the men and women living and working 

aboard aircraft carriers, noise exposure poses an 

imminent threat to hearing, sleep and cognitive 

function. It could also jeopardize critical 

decision-making and mission-planning aboard the vessel. 

That’s why Navy officials are trying to reduce the noise 

of flight-deck operations for personnel aboard the carrier 

fleet, beginning with USS Abraham Lincoln (CVN 72).

In early 2012, the Office of Naval Research’s (ONR) 

Noise-Induced Hearing Loss (NIHL) Program successfully 

demonstrated that the application of a ceramic-based 

product in the bulkheads of USS Dwight D. Eisenhower 

(CVN 69) reduced the decibel level in compartments 

directly beneath the aircraft launch area by six decibels. 

What’s the significance of a six-decibel (dB) level 

reduction? 

Every reduction of three dBs equals a 50 percent 

reduction of sound pressure. A total reduction of six 

dBs means Sailors are exposed to 75 percent less sound 

pressure. 

Furthermore, hearing loss is dependent on 

cumulative noise exposure. Noise exposure takes into 

account both the sound-pressure level and how long a 

Sailor is exposed to that sound – also known as the “noise 

dose.” For example, the highest level of noise recorded 

on the O-3 level (underneath and just behind the launch 

area of the catapults) was 105 dBs (equivalent to the noise 

of a table saw). Five minutes of exposure to 105dBs is 

equivalent to one hour of noise from a food processor or 

four hours of riding a motorcycle. 

It’s an important step for the Department of 

Defense: Hearing loss and tinnitus (a chronic ringing in 

the ears) top the Department of Veterans Affairs’ (VA) 

list of service-related disabilities. According to the VA, 

in fiscal year 2012, 32 percent of veterans (1,144,830) 

in receipt of compensation have tinnitus or hearing loss. 

At the current rate, the American Tinnitus Association 

projects as many as 1.5 million vets could be receiving 

tinnitus benefits alone at a cost of more than $2.26 

billion in 2014, according to a February 2010 article 

published by Hearing Loss Magazine.

What is this noise-abatement material? 

The acoustic damping material called Silent 

Running/SR1000, is a liquid ceramic insulation sprayed 

onto bulkheads in the same manner as regular paint. It 

can be color-matched, which is an important feature for 

three reasons: 

• Because the product can be color-matched, there 

is no need to repaint once the compartment is treated, 

providing a real savings in expended man-hours.

• The material serves as a thermal barrier reducing 

heat loads. It also decreases condensation, which 

6 VOL. 3, ISSUE 2 I 2014 I DECISIONS
requires mopping the deck and regular cleaning of 

bulkheads to prevent mold.

• It eliminates the weight and space storage 

requirements of additional paint.

Who will be charged with applying the product? 

Leadership and stakeholders are developing 

a comprehensive plan to designate various 

compartments and bulkheads for treatment. The ship’s 

force paint team will receive training on how to apply 

the material before completing the work. There are a 

few equipment requirements, such as a special spray 

nozzle and hose assembly. Treatment is only necessary 

on one side of a bulkhead; many compartments will 

require treatment on only two bulkheads, with painted 

compartments in surrounding areas providing the 

remaining necessary coverage. 

The six-decibel level reduction will not remove 

the need for hearing protection directly underneath 

and behind the launch areas of the catapults. However, 

treating those “ground zero/high-noise” compartments 

— coupled with the areas moving out from those highnoise compartments — will take an important first 

step at reducing noise in the highest noise areas, ONR 

noted in a “Gallery Deck Treatment Plan” report by its 

noise control engineering office. 

LCDR Porter serves as the in-service aircraft carrier (CVN) aviation lead for the Aviation Ship Integration CVN externally directed 

team. The project described in this article was the culmination of two 

ONR-funded Small Business Innovation Research grants. The Naval 

Air Systems Command’s Aviation Ship Integration team is embedded within Program Executive Officer for Aircraft Carriers/In-Service 

Aircraft Carriers (PMS-312).

A contractor applies an acoustic treatment system aboard aircraft carrier USS Dwight D. Eisenhower (CVN 69), as part 

of the Office of Naval Research (ONR) Noise-Induced Hearing Loss (NIHL) program. The ONR NIHL program takes a 

systematic approach to reduce noise at the source in the naval environment, develop personal protective equipment, 

develop medical prevention and treatment strategies, and evaluate incidence and susceptibility. ONR's NIHL program 

is working on specific technologies that span training and education, noise mitigation and protection and medical 

technologies. U.S. Navy photo by John F. Williams

DECISIONS I 2014 I VOL. 3, ISSUE 2 7
Identify Roles and Responsibilities: Who are 

the key players?

The fall protection program manager, assigned 

by the activity, oversees the entire program including 

training, approval and procurement of equipment, 

and program evaluation. The end users are personnel 

who have been trained and authorized by the activity 

on the use of personal fall protection equipment. 

Competent persons (CPs) perform hazard surveys and 

training of end users. CPs are involved in many facets 

of the fall protection program, from implementation to 

supervision and monitoring. 

Provide Training: Ensure compliance with 

OPNAV instruction.

