THE NAVAL SAFETY CENTER MAGAZINE FOR SHORE, GROUND AND INDUSTRIAL OPERATIONS

Resources and Information for the Safety Manager 2017 Vol. 5/ No. 2

2012-2017

REVISITING 5 YEARS OF DECISIONS

“THE END” IS ONLY 

THE BEGINNING

LEARN MORE ON PAGE 1

THE FINAL ISSUE
DECISIONS

Resources and Information for the Safety Manager

ON THE COVER: Since 1955, Naval Safety Center 

magazines have reached audiences throughout 

the aviation, afloat, shore, and shipyard 

communities. While printed publications are still 

available today, many Department of Defense 

publishers have moved their magazine content 

to an online medium due the high cost of printing 

and a general shift in preference to receive 

content from an online or mobile platform. For 

these reasons, the content of Decisions and 

Sea Compass will be consolidated into a single 

online magazine and will no longer be published 

as a hard copy publication. The cover not only 

represents a farewell to Decisions, but also a 

recognition that with every ending there is a new 

beginning. (Read the editorial on page 1)

EDITORIAL STAFF

Deputy Department Head, Media and Public Affairs Evelyn Odango

Editor Michael J. Morris

Art Director Allan Amen

Graphics and Design John W. Williams

Webmaster Darlene Savage

Social Media Manager Leslie Tomaino

EDITORIAL OFFICE

Commander, Naval Safety Center

Attn: Media Division

375 A Street

Norfolk, VA 23511-4399

MEDIA DIVISION

Telephone: (757) 444-3520, ext. 7870 (DSN 564) / Fax: (757) 444-6791

General email: safe-mediafdbk@navy.mil

Editor's email: michael.j.morris@navy.mil

SHORE SAFETY PROGRAMS

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

the extension at any time during the greeting.

Telephone: (757) 444-3520 (DSN 564)

Occupational Health and Industrial Safety ext. 7820

Training Safety ext. 7841

Traffic and Recreation Off-Duty Safety ext. 7842

Report a Mishap: (757) 444-2929 (DSN 564)

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: michael.j.morris@navy.mil or write to: 

Commander, Naval Safety Center, Attn: 360° Sea & Shore, 375 A Street, Norfolk, 

VA 23511-4399. We reserve the right to edit all submissions for grammar, clarity, 

applicability, and length.

DISTRIBUTION

Email safe-mediafdbk@navy.mil to get on our distribution list.

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

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

Commander, Naval Safety Center RDML Christopher J. Murray

Deputy Commander Col Matthew Mowery, USMC

Director, Shore Safety Programs Jonathan Wilson

Department Head, Media and Public Affairs Maggie Menzies

THE NAVAL SAFETY CENTER MAGAZINE FOR SHORE, GROUND AND INDUSTRIAL OPERATIONS

Resources and Information for the Safety Manager 2017 Vol. 5/ No. 2

REVISITING 5 YEARS OF DECISIONS

LEARN MORE ON PAGE 1

THE FINAL ISSUE

2017

VOLUME 5|No. 2

VOLUME 5|No. 2 CONTENTS

Do the 

Right Thing

Your Driving 

Bubble: Make It Big

2

6

8

10

12

19

Pierside:

Where Danger Lurks

FIRST HAND

It’s All in 

the Details

16 No One's Going 

to Die Today

20

22 Will You Get

Skin Cancer?

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

CONNECT WITH US

Five Steps

to Protect Workers from Falling
Resources and Information for the Safety Manager DECISIONS 1

We live and work within the confines of a malleable environment, where change is inevitable and a 

commonality for us all. With that said, I would like to introduce myself to the Decisions magazine 

audience. 

My name is Michael J. Morris and I am a 20-year veteran of the Department of Defense, serving with the U.S. 

Army for five years and as a civilian employee for the last 15 years. My experience has varied during that time, 

working for such agencies as the Joint Multinational Training Command, Naval Network Warfare Command, 

United States Africa Command, and Naval Information Forces. My path has now led me to the Naval Safety 

Center, where I‘ve been given the task of assisting in reimagining the command’s publications. 

Since 1955, Naval Safety Center magazines have reached audiences throughout the aviation, afloat, shore, 

and shipyard communities. Over the years, we have published 12 magazines, including special issues; only four 

remain in circulation today – Decisions, Sea Compass, Approach, and Mech. Publishing these magazines is 

not just about reaching an audience; it’s about being relevant and valuable in our mission to prevent mishaps, 

to save lives and preserve resources. The advice, policies, services, and risk management information and tools 

the Naval Safety Center provides enhance command safety culture, combat readiness, and the Navy’s global 

warfighting capabilities.

While printed publications are still available today, many Department of Defense publishers have moved 

their magazine content to an online medium. Two of the driving factors for this shift have been the high cost of 

printing physical publications and general shift in preference by readership to receive content from an online or 

mobile platform. 

For these reasons, effective Spring of FY17, Decisions and Sea Compass magazine will no longer be 

published in hard copy format. Decisions and Sea Compass will be merged into a single publication called 360° 

Sea & Shore with an anticipated launch of a bi-monthly PDF based version in March of FY17. Within the coming 

months, an immersive interactive online version of 360° Sea & Shore will follow. Our goal from this point forward 

is to reimagine naval safety publications - boldly looking forward to mobile technologies, e-pubs, and social 

media. We will create an integrated multi-tiered network of media that will reach audiences where they read, 

browse, watch, and listen.

In addition, the safety center will also be launching 360° Safe, our new online safety magazine with the 

primary focus of communicating NAVSAFECEN’s key mission objectives that 

support fleet operational priorities by addressing safety assessments, operational 

risk management, mishap reporting, and high velocity learning. The Naval Safety 

Center’s overall goal is to enhance the reader(s) ability to make good decisions and 

manage risk - at work and off duty.

This final issue of Decisions pays tribute to issues past as we reprint articles that 

we hope will prove helpful to military and civilian personnel alike - on or off duty. We 

also want to thank the subscribers of Decisions for five years of loyal readership. We 

look forward to providing you a fresh take on safety publications this Spring. Until 

then... Farewell, “The End” is only the beginning.

Editor’s note

Editor Decisions Magazine

“THE END” IS ONLY THE BEGINNING
2 DECISIONS 2017, Vol. 5/No. 2

By MC1 (SW/AW) Monique K. Hilley and Patrick Foughty

PHOTOGRAPHS BY JOHN LAND

Pierside:

Where Danger Lurks

With a quick show of credentials or 

military identification, one can 

access one of the most dangerous 

environments in the Navy. It’s a 

place where misfortune lurks behind every corner, 

where the slightest misstep can result in tragedy. 