Stay on schedule with fall protection training. 

Personnel exposed to fall hazards and who are using 

personal fall protection equipment are required to 

receive refresher training every two years. Other 

personnel involved in the fall protection program are 

required to stay current with the fall protection and 

rescue educational requirements as well as all other fall 

protection training.

Survey the workplace: Is the program a welloiled process?

Identify hazards and look for shortfalls and gaps in 

your program. An annual survey and assessment will 

help the activity stay on top of protecting personnel. 

Work with your local public works department to 

assemble a team that will survey various work spaces. 

The survey must accomplish five things: identify fall 

hazards, document locations and describe hazards, 

override obsolete surveys as requirements change, 

analyze fall hazards (to be performed by the CP), and 

document all results and assessments in a survey report.

Five Steps 

to Protect Workers from Falling

Each Navy activity is required to protect civilians and military personnel 

exposed to fall hazards. Workers need protection if they are on any 

elevated walking working surface with unprotected side, edge, or 

floor opening, from which there is a possibility of falling four feet or more to 

a lower level. If there is a possibility of a fall from any height onto dangerous 

equipment, into a hazardous environment, or onto an impalement hazard, 

they must be protected as well.

The program must be in writing and approved by the activity safety 

office. Here are five steps for establishing, implementing and managing a fall 

protection program. 

By Steve Geiger, MS, CSP 

8 VOL. 3, ISSUE 2 I 2014 I DECISIONS
Mitigate Fall Hazards: Put prevention and 

control measures in place.

Reduce the risk of exposure by setting control 

measures for the workers and the environment. These 

measures include: elimination, prevention, engineering 

and administrative controls, and personal protective 

equipment. While elimination of the fall hazard is 

the most effective means, it may not be possible in 

some operations. Navy activities may use more than 

one control measure to reduce the risk of a fall. Some 

popular prevention systems include: guardrails, work 

platforms, safety nets, personal fall arrest systems, work 

positioning equipment, ladder-climbing devices, and 

covers for floor openings.

Create a Fall Protection and Prevention Plan: 

A living document.

Make your fall protection and prevention plan a 

living, breathing document. Modify the plan as changes 

occur during different stages of work, procedures, or 

methods of construction or maintenance work. Prior to 

the start of work, a plan must be prepared and approved. 

Keep the document posted at the access points to the 

fall hazard area and accessible to all employees. Identify 

and describe all known hazards, training requirements, 

types of preventive controls, required fall protection 

equipment and usage instructions, rescue procedures, 

and names of qualified and CPs. Make all employees 

working at heights understand and agree to use the plan. 

Prepare your document specifically for the workplace 

and task. It must provide detailed information, 

instructions, manufacturer’s standards, and 100 percent 

continuous fall protection.

Mr. Geiger is an occupational health and industrial safety specialist at 

the Naval Safety Center.

ONLINE RESOURCE 

Fall Protection Program Guidance

http://www.public.navy.mil/comnavsafecen/Pages/osh/

FP/FP.aspx

DECISIONS I 2014 I VOL. 3, ISSUE 2 9
Photo by MC2 Tony D. Curtis

“Safety and health come first on our job sites. 

We want to ensure everyone goes home at the end of 

the day in the same condition as when they arrived 

that morning,” said CDR Scott King, PWD Naples 

public works officer. “NSA Naples has an outstanding 

safety record, thanks to the tremendous efforts of our 

contractors. Building on that success is a top priority.”

PWD Naples:

Contractors Focus on Job Site Safety

Hull Maintenance Technician 1st Class Justin 

Beckett, PWD Naples safety officer, led the forum and 

discussed topics such as the safety hierarchy, tools for 

safety enforcement, written contract documents and 

clauses, accident prevention plans and, more.

Some of the written contracts state that each 

employee is responsible for complying with all safety 

ALL LOCAL ITALIAN CONTRACTORS with active contracts for Navy 

construction, repair or service attended a safety forum at Naval Support 

Activity (NSA) Naples, Capodichino in June.

Hosted by personnel assigned to the Public Works Department 

(PWD) in Naples, the participants discussed their internal safety 

management practices and shared lessons learned from their ongoing or 

completed projects in an effort to collectively reinvigorate the contractor 

community’s focus on job site safety.

By MC2 Eva-Marie Ramsaran

10 VOL. 3, ISSUE 2 I 2014 I DECISIONS
requirements, wearing safety equipment, reporting 

unsafe conditions/activities, preventing avoidable 

accidents and working in a safe manner.

Contracts also say that no person will be required or 

instructed to work in surroundings or under conditions 

that are unsafe or dangerous to his or her health. 

Another requirement is that contractors must maintain 

safety and health bulletin boards, starting on day one, in 

clear view of workers.

“Safety in the workplace ensures we maintain good 

work performance and good quality,” said Beckett. “The 

key takeaway of this forum is to be able to challenge 

their workforce on the job sites and make sure they go 

home safely.”

During the group discussions, many of 

the contractors discussed the importance of 

communication to their workforce, regular training 

for required personal protective equipment, weekly 

U.S. Naval Support Activity Naples, Italy is host to more than 50 separate commands and 

approximately 8,000 personnel. NSA Naples is located approximately 60 miles south from 

the city of Gaeta and 145 miles from Rome. Photo courtesy of NSA Naples Facebook page

safety meetings and filing mishap reports.

Local Italian contractors working for Naval Facilities 

Engineering Command aboard NSA Naples reached a 

milestone of 686 days without a mishap or incident.

As a token of recognition for superior safety 

performance during recently completed contracts, King 

presented Safety Through Awards and Recognition 

(STAR) Program Awards to five companies: JV 

SKE/Vittadello, Cooperativa Muratori E Cementisti 

(C.M.C.), La Termica SRL, LOTOS SRL and COSAP.

“Our safety program needs to be collaborative in 

order to be successful,” said King. “Lessons are being 

learned every day on our work sites. The more we share 

across the contractor community, the greater chance 

we’ll have at maintaining a strong culture of safety and 

minimizing risk to our workforce.”

MC2 Ramsaran is with NAVFAC Europe Africa Southwest Asia 

Public Affairs.

DECISIONS I 2014 I VOL. 3, ISSUE 2 11
Fitness Check Up: 

Keeping a Journal

Anyone who’s serious about 

staying fit knows that keeping 

a routine is one of the best 

ways to maintain a healthy 

lifestyle. I caught up with one 

of our resident investigators, 

Marine Corps Capt Timothy 

Coots, to discuss fitness 

journaling and its benefits.

By LCDR William Best 

BEST PRACTICE: PT JOURNALING

VOL. 3, ISSUE 2 I 2014 I DECISIONS 12 VOL. 3, ISSUE 2 I 2014 I DECISIONS
What’s your health and fitness philosophy?

As a Marine, I focus on functional fitness and being able to meet the daily demands of my job. 

Do you consider yourself a fitness buff? How long have you been working out?

I don’t consider myself a fitness buff, but being healthy and fit has always been a part of my life. I was 

an athlete in high school and college. My activity level has only increased since joining the military.

What are your reasons for using a fitness log? 

I use a fitness log to help me maintain a consistent routine, stay organized when I go to the gym, get 

instant progress reports, and to develop a program for fitness areas on which I need to improve.

Is paper journaling better than app-driven journaling?

Use whatever works best for you. I like keeping a written log; it never crashes or runs low on battery.

How do you start one?

I start with a simple Excel document (spreadsheet), separating the days of the week by tabs. I list all of 

the exercises I want to do and add extra cells at the end of the list so that I could monitor my weight 

training. I keep a print-out of my routine.

How often do you use it?

Every day, regardless of what type of workout routine I 

do. It helps me to always have a plan when I go to the 

gym. If I go into the gym without a plan, I won’t be as 

effective with my workout routine. 

Always consult your physician before starting any 

fitness routine. Know yourself and your limits to 

avoid injuries and unnecessary stress to your body. 

LCDR Best is a mishap investigator in the Shore/Ground 

Safety Programs Directorate. Read his article, 

“Being Smart About Getting Fit,” in the springsummer 2014 issue of Decisions. 

DECISIONS DECISIONS II 2014 2014 II VOL. 3, ISSUE 2 VOL. 3, ISSUE 2 13
By Christopher Jones 

I

n late 2011, I drilled as an Army Reservist at the 

356th Broadcast Operations Detachment in Ft. 

Meade, Md. The “BOD,” as it is referred to, is 235 

miles from my house in Virginia Beach. I had 

traveled back and forth for several months, and my 2005 

Ford Focus had shown no major issues. I believed this 

trip would be no different. It didn’t even cross my mind to 

check more than the gas tank and radio station. “Sandy,” 

as I called the car, had been through many road trips and 

had never failed me.

The trip to the BOD was without incident. The trip 

to my First Sergeants’ house for the annual unit holiday 

BBQ, however, cost me over $800. He lived about 15 

minutes away from our drill hall. When I pulled into his 

gravel driveway, I noticed my steering wheel pulled a 

little to the right. I figured it was just the loose gravel. I 

parked my car and went inside to join the festivities. 

Three hours later, I said goodbye, got in my car and 

drove off. I immediately felt the steering wheel shake 

almost uncontrollably. I pulled over to the shoulder, got 

out and saw the problem. Both of my front tires were 

flat and the rims touched the ground. I saw pieces of my 

tires strung along the short distance I drove from the 

house. My once-reliable car was inoperable. 

There was a service station around the corner, a 

half-mile away, so instead of waiting for the tow truck, 

I had the genius idea to drive on my rims. It only took 

five minutes to get to the station. The service station 

was closed. Who wants to do business on a Sunday 

afternoon? I saw two people standing outside the front 

door. One was the cashier; the other was his friend. Just 

to be sure, I asked if they were open. I could tell they 

were trying not to laugh. The cashier pointed me down 

the street to an open service station. 

I puttered down the road, doing my best to stay close 

to the shoulder so I would not be a hazard to other drivers. 