While it may seem docile, a Navy industrial pier 

can present any number of hazards. In many cases, 

those working or visiting them may be unaware of 

just how dangerous a pier can be.

ORIGINALLY PRINTED: Spring/Summer 2012 - VOLUME 1|No. 1
Resources and Information for the Safety Manager DECISIONS 3

Stopping for a moment as you pass through the 

gate and onto the pier, it’s easy to notice the many 

moving pieces all around. Ships are being moored as 

lines are tied to bollards. Cranes lift pallets onto ships 

preparing for departure. Forklifts and tractors whiz by. 

Open fuel and collection, holding and transfer (CHT) 

stations buzz in operation. Personnel hustle on the pier, 

oblivious to what else is going around them. On a rainy 

or windy day this tempo changes dramatically. Danger 

increases as the pier and brows to the ship become 

more slippery by the hour, and as objects being lifted 

begin to sway. 

In the past, the Navy has taught its Sailors to be 

mindful of potential dangers and to always keep their 

heads on a swivel. Aviators might say you need to 

maintain good SA, or “situational awareness,” when 

working in any industrial environment. But often 

those safety lessons are associated with operations 

on flight decks or during underway replenishments 

(UNREPs) and other at-sea evolutions. And while a 

pier might not seem to have the danger level of at-sea 

evolutions, the dangers it does present can be more 

elusive and easy to miss, making one’s SA on the pier 

all the more important. 

This is where Commander, Navy Installations 

Command (CNIC) comes in. CNIC has designed 

a safety program that addresses concerns and 

incorporates safety at all levels of the chain of 

command. The concept of CNIC’s deck plate safety 

program is to identify and focus on the core components 

necessary to reach every person in the organization. 

CNIC Director of Operations Capt. Frank Martin 

encourages Sailors to look first to prevention awareness 

of their surroundings. He and his team of safety experts 

ensure that CNIC has a program in place that can be 

used at all levels, can address specific pier safety issues 

and can provide steps to be taken if an incident occurs.

The program covers much more than just pier safety, 

mandating that each installation have at least the 

following:

 established policy

 safety rules

 training

 emergency action

 checklist if unsafe/unhealthful conditions exist

 reporting procedures

 incident investigation

safety committee 

The overall program is rooted in OPNAV Instruction 

5100.23G, which requires each region and installation 

to establish a safety and occupational health policy.

“Some precautions are based on lessons learned from 

prior incidents and near-misses,” said Richard Maiello, 

CNIC’s deputy safety program director. “Controls have 

been put in place because mooring lines snapped while 

tying a ship to the pier or pallets fell while being loaded 

onto ships. These are not worst-case scenarios made up 

by overly prudent safety officers,” Maiello said. “Rather, 

they are dangerous realities of the environment in 

which Sailors work. Knowing the rules associated with 

the pier you’re working on is vital to your safety.”

Regular, specific training makes a major difference. 

A variety of safety training topics are available through 

the CNIC safety program, including general awareness, 

refresher, and job specific training that can be provided 

through computer based training, in the classroom, 

or on the job. Each person working on the pier is 

responsible for knowing the precautions and standards 

in order to avoid accidents.

Personnel must also know how to deal with 

emergency situations, including first aid, fire, natural 

disasters, and terrorist attacks. The deck plate 

safety program at each installation addresses specific 

procedures for emergency actions at each workplace, 

practicing what to do in the event of any emergency. 

U.S. Navy Photo: Crane and barge operations in Norfolk, Va.
4 DECISIONS 2017, Vol. 5/No. 2

An MV-22 Osprey being hoisted by a crane onto a flight deck.

Risk management is everyone’s responsibility. 

With that in mind, an effective safety program allows 

personnel to participate at all levels of the organization. 

At a minimum, all personnel must understand how to 

communicate identified unsafe or unhealthful conditions 

in the workplace. The new program allows for specific 

procedures to be put in place at each installation for 

employees to report unsafe/unhealthful conditions as well 

as make informal safety suggestions. If there is something 

that doesn’t seem safe in the work environment, report it. 

Prevention is the key to a good safety program.

WHEN PREVENTION FAILS and consequently 

leads to accidents, timely and accurate reporting is 

important to ensure proper investigation. Identifying 

factors — human or mechanical — will prevent future 

occurrences. Deck plate safety programs must outline 

specific procedures for employees to report all nearmisses, incidents and mishaps. 

Safety rules and procedures are approved and issued 

by senior leadership, but they are generated by the 

local safety committee. This group is designated by 

the commanding officer to develop policy that ensures 

all those working in hazardous environments know the 

precautions needed to work safely. The committee 

usually consists of a combination of supervisory, nonsupervisory and support staff members and can include 

both military and civilian personnel of any pay grade. 

They meet at least quarterly to develop safety rules and 

procedures. They also recommend policy changes based 

on mishap, near-miss incidents, patterns and trends. The 

committee also reviews mishaps and near-miss incidents, 

recommends improvements to the safety program and 

identifies corrective measures needed to eliminate or 

control hazards. 

When on any Navy pier, no work task should ever be 

performed without taking precautions and managing 

risk. Safety rules ensure that all military and civilian 

personnel know about the hazards that are present, 

and understand the control measures. By knowing 

the rules and being aware of the environment around 

them, personnel can help the Navy stay safe and, quite 

possibly, save a life. 

MC1 Hilley and Mr. Foughty were with Commander, Navy 

Installations Command Public Affairs Office and Mr. Land was with 

Naval Facilities Engineering Command, Mid-Atlantic at the time 

this article was published.

U.S. Navy Photo
Resources and Information for the Safety Manager DECISIONS 5

OSHA estimates that approximately 100 employees die and 95,000 

employees are injured every year while operating powered industrial 

trucks. Forklifts that turn over account for a significant number of 

these fatalities. All precautions and operator requirements regarding the safe operation of equipment must be applied and strictly 

enforced. 

GENERAL PRECAUTIONS: 

• Wear the necessary personal protective equipment (PPE), such as 

hard hats, safety shoes, eye and ear protection.

• Do not stand on or pass under the elevated portion of any materials handling equipment (MHE), whether the MHE is loaded or 

empty.

• Make sure that there is enough headroom to operate the MHE 

under beams, lights, pipes, sprinkler systems and other overhead 

items.

• Don’t put your arms or legs between the uprights of a mast.

• Don’t engage in stunt driving or horseplay. Don’t spin the wheels 

or race an engine.

• Never permit riders on the MHE or a load.

• If the MHE is equipped with seatbelts or other restraints, don’t 

remove them. Keep them in repair. Wear them for all operations 

with the exception of shipboard and pierside operations; in that 

case, it is at the discretion of the CO/OIC following an operational 

assessment.