When I pulled in, I could see the guy in the bay door smile 

as he gazed upon “Sandy”. He approached my window and 

asked how I’d driven there. I replied, “Very carefully.”

Once Sandy was in the bay and on the rack, I felt 

relieved that my car would soon be fixed and I would be 

back on the road. I still had more than 200 miles to drive 

before I got home. 

My relief was short-lived. After 20 minutes, the 

mechanic told me that not only did I need two brand 

new tires but that all four needed to be replaced. I also 

needed one new brake pad and a front-end alignment. 

The reason both front tires had blown was that the front 

end was pigeon-toed. Instead of my tires facing straight, 

my tires were turned inward about 20 degrees or so.

He was genuinely surprised that I’d made it all the 

way from Virginia Beach to Maryland without blowing 

a tire and crashing. Being the financially cautious 

person that I am, I asked if the alignment was absolutely 

necessary to get home. He said that I would be wasting 

money on new tires if I did not fix the major issue. It 

I puttered down the road, doing my best to 

stay close to the shoulder so I would not be a 

hazard to other drivers. 

14 VOL. 3, ISSUE 2 I 2014 I DECISIONS
ONLINE RESOURCE: 

Travel Risk Planning System (TRiPS)

https://safety.army.mil

was getting late and nearing closing time for the shop. I 

agreed to all the fixes. After another 90 minutes (mine 

was the only vehicle in the shop), my car was ready to 

go. The grand total was $1,100. I almost fainted, since I 

did not have that much in my bank account or available 

on my credit card. I asked if there were any military 

discounts or specials. Whether there was or if the guy 

just felt sorry for me, he knocked the price down to 

$850. 

“Sandy” has since died. An old Mustang backed into 

her and smashed in the front end, totaling her. 

Whether you are traveling across state lines or going 

across town, getting there with a safe vehicle is far better 

than paying $850 for a problem that could have been 

avoided by conducting preventive checks and services. 

Here are some tips to keep your car in tip-top shape:

• Regularly check your tires. Ensure that they are 

inflated to the proper PSI (check your owner’s 

manual for recommended measurements). Be 

mindful of weather conditions as the tire pressure 

changes significantly during extreme cold or hot 

conditions. 

• Inspect the treads on your tires. A good rule of 

thumb is taking a quarter and placing it head 

down in the tread. If you can see George Washington’s face, your tread is too low. 

• Do not neglect the rest of your vehicle. Check 

your lights, brakes, horn, seat belts, and windows 

for damage or malfunctions. 

Mr. Jones is a public affairs specialist/emerging media manager at 

the Naval Safety Center.

Illustration by John W. Williams

DECISIONS I 2014 I VOL. 3, ISSUE 2 15
By LTJG Jim Webb

I

t is easy to think of operational risk management 

as being another “to do” item in our everyday 

lives. To some it may seem a burden. At its core, 

however, risk management allows us to do the 

risky activities that we want to do, but in a way that manages and reduces risk. The idea isn’t to limit our freedom, but to enhance abilities to do activities that may 

have been too risky to do otherwise.

Let’s take a look at one off-duty activity that many of 

us enjoy: driving fast. Many of us enjoy some sort of highperformance, adrenaline-filled thrill. Some of us joined 

the military to “see the world” or “to challenge ourselves.” 

The same personality traits that may have brought us to 

the military attract us to risky activities such as fast cars.

There are several ways we can enjoy the thrill of a 

fast car. The first is the most obvious. Simply drive fast 

on public roads. Risks include: an increased chance of 

a fatal accident, an increased risk to the public around 

us, a chance of getting caught by the police and given a 

ticket for speeding or reckless driving, and a risk to our 

careers. It’s likely that we will get away unharmed the 

first few times, but eventually, our recklessness will catch 

up with us. Because of this, most of us simply obey the 

law. We know and understand that the risks are too high 

and the rewards are too low to enjoy the thrill of driving 

fast. We understand that recklessness off duty has a 

direct impact on our careers. But what if we could find a 

way to drive fast without all of the unnecessary risk?

Let’s start by removing all of the unnecessary 

hazards. Remove the cars, the obstacles, and the police. 

Start with an empty parking lot, strap a helmet to your 

adrenaline-filled body, buckle yourself into your car, 

and let her rip. Now add safety stewards, traffic cones to 

simulate a track, a timer to compete against your best 

time and others, a timing handicap assigned to every 

car based on its predicted speed, a lot of enthusiastic 

spectators, and a little caffeine. But who has an empty 

parking lot free of obstructions and police?

The Sports Car Club of America is one of many that 

offer many of the thrills of driving fast in a contained, 

risk-managed environment. The club employs multiple 

Experience a real-world off-duty application of ORM

FIND SAFE THRILLS IN AUTOCROSS

16 VOL. 3, ISSUE 2 I 2014 I DECISIONS
The Hampton Roads area offers 

at least two autocross-style driving 

clubs: the SCCA-sanctioned Old 

Dominion Region chapter and the 

Tidewater Sports Car Club. Events 

are run at a closed airfield in Pungo 

as well as at ACU4. With a large, 

open, concrete surface, the events at 

ACU4 run on perhaps the best and 

safest course on the East Coast.

layers of risk mitigation to ensure the safety of 

participants, spectators, and workers. 