• Never leave the driver’s seat while the MHE is in motion or when 

the forks are elevated above the ground or deck.

HANDLING SAFETY

Take the following precautions during all handling operations:

• Check the load before fully lifting the forks or moving the MHE. 

• Each of the adjustable forks should always be spaced an equal 

distance from the centerline of the MHE.

• Do not exceed the safe working load (SWL).

• Never lift more than one pallet or container unless it is strapped 

together as a unit 

• Never lift loosely stacked loads that extend above the backrest on 

the fork.

• For optimum stability, forks should be adjusted to the maximum 

width the load will accept.

• Place the load as close to the mast as possible. Then slowly raise 

the load slightly and carefully tilt mast backward to stabilize the 

load

• Use extreme care when tilting the load forward or backward, 

particularly when high-tiering.

PRECAUTIONS DURING MOVEMENTS

Prior to any movement operation, take the following precautions: 

• Check floors, decks, dockplates and ramps for breaks, cracks, or 

other indications of structural weaknesses. 

• All portable dockplates and ramps must be properly secured to 

prevent any movement during MHE operations.

• Make sure trailers and railcars are chocked (railcars on piers don’t 

require chocking).

• Keep one hand on the steering wheel. MHE will not automatically 

return to straight forward or reverse travel direction. 

• Cell phones and other distractions are prohibited while MHE is in 

motion or the forks are elevated.

• Obey all traffic and fire regulations, including speed limits.

• Under all travel conditions, operate the MHE at a speed that will 

allow you to safely stop.

• Keep a clear view in the direction of travel.

• Travel with the load as close to floor or deck as practical. 

• Make all starts, stops, turns, or directional reversals in a smooth 

manner so as not to shift the load or overturn the MHE.

• Keep a safe distance from the edge of elevated docks, ramps, 

platforms, freight cars and safety nets. 

• Slow down when approaching danger points such as downgrades, 

curves, narrow travel areas, wet or oiled floors, wet or slippery 

railroad tracks, and rough surfaces.

• Do not jam on brakes.

• Driving MHE downgrades with the forks or forklift attachments 

facing downhill may make the MHE unstable and may make you 

lose control.

• Ascend or descend grades slowly.

• Don’t turn on an incline.

• Don’t try to enter a building through partly opened doors. The 

doors must be fully open and secured before proceeding.

• Before driving over a dockboard or bridgeplate, be sure it is 

secured from lateral movement. 

• Drive carefully and slowly across dockboards or bridgeplates.

Steps to Forklift Safety

References: These precautions were taken from NAVSUP Publication 538, Management 

of Materials Handling Equipment (0530-LP-642-6711, Fifth Revision), and Shipboard 

Mobile Support Equipment, Chapter 5 (Operational Safety Requirements). Please refer 

to these publications for in-depth explanations of precautions for operating MHE.

Labels and markings that should be present on MHE

Reviewed by Steve Geiger, CSP

Safety and Occupational Health Manager, Naval Safety Center
line the basket. He attached his anti-flying harness to the 

appropriate D-ring/anchor and went back to work, making 

big paint pieces into little paint pieces.

Alas! We learned something from this evolution, my 

fellow Jedi knights:

 Watch out for workers who may be unintentionally 

endangering themselves by trying to fly from elevated 

heights, while trying to just get a job done that someone 

else thinks is extremely important.

 We are looking out not only for the safety of the 

workers but also for the environment. Remember, this 

environment is where our food comes from – in a roundabout sort of way. Food has to come from somewhere 

before it lands in a nice little prepackaged container, 

complete with nonsensical labels, a lid that’s on too 

tight, and made of a substance that never degrades in the 

environment. Do the right thing and maybe you’ll enjoy 

some local food for next week’s cookout.

 Last but not least, the floating city is not in active 

continuous maintenance availability or under our current 

purview. But, if you notice something not quite right, 

take action even if the vessel is not under your direct 

cognizance. Don’t let the mishap take place before you 

react. Recognize the potential for hazard and make the 

right decision. 

Mr. Garrett was a safety specialist at the Mid-Atlantic Region 

Maintenance Center Safety Office at the time this article was 

published.

hile walking the waterfront with my “Lead 

Jedi Knight” today, we discovered some 

preservation work being accomplished on 

the forward superstructure of a CG. A Sailor 

attached to the small floating city was in the basket of 

a boom lift wearing a fall protection harness. He was 

scraping the painted side of the forward superstructure. 

The lift was safely fastened to the pier by gravity, and he 

was precariously extended across the water. He had on a 

pair of “Mickey Mouse” ear muffs for hearing protection, 

and he was wearing standard, Navy-approved, almost clear 

and not-so-new eye and face protection. 

My Lead Jedi Knight noticed the worker wasn’t capturing 

any of the paint chips, thereby producing a shower of 

gray debris. I noticed he did not have his anti-flying 

device attached to the lift basket D-ring. After some time 

(approximately five minutes) of trying to get his attention 

— signal flags, radios, flares, flash mirrors, jet noise from a 

fly-over, all sorts of stuff — he finally saw us. 

Once he realized all the commotion was just for him, 

he took off his PPE and acknowledged us with a grin. We 

returned his cheerfulness with “Safety First!” smiles and 

began telling him all the things wrong with his present state 

of affairs. He was initially crestfallen but attentive, although 

still unable to hear us well. It was then we noticed he was 

wearing ear buds, which were attached to his phone, which 

was in his pocket, while he was wearing the ear muffs. 

Heeding our instructions, a shipmate responded with a 

large roll of paper and some duct tape (the world leader 

in fastening stuff together) with which he proceeded to 

By Ivan Garrett

Do the 

Right Thing

6 DECISIONS 2017, Vol. 5/No. 2

ORIGINALLY PRINTED: Fall/Winter 2015 - VOLUME 4|No. 2
U.S. Navy photo for illustration purposes only. 

Resources and Information for the Safety Manager DECISIONS 7
8 DECISIONS 2017, Vol. 5/No. 2

ORIGINALLY PRINTED: Fall/Winter 2014 - VOLUME 3|No. 2

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 

well oiled 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.

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 

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.

Five Steps

to Protect Workers from Falling

By Steve Geiger

1

2

3
U.S. Navy photo for illustration purposes only. 

Resources and Information for the Safety Manager DECISIONS 9

Naval Center for Combat & Operational Stress Control

 http://www.public.navy.mil/NAVSAFECEN/Pages/OSH/FP.aspx

ONLINE RESOURCES

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.