Safety begins before you arrive. The course strictly 

adheres to safety guidelines. Distances from obstacles, 

maximum speeds, and direction of motion following a 

spin are all considered when designing a course. When 

you check in, your car and your helmet are inspected 

from top to bottom to look for any safety defects. Next, a 

comprehensive safety brief is held by the safety steward 

for all participants. The brief covers driver conduct, 

potential hazards and mitigation strategies, location of 

support equipment, safety observer duties, and radio 

procedures. The course is set up so that while one car 

is on the course, the next car is marshalled at the start 

line. When the active car crosses the finish, the starter 

clears the course, looks for a thumbs-up from the safety 

steward, takes a step back, and drops his hand signaling 

you to start. From here, your next 60 seconds is an 

adrenaline rush. While your situational awareness may 

be low while you max-perform your car, there are at least 

six observers maintaining high situational awareness to 

ensure your safety. 

Autocross is just one example of an off-duty activity 

that exemplifies the ORM ideology that safety doesn’t 

have to be limiting. Organized events such as autocross 

bring multiple layers of safety and risk management in a 

social setting to an inherently dangerous activity. Autocross 

accidents are rare and when they do occur, they are limited 

to a single vehicle and incur comparatively low cost. 

Compare this low risk to the high-risk environment 

of high-speed driving on a public road. Add the benefit 

of learning to drive your car safely to its limits and you 

begin to grasp the spirit of ORM. We should all take a 

look at the off-duty activities we enjoy and ask ourselves 

not only, can we make it safer? But can we minimize risk 

while having more fun?

Editor’s Note: The VAW-125 safety department is 

always looking for ideas on turning real-life situations 

into learning opportunities. If you are attached to VAW125 and have any safety-related stories or are involved in 

an interesting or risky hobby such as high-performance 

driving, see LTJG Webb or AD2 Norton or submit them 

anonymously via the command’s anymouse box. 

LTJG Webb is the VAW-125 ground safety officer.

Tidewater Sports Car Club autocross at Air Cushion 

Unit 4 (ACU4) Joint Expeditionary Base Little Creek. 

Photo by Tom Howerton

DECISIONS I 2014 I VOL. 3, ISSUE 2 17
Rev Motors for Safety

ONLINE RESOURCE:

Basic Rider Course and Base Safety

 http://www.mccslejeune.com/motorcyclesafety.html

18 VOL. 3, ISSUE 2 I 2014 I DECISIONS
Story and photo Cpl Joshua W. Grant 

More than 300 service members and 

civilians took part in “Live Hard, Ride 

Free,” a motorcycle poker ride hosted 

by the 2nd Marine Division in May. 

The annual national motorcycle safety awareness ride 

included service members from Marine Corps Base 

Camp Lejeune, Marine Corps Air Stations New River 

and Cherry Point, Ft. Bragg and Seymour Johnson Air 

Force Base. The goal: promote responsible riding and 

motorcycle mentorship.

During the event, motorcyclists practiced their safe 

riding as they traveled in groups to various locations in 

the area. At each stop the riders were given a card and at 

the end of the ride, the person with the best poker hand 

was deemed the winner.

“When you get on a bike, it’s about having fun, 

but more importantly, it’s about safety,” said GySgt 

Stephen Phelps, assistant maintenance chief for 2nd 

Marine Division and organizer for the poker ride. 

“If you’re a new rider, don’t just get on the bike and 

try stunts or drive recklessly. Find a mentor. Find 

someone who has been riding for a while and learn 

from them so you can safely enjoy having two wheels 

rather than four.”

The Marine Corps has lost four of its own already 

to motorcycle accidents this year, said Phelps. Marines 

have to keep up their efforts to promote safety and 

responsible riding as much as possible to stay mission 

ready, he added.

The Motorcycle Mentorship Program was 

established as part of the commanding general’s Policy 

Letter 10-14, stating all units across Marine Corps 

Installations East (MCIEAST) with motorcycle riders 

will participate in meetings and mentorship rides to 

monitor each rider’s skill development. 

“When you get on a bike, it’s about having 

fun, but more importantly, it’s about safety.”

The policy letter is part of Marine Corps Order 

5100.19F, which sets strict guidelines for the proper 

use of motorcycles and states all the required training 

and personal protective equipment required for use 

aboard base.

The National Highway Traffic Safety 

Administration recorded 4,612 motorcycle fatalities 

in 2011 throughout the country, accounting for 14 

percent of highway deaths that year. In 2013, North 

Carolina lost 147 motorcyclists to traffic accidents, 

a decrease of seven percent from the previous year, 

said Don Nail, director of Governor’s Highway Safety 

Program for North Carolina.

“We hate to lose any motorcyclists,” said Nail. “But 

the reduction reinforces our emphasis on safety and 

accident prevention.”

Since 2008, MCIEAST has put more than 25,000 

Marines through the Basic Rider Course (BRC) and 

Advanced Rider Course (ARC).