4

5
10 DECISIONS 2017, Vol. 5/No. 2

One Riverine shoots more ammunition in a year than the 

entire crew of a DDG combined. With this training comes 

great risk. The Force constantly evaluates and mitigates 

risk at every opportunity in order to maintain the training 

process. Despite the rigorous training procedure and 

attention to operational risk management, its effectiveness 

is solely dependent upon an individual’s willingness to 

absorb and act upon the information.

One cool January night, my detachment and I were 

doing our CAT III gun shoot. This was an advanced level 

of shooting needed before shooting CAT IV. We each had 

a course of fire to shoot both during the day and night. I 

decided to save my favorite weapon system — the Mk44 

minigun — for the last course of fire. 

The horizon line is flat along the eastern ridge, contorted 

only by the silent silhouette of a troop transport. The 

transport then erupts with light as it absorbs a mass of 

7.62mm rounds. In my night vision goggles (NVGs), it 

looks like I just lit a sparkler. Under the loud whine, I hear 

an encouraging, “There you go, sir!”

In the Riverine Force, a Riverine is expected to become 

extremely proficient in more than six weapons, including 

the M2, M4, M9, M240B, M203, Mk19, and Mk44. Each 

weapon is a complex system that takes extended training 

to understand, let alone master. The Riverine Force goes 

through several category gun shoots: CAT II, III and IV. 

Each category builds and expands on the shooting skill set. 

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

ORIGINALLY PRINTED: Fall/Winter 2012 - VOLUME 1|No. 2

Peering into two grainy green circles, my eyes try to focus as my tracer 

rounds zip across the black hilly grass of the Virginia Piedmont. My line 

coach screams into my left ear, “Get some, sir! Walk your tracers up!” But 

his words are muffled by the moaning of my Mk44 minigun. Its retorts echo 

deep into the night air. With the surge of adrenaline, my body reacts. My heart beats 

harder, sweat streams from under my helmet, and my palate becomes dry. “Walk it 

up!”

FIRST HAND
Resources and Information for the Safety Manager DECISIONS 11

The Mk44 is both dramatic and dynamic. It got the 

nickname “Puff the Magic Dragon” during the Vietnam 

War due to the flames that appeared to be flowing from 

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

helicopters and special warfare combat crew (SWCC) 

units. The Riverines adopted it to increase their fire power 

on the river. It shoots an amazing 3,000 rounds (7.62mm) 

a minute with a muzzle velocity of 3,050 feet per second.

With the last of my rounds expended, I powered off the 

Mk44 and pivoted my weapon to high port and practiced 

scanning. I then flipped up my NVGs and began to 

come down from the high of shooting. The barrels of the 

minigun glowed a smooth orange against the inky sky. The 

barrels seemed brighter as my eyes adjusted off the NVGs, 

then the orange faded against the cool air. 

I then began to rush through my safety steps in order to 

turn over the weapon to the next anxious shooter in line. 

The last step — a movement of clearing and making the 

weapon safe — was one I’ve done a number of times. It 

has given me the confidence to complete the task in the 

dark of night. To “show clear,” one must rotate each barrel 

and slide the bolt to the rear on the track showing the line 

coach. I gripped tightly around the barrels and began to 

twist the barrels counterclockwise. 

This action was soon punished by a sharp pain in my 

right palm through my glove. It took several seconds 

before I realized what I had done. My hand was gripping 

barrels that were several hundred degrees. What resulted 

was a glove with several holes accompanied by several 

small burns on my right hand. The barrels of the gun had a 

rubber hand print melted into the side. 

The Riverine Force is an exciting place to serve 

in the Navy; however, it presents the same 

risks that can be found throughout the fleet. It 

is important that we learn from each other in 

order to prevent future incidents. 

I was embarrassed at this brainless stunt but grateful to 

not have injured myself further. The correct way to rotate 

the barrels after firing is to use a large industrial screw 

driver between the barrels and torque the screw driver 

counterclockwise, keeping your hands well clear of the 

barrels. But in my haste, I ignored basic safety procedures. 

The number one factor in this safety violation was 

complacency. I totally missed steps in the proper way to 

clear and secure a weapon, which resulted in breaking 

clearly defined safety rules. Weapons are dangerous and it is 

important that we understand the precautions. 

This personal incident provided several teaching points 

that I shared with my Detachment at the conclusion of the 

gun shoot:

► Slow down. Training cannot be rushed. Take time to 

complete the task and develop proficiency, not speed. 

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

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

dangerous part of the evolution was complete. Stay vigilant 

and don’t take situations for granted.

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

worst enemy. Complacency needs to be addressed and 

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

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

dangerous. 

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

DET 2. at the time this article was published (Photos courtesy of the 

author)
12 DECISIONS 2017, Vol. 5/No. 2

ORIGINALLY PRINTED: Spring/Summer 2014 - VOLUME 3|No. 1

It’s All in the Details

Minor or major, mishaps deserve the same attention when reporting

By Steve Geiger

Does it really matter how thoroughly a 

mishap report is written? When it comes 

to analyzing work-related or off-duty 

incidents, the details could make a lot of 

difference in preventing the next mishap. 

I review many reports from both the Web Enabled 

Safety System (WESS) and the Enterprise Safety 

Applications Management System (ESAMS). The one 

common theme in the majority of these reports is the 

lack of investigative rigor. 

Writing these reports is actually governed by a couple 

of instructions, so it’s really not optional. The Navy 

Safety and Occupational Health Program Manual 

(OPNAVINST 5100.23G) states in chapter 14, section 

1403: “Shore regions and activities shall conduct a 

safety investigation of every mishap, major or minor, 

and handle the investigation as a search for facts as 

outlined in reference /MCO P5102.1B.” Reference 14-2 

is OPNAVINST 5102.1D (Mishap Safety Investigation 

and Reporting Manual). 

To illustrate my point, read the two reports starting on 

the next page. Both were pulled from WESS, but they 

were originally submitted using ESAMS. They show how 

we sometimes let the severity of a mishap drive the rigor 

of our investigation. 

The first sample illustrates the minimal effort 

placed on the reporting of this minor mishap. The 

second sample goes into extensive details that include 

analysis, findings, corrective actions, training, and 

recommendations.

Minor mishaps many times have the same causal 

factors as more severe mishaps. If more effort is placed 

on in-depth analysis, perhaps there could be more focus 

on correcting the hazards and conditions that could lead 

to mishaps. 

Mr. Geiger is an occupational health and industrial safety 

specialist at the Naval Safety Center.