“2008 can be called the high water mark for 

motorcycle accidents,” said Brig. Gen. Robert 

Castellvi, commanding general for Marine Corps 

Installations East and Camp Lejeune. “I’m proud 

of what the Marine Corps has done since then. The 

Marines bonded together and helped mentor each 

other. They corrected the behavioral issues associated 

with the cause of accidents and greatly reduced our 

number of motorcycle fatalities.”

The proper use of safety equipment is paramount as 

well as ensuring every service member remembers the 

fundamentals learned at the BRC, added Castellvi.

Basic Rider courses are held at Camp Lejeune and 

Camp Johnson throughout the year.

Cpl Grant is with Marine Corps Base Camp Lejeune.

DECISIONS I 2014 I VOL. 3, ISSUE 2 19
20 VOL. 3, ISSUE 2 I 2014 I DECISIONS

Anonymous

I

am a 46-year old naval officer stationed in San 

Diego. I have been on active duty for 27 years, 

including 16 years of enlisted service. The events I’m 

about to describe changed my life. I hope that what 

happened to me will never happen to you.

A few points about myself before going into the 

details of my eventual arrest for driving under the 

influence of alcohol. I did not consume alcohol on 

a consistent basis. As a matter of fact, I only drank 

alcohol occasionally at home or at occasional social 

gatherings. I am an avid long-distance runner and have 

completed two marathons (Rock ‘n Roll in San Diego 

and the Marine Corps Marathon in Washington, D.C.) 

and three of San Diego’s half-marathons. I have two 

almost-grown children and have very strong religious 

and moral beliefs. I am also an alcoholic. What 

happened to me can happen to anybody, anytime, 

anywhere if you are an alcohol user. I am not telling 

anyone not to consume alcohol. I am saying, however, 

do not consume alcohol of any amount and operate a 

motor vehicle. Take a taxi, call a friend, or walk home. 

Do not drink and drive!

On Oct. 29, 2005, at about 8:45 p.m. I was arrested 

for driving under the influence of alcohol on California 

Interstate 8 at the College Avenue exit. I had just left 

a social gathering where alcohol was served. While 

driving home, I was stopped by a San Diego Deputy 

Sheriff because I had crossed over the white lines that 

separated the lanes. I took a field sobriety test and failed. 

I was arrested at the scene for impaired driving and 

transported to the San Diego County jail. 

Don’t believe what you see on TV where the highpriced lawyer comes and gets you out 15 minutes later. 

You will be there for a minimum of eight hours. You 

will be searched, fingerprinted, photographed, and then 

placed in a 20-by-20 cell with 40 of “your best friends” 

that you never want to see again. The only amenity in 

this room was a toilet in the corner. I was released after 

processing (some 8-10 hours later). I walked out of 

the jailhouse on the streets of San Diego at about 8:00 

the next morning and came face to face with at least 75 

homeless people — and I thought I had a bad night. 

On the days that followed, my punishment began. I 

had to attend a three-month First Conviction Program 

at San Diego State University. It included 12 one-hour 

classes each week for 12 weeks and six two-hour lectures 

for six weeks. I attended a mandatory Mothers Against 

Drunk Driving lecture in which three moms told the 

story of the loss of their children to drunk drivers — a 

very emotional and guilt-ridden experience. I had to 

complete 10 days of community service picking up 

trash, cleaning parks, and other chores for the city. I had 

to hire an attorney to represent me. I went to court and 

received a substantial fine. 

Here are some of the costs of my DUI:

First Conviction Program: $445

MADD: 25

Attorney: 1,700

Fine and Court Costs: 1,950

Total: $4,120

And I have not even talked about the insurance. It 

doesn’t matter who your insurance provider is; they will 

drop you. You will have to obtain a much less reputable 

insurance at a much higher price. It will cost you 

thousands and thousands of dollars over the years.

Then comes the DMV process. Oh joy!

I lost my driver’s license for 30 days and had a 

restricted license for five more months. This was before 

Diary of a Drunk Driver: 

An Officer’s Perspective

The following excerpt details a chronological chain of events that completely 

changed the life of a naval officer who was due for a promotion.
DECISIONS I 2014 I VOL. 3, ISSUE 2 21

21st Century Sailor/Alcohol Awareness Prevention

 http://www.public.navy.mil/bupers-npc/support/21st_Century_Sailor/nadap

ONLINE RESOURCE

I ever went to court. The DMV will revoke and suspend 

your license without a conviction! Driving is a privilege, 

not a right. Just being cited is justification. And then you 

have to pay to get it back! I paid $195.

To make matters worse, I had been selected for 

promotion to lieutenant commander effective early 

2006. My promotion was withdrawn and I was removed 

from the promotion listing. I was processed for 

administrative separation and had to retire involuntarily 

within the next six months. 

If I had not been arrested, I would have continued 

on active duty for four more years and reached a 30-year 

retirement. If I had been able to retire as a lieutenant 

commander with 30 years instead of a lieutenant with 

26, I would have ended up with approximately $600,000 

more in retirement pay over the next 20 years.