“Shore regions and activities shall conduct a safety investigation of every 

mishap, major or minor, and handle the investigation as a search for facts.”
Resources and Information for the Safety Manager DECISIONS 13

Mishap Report #1

Mishap Report #2

UNCLAS FOUO//N05102//

CONSOLIDATED NAVAL MISHAP/HAZARD REPORT

POC: 

MISHAP INVOLVED:

SHORE/GROUND/SHIPYARD

BRIEF SUMMARY: MEMBER SUBJECT TO MINOR ELECTRICAL SHOCK INCIDENT

1. GENERAL INFORMATION

A. EVENT NUMBER: 

B. LOCAL SERIAL NUMBER: 

C. NARRATIVE: SERVICE MEMBER RECEIVED MINOR ELECTRICAL SHOCK

 (C) NATURE: ELECTRICAL BURNS

(M) INITIAL MEDICAL TREATMENT: NAVAL OR MILITARY BRANCH CLINIC

(N) OFF-SITE TREATMENT AUTHORIZED: NO

(5) CAUSE CODES

(A) CAUSE #1

(1) CAUSE: RELIABILITY OF EQUIPMENT-MANUFACTURING DEFECT

(2) EXPLANATION: MANUFACTURING DEFECT

6. COMMUNITY OF INTEREST:(NONE)

END OF REPORT

UNCLAS FOUO//N05102//

CONSOLIDATED NAVAL MISHAP/HAZARD REPORT

POC: 

MISHAP INVOLVED: SHORE/GROUND/SHIPYARD

BRIEF SUMMARY: WORKER INJURED WHILE DISMOUNTING FORK 

LIFT.

1. GENERAL INFORMATION

A. EVENT NUMBER: 

B. LOCAL SERIAL NUMBER: 

C. NARRATIVE:

INVESTIGATION AND ANALYSIS:

THE MISHAP OCCURRED AT APPROXIMATELY 11:45 AM ON 8 

JUL 2013 AT THE FRONT LOADING DOCK. THE MISHAP WORKER 

(MW) WAS ASSISTING PART OF A THREE-MAN CREW ASSIGNED 

TO REMOVE EIGHT PALLETS FROM TWO TRACTOR TRAILERS AND 

STORE THEM IN THE BUILDING SHED. THE MW IS A 27-YEAR 

EXPERIENCED CRANE OPERATOR. HE WAS TASKED TO OPERATE 

THE FORKLIFT TO COMPLETE THE OFF LOAD AND STORAGE. THE 

MW HAD ASSISTED THE TEAM MEMBERS WITHOUT INCIDENT FOR 

ABOUT AN HOUR AND HAD MOVED SIX OF THE EIGHT PALLETS 

WITHOUT INCIDENT. THE MW SET A PALLET ON TO THE LOADING 

DOCK AND STEPPED OUT OF THE FORKLIFT TO RETRIEVE A 

PIECE OF DUNNAGE (4X4 WOODEN BOARDS) FROM THE FORKS OF 

THE LIFT. THE DUNNAGE IS USED TO SUPPORT THE LOAD AND 

PROVIDE BALANCE ON THE CRATES AS THEY ARE LIFTED WITH 

THE FORKLIFT FOR TRANSPORT. THE MW STEPPED OUT OF THE 

FORKLIFT ONTO THE FRONT FENDER IN AN ATTEMPT TO RECOVER 

THE DUNNAGE FOR THE NEXT LIFT. AS HE STEPPED UP FROM 

THE WALKING PLATFORM ON THE FORKLIFT DRIVER SIDE ONTO 

THE FENDER TO RETRIEVE THE DUNNAGE, THE SHOESTRING ON 

Continued next page.
14 DECISIONS 2017, Vol. 5/No. 2

HIS LEFT BOOT CAUGHT ON SOMETHING. HE LOST HIS 

BALANCE AND FELL. THE MW FELL APPROXIMATELY FOUR 

FEET TO THE GROUND FROM THE FRONT OF THE FORKLIFT 

ONTO THE GROUND BETWEEN THE LEFT FRONT FORKLIFT 

WHEEL AND THE FRONT SIDE OF THE LOADING DOCK. 

THE FALL FROM THE FORKLIFT RESULTED IN INJURIES 

CONSISTING OF A CUT ON HIS RIGHT LITTLE FINGER 

(NO STITCHES REQUIRED) AND A LIGAMENT STRAIN TO 

HIS LEFT KNEE. THE MW REPORTED THE INCIDENT TO 

HIS SUPERVISOR AND WAS TAKEN TO THE LOCAL BRANCH 

MEDICAL CLINIC FOR MEDICAL TREATMENT...

FINDINGS OF OTHER SIGNIFICANCE:

1. THE MW HAS COMPLETED ALL REQUIRED 

SAFETY TRAINING, AND ALL DOCUMENTATION 

WAS CURRENT AT THE TIME OF THE INJURY.

2. THE FORKLIFT WAS IN TOTAL SERVICEABLE 

CONDITION AS IT IS NEWLY PURCHASED 

EQUIPMENT.

3. THE ASSIGNED WORK CREW AND THE MW 

WERE NOT UNDER ANY TIME CONSTRAINTS TO 

ACCOMPLISH THE TASK.

4. THE TASK’S RISKS WERE ANALYZED; 

HOWEVER THE MW’S SUPERVISOR DID NOT VISIT 

THE WORKSITE PRIOR TO THE MISHAP. THE 

CREW WAS ONLY ON SITE FOR AN HOUR.

CORRECTIVE ACTIONS:

THE SUPERVISOR REVIEWED THE CIRCUMSTANCES 

OF THIS MISHAP, OPERATIONAL RISK 

MANAGEMENT (ORM) PRINCIPLES, AND 

SITUATIONAL AWARENESS WITH WORK CENTER 

EMPLOYEES.

RELATIVE TRAINING RECEIVED BY EMPLOYEE:

MONTHLY SAFETY TALKS – RECEIVED 7/25/2013

PPE JOB-SPECIFIC USAGE (OJT BY 

SUPERVISOR) 7/3/2013

INDIVIDUAL-MANAGING YOUR RISK 4/10/2013

SAFETY STANDDOWN 3/20/2013

ORM TRAINING 7/2/2012

ORM (OJT BY SUPERVISOR) 5/23/2012

NAVY FALL PROTECTION AWARENESS TRAINING 

FOR END USERS WORKING AT HEIGHTS, AND 

SUPERVISORS OF END USERS 6/14/2012

SLIPS, TRIPS AND FALLS (OJT BY 

SUPERVISOR) 4/9/2010

FALL PROTECTION - ANNUAL (OJT BY 

SUPERVISOR) 11/10/2009

SAFETY ORIENTATION TRAINING FOR EMPLOYEES 

(INDUSTRIAL) 5/2/2007

RECOMMENDATIONS:

1. ORM IS A PRINCIPAL PART OF ANY 

SUCCESSFUL TASK AND ALL MATTERS 

ASSOCIATED WITH THE TASK MUST BE TAKEN 

INTO ACCOUNT TO PROTECT THE WORKERS AND 

JOB SITE.

2. A THOROUGH ASSESSMENT OF EACH TASK 

MUST BE CONDUCTED PRIOR TO A JOB 

REQUIRING MATERIAL EQUIPMENT HANDLING. 

PRECAUTIONS MUST BE TAKEN TO ENSURE THAT 

NO UNNECESSARY EXPOSURE TO HAZARDS, 

PARTICULARLY FALLS FROM ELEVATED 

UNPROTECTED HEIGHTS, ARE OVERLOOKED.

3. RECOMMEND WHEN SIMILAR OFFLOADING 

TASKS ARE ASSIGNED IN THE FUTURE, 

INCORPORATE A PROCESS IN THE PROCEDURE 

THAT REQUIRES ONE OF THE OTHER TWO 

WORKERS TO ACT AS THE EXTRACTOR OF 

THE DUNNAGE ONCE THE FORK LIFT AND 

MATERIAL HAVE BEEN PLACED AS NEEDED THUS 

ELIMINATING THE NEED FOR THE FORKLIFT 

OPERATOR TO EXIT THE CAB TO PULL DUNNAGE.
Resources and Information for the Safety Manager DECISIONS 15
No One's Going 

to Die Today

16 DECISIONS 2017, Vol. 5/No. 2

Wonder what 

Operational Stress 

Control looks like in 

a combat zone? 

Having served in 

Helmand Province, 

Afghanistan, I want 

to share one of 

my experiences 

that had a positive 

outcome.

By HM3 (FMF) Michael V. Pilati

U.S. Navy photo for illustration purposes only. 

HM3 Pilati was a behavioral health technician at the 

Naval Medical Center, Portsmouth, when this story 

first appeared in Mindlines, Summer 2011. Decisions 

reprinted this article with permission from the Naval 

Center for Combat and Operational Stress Control.

ORIGINALLY PRINTED: Spring/Summer 2013 - VOLUME 2|No. 1
Resources and Information for the Safety Manager DECISIONS 17

He has seen and done quite a bit. When he went home on 

R&R, he discovered the body of his cousin, who had committed suicide. He returned to Afghanistan and went out 

on a mission where he watched two of his best friends die. 

Bled out. No air.

Pain. Hate. Regret. Numb. Disconnected. Empty. No affect and no emotion.

Doc tells me, “He needs temp, vitals, meds, then bring 

him back here.”

From pharmacy to vitals then back to our tent, I ended up 

speaking with this Marine for 12 minutes. I sat him down 

and drew a stick figure on paper with a large cloud above 

it. I wrote along the 

perimeter of the cloud 

“relationship problems,” “depression” 

and “self- esteem.”

“What can you add 

to this?” I asked. Hate, 

numb, regret, he said. 

All written along the perimeter of the cloud leaving the inside blank.

“What’s the one thing that has you down—the most 

weight that bears on you?” I asked.

“Empty,” he said.

In the center of the cloud I wrote, “Empty emotions.”

I then explained how it all ties in: Regret so you hate, 

which makes you angry, which affects your self-esteem and 

makes you depressed, which causes problems with relationships, family, friends and coworkers. All because you 

weren’t there to help save, to react more quickly. So you 

feel “empty and numb.”

This made an impact, and I then asked him about coping 

skills. He said he liked music and writing, and told me he 

played guitar.

“Do you want to play now?” I asked.

“Yes,” he replied.

I went to get a guitar that had been sent in a USO box. 

He began to play and I knew that for those moments, he 

forgot about his buddies dying before him, his cousin’s 

suicide, his abuse as a child. I went to the provider’s office 

and waved him out. “Sir, you have to see this. Check out 

your guy.”

“What did you do 

to get him to play?” 

the doc asked me 

later as he shook my 

hand. I explained 

what I did from the 

pharmacy tent to the 

guitar.

“Strong work.” Then he said, “Do you know what I did 

after I saw him play? I went to my office and sat down and 

cried.”

“You’re joking, pulling my leg, sir.” I smiled.

As tears began slowly descending from his eyes, he said, 

“No, I sat there and cried.”

So I got my notebook and I wrote:

“The patient was medevac’d to us for suicidal ideations 

with firm concern that he would make an attempt. We did 

medevac the patient stateside to receive further care that 

could not be obtained at the present time in theater. No 

psych-related patients died on our watch. Hoorah.” 

patient comes in, Special Forces fellow, a 20-year-old Marine. He’s a linguist, 

works for intel—real smart, but he’s detached from reality. Sees dead bodies 

everywhere, blood, constant vivid nightmares. Why?

Naval Center for Combat & Operational Stress Control

 http://www.med.navy.mil/sites/nmcsd/nccosc/pages/welcome.aspx

Stress Management 

 http://www.med.navy.mil/sites/nmcsd/nccosc/serviceMembersV2/stressmanagement/pages/default.aspx

Success Stories

 http://www.med.navy.mil/sites/nmcsd/nccosc/serviceMembersV2/successstories/pages/default.aspx

ONLINE RESOURCES

He began to play and I knew that 

for those moments, he forgot about 

his buddies dying before him.
18 DECISIONS 2017, Vol. 5/No. 2
Resources and Information for the Safety Manager DECISIONS 19

Neurologists have been studying the human 

brain for years, and the jury is still out on 

one question: Can we multi-task? One thing 

all agree on is that our brain can do one 

thing very well. Everything else we add slows down the 

process. To compensate, our brain sucks in our focus to 

remove outside distractions so it can perform the task at 

hand. This phenomenon makes us feel like we are in a 

“bubble.”

When we drive, we operate in a bubble that expands 

down the road, about a quarter of a mile. Here’s an 

experiment you can try.

1. Be a Focused Driver. Eliminate as many 

distractions inside your car as you can. Drive around the 

block at normal speed. When you return, write down all 

that you have seen on the trip. The trip can be as short as 

a half a mile. Your list will be long: clouds, stores along 

the road, the horizon, road signs, people, other vehicles.

2. Be Today’s Typical Driver. Before 

starting, turn on the radio, find a volunteer front 

passenger, put kids in the back seat, have a soft-drink 

in the cup holder and eat something. Make a quick 

phone call. Then drive around the same block. When 

you return, again write down all that you have seen on 

the trip. Compare it to the first list and you’ll discover 

that most of the things you noticed were inside the car. 

When your brain registered “automatic response clues” 

(brake lights, stop signs, red lights) it may have switched 

priorities to those concerns, but then immediately shrunk 

back into the bubble when you passed them. You also 

will have a hard time remembering some things until 

reminded by your passenger. Yes, your memory also 

shuts down. You may have been driving with traffic, but 

you may not remember the speed. Lots of people drive 

like that every day.