The monetary loss pales in comparison to the shame, 

emotional pain, grief, and guilt that this will cause you, your 

family, friends, co-workers, and just about every person you 

come in contact with. It will have an adverse effect on every 

facet of your life. I am thankful that I did not kill someone 

while driving under the influence of alcohol.

I have only detailed the highlights (if you can call them 

that) of this experience. There are many more — smaller 

painful points — but they are too many to mention.

My hope is that for those of you who take the time 

to read this you will not drink and drive. My pain would 

be worth it if it keeps just one of you from drinking and 

driving; and even more if it saves one life.

Editor’s Note: This article was first published online by the 

Naval Personnel Command’s 21st Century Sailor Program.

I have only detailed the highlights 

(if you can call them that) of this 

experience.
I had never skied before. To make sure I wore the appropriate gear, I rented some equipment from the base MWR. I was ready for the slopes 

with ski pants, a jacket, helmet, gloves, some sweet shades, and of 

course, boots and skis. I even brought sunscreen. Feeling confident, I 

decided to pass up lessons from a certified ski instructor.

On Friday, I stayed close to some of the more experienced skiers in 

the squadron and learned a little from them. I felt that I picked it up pretty 

quickly and that I might have been a natural skier. I fell a lot that day and had 

one close call but nothing bad enough to scare me. I think it was mostly “beginner 

skiing” and “beginner falling.” I ended the day unscathed and happy with my ability 

Working in a squadron detachment to 

NAS Fallon during the winter has 

its pros and cons. The downside is 

that winter storms pose a significant challenge 

to flying, and the freezing temperature on the 

flight line makes maintenance just that more 

challenging. However, there is one big benefit: 

when it’s ski season in Lake Tahoe, many resorts 

give big breaks to the military. As it turned out, 

I got to get one of those “big breaks” during a 

weekend ski trip.

Clavicle-Sc

By LT Juan Oquendo III

22 VOL. 3, ISSUE 2 I 2014 I DECISIONS
to work my way down the mountain. It was a three-day 

weekend, so on Monday we all decided to go back to 

the slopes, this time to a different area that had easier 

runs than on Friday. 

I was doing well all day until one of the last runs. 

I picked up a little more speed than I wanted to and 

was headed toward a group of trees. I decided to turn 

hard in order to avoid them, and my skis got caught in 

powder. I quickly tumbled to the ground and landed 

on my shoulder. Three people from the squadron saw 

it and said that it didn’t look like a bad fall. However, 

I knew immediately that I had hurt myself – it felt 

like I had dislocated my shoulder. I didn’t think it was 

broken and didn’t want to be “that guy” being carried 

down the hill on the rescue sled. I stood back up, put 

my skis back on and finished the run. I later headed to 

the medical office. 

When I got there, the ski patrol X-rayed my shoulder and found that I had partially fractured my clavicle. 

We immediately notified the chain of command and the 

flight doc as well. I was given a sling and told to immobilize the arm. It would heal in about six to eight weeks, 

taking me out of the cockpit and out of the fight as our 

squadron prepared for deployment. Since our squadron 

only had 10 pilots, losing 10 percent of the roster had a 

serious impact on scheduling. 

Looking back, I should have taken formal ski lessons. The slope that I was on was not for someone with 

my minimal experience. I was overconfident and going 

faster than my skill level supported. Taking ski lessons 

from a professional would have helped me learn the 

proper way to ski and control myself.

If you’ve never skied before, take the extra time and 

spend the extra money to get lessons and stay on slopes 

that are appropriate to your skill level. In our current 

environment with reduced manning, losing just one 

person for a few months has a very serious impact on a 

command. You shouldn’t avoid having fun because of 

the risk of injury, but you should control that risk with 

operational risk management and education.

LT Oquendo flies for the VAW-124 Bear Aces.

hmavicle

I picked up a little more speed than I wanted to 

and was headed toward a group of trees.

DECISIONS I 2014 I VOL. 3, ISSUE 2 23
COLD WEATHER SURVIVAL

The hazards of winter storms are dramatic: wind-driven snow that makes it impossible to see creates large drifts 

and lowers the wind chill. Blizzards and ice storms can knock down trees, utility poles and power lines. Even small 

amounts of ice are extremely hazardous to motorists and pedestrians. If you are stuck in a storm and are exposed to 

cold for an extended period, frostbite or hypothermia is possible and can be life-threatening. Advisories are issued 

by the National Weather Service (NWS) when the public should be alerted to possible storms. A winter storm watch

is issued when severe winter conditions are possible within the next 12 to 48 hours. The NWS issues a winter storm 

warning when severe winter weather conditions are occurring or expected to occur within a few hours. 

BEFORE DURING AFTER

Before a storm, check your emergency kit and replenish supplies. 

Create a family communication 

plan to include instructions on how 

to keep in contact with each other, 

where to meet if necessary, and 

what to do in case of an emergency.

Home or Office

Prepare for power outages by 

stocking up on safety and security 

supplies such as:

• flashlights and batteries

• AM/FM battery-powered radio

• rechargable power-failure lights

• wind-up or battery alarm clock

• first-aid kit and medical supplies

• back-up system for your files

Car Maintenance

Winterize your car with fresh 

antifreeze and a strong battery. 