3. Don’t try this one. You probably don’t 

need to, because most of you already know the results. 

When you text, or dial your cell in the car, your bubble 

shrinks to about 10 to 20 inches. That’s right: inches! 

That is the distance from your eyes to your phone. 

Texting is, in itself, multi-tasking. You must be looking 

at the phone, think about what you are reading or 

writing, hold your phone and type text. Those few 

items completely monopolize your senses, your thought 

process and your mechanical abilities. You can’t even 

respond to automatic response clues, because you can’t 

see them!

The National Highway Traffic Safety Administration 

reported that in 2010 driver distraction was the cause of 

18 percent of all fatal crashes – with 3,092 people killed 

– and crashes resulting in an injury – with 416,000 people 

wounded.

If you want to improve your odds of staying out of a 

crash, minimize the distractions inside of your vehicle and 

for everyone’s sake, keep your hands on the wheel. 

Mr. Borkoski was a traffic and recreation safety specialist in the 

Shore/Ground Safety Programs Directorate, Naval Safety Center at 

the time this article was published.

Your Driving Bubble: Make It Big

Travel Risk Planning System (TRiPS) 

► https://trips.safety.army.mil/

The Dangers of Texting While Driving 

► http://www.fcc.gov/guides/texting-while-driving

ONLINE RESOURCES

By Don Borkoski

ORIGINALLY PRINTED: Spring/Summer 2013 - VOLUME 2|No. 1
It’syour toddler’s 

nap time, and he 

doesn’t want to 

lie down. You take him to your 

bedroom. You lie there a while 

with him until you think he is just 

about asleep. Finally, you sneak 

out of the room to go about your 

afternoon chores.

A.

Gunnery Sgt. Allison was an explosives 

and weapons analyst in the Shore/Ground 

Safety Programs Directorate at the Naval 

Safety Center.

20 DECISIONS 2017, Vol. 5/No. 2

By Gunnery Sgt. Amber Allison

ORIGINALLY PRINTED: Fall/Winter 2012 - VOLUME 2|No. 2

Photo courtesy of Brother’s Photography (www.pexels.com).
B. 

C. 

Resources and Information for the Safety Manager DECISIONS 21

Some time passes and suddenly, you hear a loud bang. You 

rush to your bedroom to find your 2-year-old lying in a pool 

of blood and a pistol in his hand. A pistol that you thought 

was hidden. You left it loaded and cocked in case of a home 

invasion.

The hard decision has yet to come. The doctors tell you he 

has no brain activity, do you pull the plug on your child’s life 

support? 

Here’s another scenario...

You put your pistol-cleaning on a table. You take your pistol 

and remove the magazine, then start to wipe it down. As you 

do so, you inadvertently pull the trigger and discharge a round 

— because you forgot to clear the chamber. When you get up 

to look where the bullet landed, you find your dead 10-monthold child. 

Here’s another scenario...

Your teenager is having problems at school and decides to 

take matters into his own hands. He sneaks into what you 

think is your secret hiding place. You get a call from the school. 

Your son has shot someone and then attempted to kill himself. 

He is in a hospital hanging on by a thread while in surgery. 

The sad truth is these types of mishaps happen. We, as 

parents, are not securing our personal firearms. In a health and 

wellness survey, the Navy has found that at least 30 percent of 

Navy personnel own personal firearms. Of that gun-owning 

population, only 65 percent of them report that they are 

familiar with the basic safety rules. Somehow, 80 percent claim 

they are very familiar with the safety features of their gun. 

It doesn’t take a genius to comprehend that those figures 

misrepresent what is actually known by military gun owners. 

Adding insult to injury, only 60 percent of the same gun 

population store their firearms separate from the ammunition 

and locked in separate places. This in turn leaves 40 percent of 

that population with an increased chance of a mishap in their 

home.

As a firearm owner and mother of three, I would love to think 

that my children know not to touch the places where we store 

our firearms. However, several studies that surveyed children 

and firearms suggest that even kids who are taught not to touch 

guns can’t resist. This means that most parents, like me, have 

unrealistic expectations about their children’s behavior around 

guns.

That is why Naval Safety Center and other safety experts 

encourage parents to keep guns unloaded and locked separately 

from ammunition. It is also wise to ask other parents about guns 

at the houses where their children play.

The National Safety Council reports that in the United States, 

an average of 3,400 children ages 0-19 will be killed as a result 

of an unsecured personal firearm in the home. About 500 of 

those deaths are children ages 0-14; the others are ages 15-19. 

We, as gun-owning parents and responsible military members, 

can avert a lifetime of heartache if we take extra time to store our 

firearms safely and properly. 

A. Gun lockers, such as the combination safe for hand guns (far left) and the stand-up safe for rifles, provide secure 

storage. The National Safety Council recommends locking and storing ammunition in a separate place from where you lock 

and store your firearm. 

B. The cable lock — shown applied to both hand guns — once applied, makes it impossible to close, load or fire the weapon. 

C. The trigger lock; which encloses a firearms trigger makes it impossible to pull the trigger once the lock is engaged.

There are several different types of firearm safety locks shown here: 
ORIGINALLY PRINTED: Spring/Summer 2015 - VOLUME 4|No. 1

22 DECISIONS 2017, Vol. 5/No. 2

By Wayne Rudolph

Will You Get

Skin Cancer?

Every day Sailors and Marines are out in all kinds 

of weather. They sweat, overheat, freeze, and 

get soaked. They have on protective gear, double 

hearing protection, float coats, cranials, flightdeck boots, and gloves. Every inch of their bodies is covered with gear, except ... their noses! The sun is constantly 

shining on the nose. 

The skin is the largest organ of the human body and has 

an amazing ability to repair itself. Every time someone is 

sunburned, the skin grows new cells to replace the ones 

that the sun has killed. Sunburn is just that, a first-degree 

burn, possibly second degree if exposure lasts long enough. 

However, if damage to the skin occurs constantly, the skin 

can wear out or become defective. If you stay out in the sun 

long enough without protection, the day may arrive when a 

funny spot appears on your nose. Maybe it is a little darker 

than the surrounding skin. As the days and weeks go by it 

gets bigger. The shape starts to appear unusual. You trot to 

sickbay and discover that you may have melanoma.

What is melanoma?

People hear about it for years but some do not pay 

attention. It is something that worries old people. In a sense 

that is true: the median age for melanoma is 61. However, 

what Sailors and Marines do now can determine if they 

get a melanoma in their golden years or not. According 

to the National Cancer Institute, two percent of men and 

Photo courtesy of www.unsplash.com.
Resources and Information for the Safety Manager DECISIONS 23

women alive today will be diagnosed with melanoma in 

their lifetime. For a typical aircraft carrier, it equates to 

90 crewmembers acquiring melanoma in their lifetime; 

an LHD with embarked troops, 70 cases; a small boy, six 

Sailors; and a submarine crew would have about three 

melanoma cases.