Schedule a tune up as recommended by the manufacturer. Prepare a 

roadside emergency and maintenance kit with supplies necessary 

for your area.

Communication Plan

Keep a recall list of everyone you 

work with. If you’re a supervisor, 

make sure all personnel know 

how to muster before and after 

the storm. Update personal and 

emergency contact information on 

the Navy Family Accountability and 

Assessment System (NFAAS).

During a storm, listen to NOAA 

weather radio, local radio or television for the latest weather reports 

and emergency information. 

Use generators, fireplaces and 

natural-gas fire logs responsibly. 

Have an operable fire extinguisher 

handy and learn how to use it.

During a power outage, unplug 

small appliances and electronics to 

avoid damage from power surge. 

Leave one low-wattage incandescent light switched on so you know 

when the power comes back on. 

If you must be outside, wear plenty 

of layers of clothing. Make sure you 

wear a hat, because the largest 

amount of body heat is lost through 

the top of the head. 

Whenever it’s safe, check on neighbors with special needs: the elderly, 

children who are home alone and 

people with disabilities. 

If you’re on the road when a sudden 

storm hits, you might encounter 

traffic jams, detours and incidents. 

If you get stranded in your car, stay 

with it until help arrives. Do not try to 

walk for help during a blizzard.

Call your local highway administration or state transportation department for current road conditions.

If you must venture out after a 

storm, watch out for snow-covered 

driveways and pathways, frozen 

lakes, snowdrifts, and icy roads.

Snow and Snowdrifts

When shoveling snow, take your 

time and don’t over-exert yourself. 

Dress in layers, drink plenty of 

water, and take it slow. If you feel 

chest pain or tightness, stop. Seek 

immediate help if pain continues 

and breathing becomes difficult.

Be careful when clearing snowdrifts 

from your doorways, windows and 

roof. To remove a significant snow 

load from your roof, FEMA recommends a licensed, insured professional roofing contractor. 

Winter Wonderland

If the weather is clear enough for 

tobogganing, sledding, and just 

playing in the snow, do so responsibly. Dress appropriately, check 

equipment, use designated skating 

areas and playgrounds, and go with 

a buddy.

Prolonged exposure to low temperatures, wind and/or moisture 

can result in cold-related injury from 

frostbite and hypothermia. Know 

the difference and what to do in an 

emergency. Be prepared for changing weather conditions. 

For more winter and seasonal safety tips: http://www.public.navy.mil/comnavsafecen/pages/media/index-safetips.aspx

ADDITIONAL RESOURCES:

NFAAS website: https://navyfamily.navy.mil

FEMA’s Risk Management Series: “Snow Load Safety Guide”: http://www.fema.gov/media-library/assets/documents/29670

“Cold Weather Survival: Recognizing and Preventing Frostbite, Hypothermia,” Sea Compass, Fall-Winter 2013

“Winter Storms and Extreme Cold,” Safety Gram, Issue 27, December 2013 

“Holiday Season Safety Tips,” Decisions, Fall-Winter 2013

Take Action Before a Winter Storm Strikes

24 VOL. 3, ISSUE 2 I 2014 I DECISIONS
Source: thatguy

Source: National Highway Traffic Safety Administration

Fatigue is a distraction and acts like 

drugs or alcohol in the body

Fatigued Driving Symptoms

• Involuntarily closing your eyes

• Yawning

• Car drifting in lane

• Hard time paying attention

• Slow reaction times

Drinking Facts

• Absorption of alcohol depends on:

• Your size, weight, body fat and sex

• Amount of alcohol consumed

• Amount of food in your stomach

• Use of medications

• 60% of STDs are transmitted by drunk partners

• In 67% of unplanned pregnancies, at least one 

partner was drunk.

Males aged 16-24 are less likely to wear seatbelts than 

female counterparts, which is disturbing due to the 

demographic makeup of the Navy and Marine Corps.

• Seatbelt use for FY12 was 86%

• 11,949 lives saved by seatbelts in 2011 

• No seatbelts used in 52% of fatal crashes in 2011

• 77% of people ejected from their vehicles were killed.

Consider these Facts:

• Males 16-24 are much more likely to be involved in 

speed-related fatal crashes.

• Speed and alcohol are a deadly combination. 

• Speeding is a prevalent factor in alcohol-related 

crashes.

• A contributing factor in 31% of all fatal crashes 

• Cost of speed-related crashes is $40 billion per year

• Nearly 12,000 lives lost due to speed

• 88% of speed-related fatalities occur on non-interstate highways.

Fact: Heaviest holiday traffic occurs the Wednesday 

before Thanksgiving and the Sunday after.

Fact: Many Sailors and Marines drive long distances over 

the holidays to visit family and friends.

Fact: Risk management prevents traffic mishaps.

Travel Risk Planning System

• Web-based self-assessment

• Offers suggestions to mitigate driving risk

• Located at www.nko.navy.mil

Holiday Driving: The Fatal 4 Factors

MAKE SURE YOUR ROAD TRIP IS A ROUND TRIP!