Melanoma contributes to less than five percent of the 

skin cancer cases, but the vast majority of deaths. Of the 

seven most common cancers, melanoma is the only one 

whose numbers are growing. It is the most common form 

of cancer for young adults 25-29 years old and the second 

most common form of cancer for young people 15-29 years 

old. The four most common sites for malignant melanoma 

are: head/neck, upper limb/shoulder, trunk, and lower 

limbs. Melanoma is the type of skin cancer that is most 

likely to spread to other tissues and possibly cause death.

There are a number of risk factors for acquiring 

skin cancer. Sunlight, which is a source of the known 

carcinogen ultraviolet radiation (UVR), is the most 

important risk factor. Other risk factors include a blistering 

sunburn, lifetime sun exposure, family history of skin 

cancer, skin that burns easily, certain medications, and 

tanning.

Many times the first sign of melanoma is a change in 

a pre-existing mole. The shape, color, size or feel of that 

existing mole may change. It may be a quick change; it 

may take place over a period of weeks. Melanoma may 

also appear as a new mole. Whether it is new or old, it is 

changing. The best way to keep on top of this is to perform 

a monthly head-to-toe self-assessment. Look for the 

A-B-C-D-E of melanoma (see table). Melanoma can vary 

greatly in appearance. Some may show all of the typical 

characteristics and some may just have a couple. No matter 

what the change seems to be, have it checked if there are 

any concerns.

How do you protect yourself during times when PPE is 

not a requirement and the job entails being out in the sun 

for many hours of the day? How about during the off-duty 

hours when you’re on the beach, swimming, hiking or 

just lazing around the backyard? Sun protection products 

can be confusing – there is “sunscreen” and “sun block” 

with varying sun protection factors (SPF), sun-protective 

clothing, and a host of others.

Sunscreen or Sun Block?

Sunscreen reacts with the ultraviolet rays and filters them 

to attenuate the effect of those UV rays. Sun block creates 

a physical barrier to the sun’s rays.

Waterproof or Water Resistant?

Waterproof sunscreen must maintain the SPF protection 

after 80 minutes of exposure to the water, while “water 

resistant” only requires 40-minute protection. If you are 

planning on swimming, participating in sports or just 

sweat a lot, go for the waterproof sunscreen. Remember to 

reapply after the 80-minute contact time.

What to wear? 

Clothing, including hats, can go a long way toward 

protecting the skin from UV rays. The tightness of the 

weave, the type of fiber, density of the cloth, and color 

of the cloth are all items to consider when planning your 

summer wardrobe. People typically think less is more when 

it comes to summer clothing. To protect the skin from the 

sun, nothing could be farther from the truth. Long-sleeved, 

tightly woven synthetic fibers that are dark provide the 

most protection. Alternatively, there are garments that have 

a UV protection factor assigned to them. There are also 

laundry supplements that add sunscreen to your clothing. 

Hats with a three inch brim all the way around extend the 

most protection to the head, face, ears and lips.

Cancer research and studies show that the incidence of 

melanoma is rising. Equally as concerning is the fact that 

melanoma is becoming the major cancer of young people. 

Protecting against UV radiation is the best prevention. 

Mr. Rudolph, a retired Navy chief hospital corpsman, worked as a 

researcher in the Naval Safety Center’s aeromedical division at the 

time this article was published.

• One person dies of melanoma every hour (every 54 minutes).

• An estimated 87,110 new cases of invasive melanoma will be diagnosed in the U.S. in 2017.

• An estimated 6,380 men and 3,350 women in the U.S. will die from melanoma in 2017.

• Over the past three decades, more people have had skin cancer than all other cancers combined.

Skin Cancer Foundation
Source: Skin Cancer Foundation

Source: Skin Cancer Foundation

THE A-B-C-D-E CHARACTERISTICS OF MELANOMA

NORMAL MOLE MELANOMA SIGN CHARACTERISTIC

A

Asymmetry

Half of the mole does 

not match the other half.

The border (edges) of 

the mole are ragged or 

irregular.

The color of the mole 

varies throughout.

The mole’s diameter is 

larger than a pencil’s 

eraser.

The mole has changed 

over the last few weeks 

or months.

B

Border

C

Color

D

Diameter

E

Evolving

WHAT IS AN SPF?

SPF indicates how well that product blocks ultraviolet 

rays. There are two types of UV rays that sunscreens are 

designed to block: UVA and UVB. SPF describes the 

sunscreen’s ability to block UVB rays. The Federal Drug 

Administration does not have a UVA protection rating 

system at this time. UVA radiation penetrates deeper and 

contributes to premature aging and wrinkling.

SPF RATING = UVB PROTECTION

SPF 100 99%

SPF 50 98%

SPF 30 97%

SPF 15 93%

SPF 2 50%

None = 0%

SPF CHART: WHICH LOTION IS FOR YOU?

Each time your skin burns in the sun, it accelerates aging. 

The SPF acts as a sunburn time meter allowing tanning 

without getting burned from UVB light.

Source: Beyond Coastal Suncare

THE DANGERS

OF TANNING

There is another risk factor related to a popular pastime: tanning in the 

sun or in a tanning bed. Understanding that tanning is bad for your skin’s 

health is one thing. How to protect the body from the effects of tanning bed 

radiation is another. Here are some facts to consider:

• The International Agency for Research on Cancer, an affiliate of the 

World Health Organization, includes ultraviolet (UV) tanning devices in 

its Group 1, a list of agents that are cancer-causing to humans. Group 1 

also includes agents such as plutonium, cigarettes and solar UV

radiation.

• More than 419,000 cases of skin cancer in the U.S. each year are linked 

to indoor tanning, including about 245,000 basal cell carcinomas, 

168,000 squamous cell carcinomas, and 6,200 melanomas.

• People who first use a tanning bed before age 35 increase their risk for 

melanoma by 75 percent.

ONLINE RESOURCES

National Cancer Institute

http://www.cancer.gov 

Skin Cancer Foundation

http://www.skincancer.org

American Cancer Society

http://www.cancer.org 

Melanoma Research Foundation

www.melanoma.org

Source: Therapeutic Derma Limited

24 DECISIONS 2017, Vol. 5/No. 2

“THE END” IS ONLY THE BEGINNING

PREVENTING MISHAPS, SAVING LIVES & PRESERVING RESOURCES

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

NAVAL SAFETY CENTER

2012 fair winds and following seas 2017